APR GTC-300 Carbon Fiber Rear Wing for FK8/FL5/DE5

APR GTC-300 Adjustable Rear Wing - FK8, FL5 Civic Type R & DE5 Integra Type S

The GTC-300 is the step up in APR's wing range: a larger, more efficient wing for cars that need serious rear downforce on fast circuits. Its cambered, CFD-developed airfoil hits an 8.8:1 downforce-to-drag ratio, higher than the GT-250, with a variable chord for more aero capacity and a fully adjustable angle to tune it to any track. Chassis-specific fitment for the FK8, FL5, and DE5 in two spans.

Pick Your Chassis And Span

Two things to select: your car, and the wing width. Match both to your setup.

GTC-300 Or GT-250?

These are the two wings people cross-shop, so here's the honest difference.

The GT-250 is the balanced, versatile wing: a 7.6:1 downforce-to-drag ratio, a straight airfoil element, and a gurney flap included. It's the do-everything choice for a street-and-track build.

The GTC-300 is the larger, more efficient step up. Its 8.8:1 downforce-to-drag ratio means more downforce for less drag, and its variable 10"-12" chord gives it more wing area and downforce capacity than the GT-250's fixed 10" chord. It's positioned for mid-to-large performance cars and track-dedicated builds that run fast circuits and genuinely need the extra aero load.

The quickest visual tell: the GTC-300 uses a curved, cambered airfoil element, where the GT-250's is straight. That camber is what drives the higher efficiency, it creates a stronger pressure differential across the wing and keeps airflow attached better at speed.

Simple guidance: if you want maximum efficient downforce for serious track use, the GTC-300. If you want a versatile, balanced wing that comes complete, the GT-250.

61" Or 67"?

The span choice comes down to how much wing you want and the look you're after.

The 67" is the wider option, more span means more total wing area and downforce capacity, and it fills the rear of the car more aggressively. It's the pick for maximum rear grip and the more dramatic stance.

The 61" is narrower, slightly less width for a cleaner, more contained look while still delivering the GTC-300's downforce. Note the FL5 is offered in 67" only.

8.8:1 Downforce-To-Drag

The efficiency number is the GTC-300's headline, and it's what you're paying for.

The cambered airfoil was developed through CFD to hit an 8.8:1 downforce-to-drag ratio, which is genuinely efficient, it makes a lot of downforce while keeping drag low. The cambered shape creates an effective pressure differential across the upper and lower surfaces and maximizes airflow attachment, minimizing the flow separation that kills a wing's performance at high speed.

That efficiency is the point of a wing like this: you want maximum rear grip without paying for it in top speed, and a higher downforce-to-drag ratio is exactly that. On a fast circuit, it's the difference between a wing that plants the car and one that just adds drag.

Adjustable Angle, Tune It To The Track

What makes a real wing worth it over a fixed one.

The GTC-300 has a fully adjustable angle of attack from 0° to 15°. Higher angles generate more downforce for tight, technical tracks; lower angles reduce drag for high-speed circuits and straight-line speed. One wing adapts to different tracks, and lets you set the rear balance to match your front aero.

A gurney flap is available as an option for the GTC-300 (½" pre-preg carbon), adding further downforce and reducing flow separation when you want the wing at its most aggressive. Unlike the GT-250, where it's included, here it's an add-on you choose if you want it.

Built To Not Flex

Wing rigidity matters more than people realize.

The GTC-300 is pre-preg woven carbon fiber, autoclave-cured in billet aluminum molds, giving it the strength-to-weight and the stiffness to not flex under aero load. A wing that flexes at speed changes its angle as it loads up, making its downforce inconsistent right when you're relying on it. This holds its shape, so the aero stays predictable.

It mounts on 10mm aircraft-grade 6061 billet aluminum risers, angle-adjustable and available in heights to fine-tune the wing's position and airflow, with carbon fiber bottom plates for the chassis-specific fitment.

Fitment

2017-2021 Honda Civic Type R (FK8) — 61" or 67"
2023-2026 Honda Civic Type R (FL5) — 67"
2024-2026 Acura Integra Type S (DE5) — 61" or 67"

Select your chassis and span at checkout. Chassis-specific fitment with carbon bottom plates. Gurney flap optional.

Who Should Run This

This is for the FK8, FL5, or DE5 owner building serious rear aero who wants more downforce capacity and higher efficiency than the GT-250, a time attack car, a track-dedicated build, or a fast-circuit car that genuinely needs the load. Cambered CFD airfoil at 8.8:1, variable chord for more area, 0-15° adjustable, and rigid pre-preg carbon that holds its shape. Pick your chassis and span, set your angle, and plant the rear of the car.

Fits: 2017-2021 Civic Type R (FK8, 61" or 67"), 2023-2026 Civic Type R (FL5, 67"), 2024-2026 Integra Type S (DE5, 61" or 67"). Chord depth: variable 10"-12". Element: curved/cambered (vs the GT-250's straight element). Adjustment: 0-15° angle of attack. Efficiency: 8.8:1 downforce-to-drag. Construction: pre-preg woven carbon fiber, autoclave cured. Risers: 10mm 6061 billet aluminum, angle-adjustable. Gurney flap: optional, ½" pre-preg carbon. Mounting: chassis-specific carbon bottom plates.