Powered rear spoilers

Spoiler drive in the Porsche 911 Turbo and Carrera GT

Porsche 911 Turbo wing extended
Porsche Carrera GT wing extended

"The 911 Turbo represents the cutting-edge of automotive engineering a super sports car" - also thanks to SUSPA. "The biplane rear wing generates additional downforce with only a minimum increase in drag. The upper wing element is automatically extended when needed, at around 120 km/h (75 mph). It is retracted at approximately 60 km/h (37 mph) and blends back into the lines of the bodywork." (Porsche)

SUSPA developed the wing lift system in 1999 and has produced it since 2000 for two generations of the Porsche 911 Turbo. Based on the 911 Turbo technology, we developed the premium system among spoiler-lift-systems for the Porsche Carrera GT. Regarding stroke, speed and downforces there is no comparable lift system on the market today. In addition, the environmental conditions required special efforts from our engineers in order to design a reliable system.

Since 2013 SUSPA has been supplying the new generation of the rear wing drive unit for the current Porsche 911 Turbo.

Audi TT spoiler drive

Audi TT spoiler drive

To keep the rear end of the new Audi TT shapely and to offer excellent driving dynamics during high speed, the extendable spoiler developed by SUSPA automatically opposes the air stream at speeds exceeding 120 kph. The complete system basically consists of a gearmotor with a middle kinematics that actuates two outside 4-bar-hinge kinematics by a three-part drive shaft. The hinges are located left and right of the cavities of a so-called carrier plate that can also be called a mounting plate as all the subcomponents of the complete module are mounted on it. Special attention was turned to a low noise level as well as to a solid, zero-backlash design.

Since 2014 SUSPA has also been supplying the rear spoiler drive unit for the TT3.

Audi R8 spoiler drive

Audi R8 spoiler drive

 

SUSPA was also responsible for the development of the Audi R8 retractable spoiler, while also allowing the design principle to be retained. However, the motorgear-unit had to be adapted and tested to the more stringent framework requirements (120 °C permanent temperature and protection class IP64) in particular.

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