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GM has the largest wind tunnel of any auto maker. They have done an outstanding job in designing an aero system for the entire C7 line. The Corvette aero team working on the C8 is the same who personally worked on the first the C6, then the C7.
Having talked with members of that team at length and also the C7 exterior design team (who is almost identical to the ME’s design team), those staff work together day after today, often in the wind tunnel, to maximize downforce, minimize drag, etc.
For example, in designing the top of rear fender intake NACA duct, GM, using the wind tunnel, their aero computers and their 3D printers, made over 50 versions of that duct for the C7 Z06 — testing then changing all (except of course the final production version). I talked with Kirk Bennion at the ZR1 reveal about the “way more than a week” he spent in the wind tunnel just for final tuning its aero components.
I have full faith the ME will be extremely aero efficient, with vents and ducts in the right shape, right size and the right location.
I do love the roof air intake scoop on the Gumbert, and wish it were on our ME, as in:
The roof inlet receives some very hot air from the radiator. I can't determine what's with the active wing at the back. The side
glass is not flush at the targa bar. This should have been an inlet. This is beautiful work. So much clever stuff going on. The artist is definitely a Vette guy.
What is the name of the artist? Let me proceed to wreck his work.
Do you think that air from the front engine coolant radiator also flows down the side of the car(exiting from under the hood through the front wheel openings/front fender vents directly into the quarter panel scoops to feed the engine air breather, and if equipped, the forced induction heat exchangers isn't "hot".
Not all the air that flows through the front mounted engine coolant radiator exits through the vent in the hood.
Do you think that air from the front engine coolant radiator also flows down the side of the car(exiting from under the hood through the front wheel openings/front fender vents directly into the quarter panel scoops to feed the engine air breather, and if equipped, the forced induction heat exchangers isn't "hot".
Not all the air that flows through the front mounted engine coolant radiator exits through the vent in the hood.
Which car are you talking about? My views are applicable to the car in the artwork and the placement of the radiator outlet. Assuming it is a high powered car and that is the outlet for a single engine radiator, at full song, much of the very hot air will enter the intake on the roof in this case. Certainly, some hot air will be diverted around the cab. I revised the design and added some intakes at the rear. You can see it was a rush job.
Note the F550 GT1 coolant outlets. They are directed toward the sides of the cab. At full song, the rear wing produces a lot of downforce and drag which you don't need down the straight.
The C5 GT1 outlet has two functions. The second is downforce. The rear wing becomes less efficient down the straight. Both teams used airflow and the quality of the air to optimise their car's aero performance, center of pressure not withstanding to handle each cars idiosyncrasies.
Each of the cars that FVS posted managed airflow according to the vastly different specs of each. Note that some directed hot air from the coolant radiator on top of the hood around the cab and away from the roof inlet. The 550 GT1 Ferrari did the same for different reasons.
The Corvette directed the flow intentionally over the roof, which also reduces roof lift. In so doing, it effects the lift of rear wing down the straight where it is not needed. It also moves the C of P forward because the outlet ramp also produces downforce. It also prevents the windshield from fogging up.
Note the very different configurations of the 3 McLarens.
For example, in designing the top of rear fender intake NACA duct, GM, using the wind tunnel, their aero computers and their 3D printers, made over 50 versions of that duct for the C7 Z06 — testing then changing all (except of course the final production version). I talked with Kirk Bennion at the ZR1 reveal about the “way more than a week” he spent in the wind tunnel just for final tuning its aero components.
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That's not a NACA duct. The only reason it works as an intake is the very low pressure at the rear outlet.
I am being "dumb"? At most I am being ironical...and made a joke about it.
Maybe I misunderstood your comment. I thought you were saying that since the renders roof inlet would receive hot radiator air it would be inefficient and a "dumb" design... I mearly pointed out the obvious fact that these other cars use that exact design...and it seems to work.
Maybe you actually agree that the roof inlet is a good feature since all those other million dollar race cars use them? The fact that they are all used in different way is irrelevant to the argument. A logical and reasonable person can assume that an artistic rendering is not the final production model and that different tweaks and additions will insure all the components work in harmony. It's a little leap of faith that the design team knows what it is doing.
The point everyone but you is making is that a roof vent "can be" useful and looks COOL!. You seem to need to nitpick the artistic impression for minute flaws that are irrelevant to "enjoying" an imaginative image. Of course small details and changes can improve performance. We can assume in artistic renders that the next mechanical design step will refine the overall design and adjust feature placement to best suit the performance needs.
Obviously you have "some" knowledge of cars and aerodynamics. I was even nice enough to complement your "knowledge" earlier...but now I wonder.
...Buy the way, weren't you the one who was quick to jump on my CAD overview drawing sarcastically implying that I did not know the front of the car from the rear...but it was you who was wrong and "dumb"?
Lets avoid the name calling... This is supposed to be fun...remember.
Last edited by firstvettesoon; 02-07-2018 at 11:06 AM.
I agree. I think it's unlikely, but I would love it if GM would return to a single piece of wraparound glass.
Phoney-baloney nonstructural C-pillars just add complexity while reducing visibility. They make the car look less "Corvette" and more like everybody else.
That's not a NACA duct. The only reason it works as an intake is the very low pressure at the rear outlet.
Isn't that exactly what a traditional NACA duct does? To take in air with out creating too much drag?
I would argue that is exactly what the Corvette inlets do. Suck (as opposed to ram-in) in less turbulent air with lower drag than a scoop.
To my untrained eye, the Corvette rear fender inlet looks like a modified NACA duct. It works essentially the same way. On z06 models they added raised/formed channels to help direct more air into the inlet.
So maybe it's not a traditional NACA style (looking) inlet but is works like one which is the ultimate point.
Last edited by firstvettesoon; 02-07-2018 at 11:53 AM.
I agree. I think it's unlikely, but I would love it if GM would return to a single piece of wraparound glass.
Phoney-baloney nonstructural C-pillars just add complexity while reducing visibility. They make the car look less "Corvette" and more like everybody else.
No way... that's one of the best changes about the C7.
I think the glass looks good...the rear fascia needed some refining. I think the lights themselves are nice but the black vent housing is an awkward shape.
Last edited by firstvettesoon; 02-07-2018 at 01:36 PM.
I think the glass looks good...the rear fascia needed some refining. I think the lights themselves are nice but the black vent housing is an awkward shape.
The C7 is a car that has to be appreciated in person. It looks excellent in the flesh.
02-06-2018, 03:34 PM
The fact that they are all used in different way is irrelevant to the argument. A logical and reasonable person can assume that an artistic rendering is not the final production model and that different tweaks and additions will insure all the components work in harmony. It's a little leap of faith that the design team knows what it is doing. 
