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Front and Rear License Plate Inserts for the C8 ZORA

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  • Front and Rear License Plate Inserts for the C8 ZORA

    We have seen the leaked photos at the Bowling Green plant of the freshly painted red front and rear fascia's. We've also seen horizontal inserts in the two outboard openings that will separate and direct the incoming air to internal air ducts funneling air to the brakes and other fluid cooling radiators. The new ZR1 already uses these dual functioning ducts to manage airflow. The center opening will also have these ducts to manage the incoming air, with or without the front license plate insert bracket. Since GM has now trade marked the ZORA name worldwide we can assume they will be selling the car with left hand and right hand drive to more countries then ever before. That will require 3 different license plate insert brackets to accomodate the various license plate sizes of that country. The photos of the ZORA testing at the Nurburgring ring showed the center section with a front license plate insert bracket that appears to be aerodynamically designed. Below are the 3 main worldwide license plate standards that will require the appropriate space for the front and rear license locations. Also a great video of Kirk Bennion explaining the C7 License plate insert.

    Early 20th century plates varied in size and shape from one jurisdiction to the next, such that if someone moved, new holes would need to be drilled into the automobile (often on the bumper) to support the new plate. Standardization of plates came in 1957, when automobile manufacturers came to agreement with governments and international standards organizations. While peculiar local variants exist, there are three basic standards worldwide:
    • 520 by 110 mm (20.5 by 4.3 inches) or 520 by 120 mm (20.5 by 4.7 inches) - in the bulk of European countries and many of their former overseas territories, as well as North Korea and South Korea.
    • 305 by 152 mm (12.0 by 6.0 inches) or 305 by 160 mm (12.0 by 6.3 inches) - in the majority of North America and Central America, and parts of South America; occasionally in Switzerland and Liechtenstein; and many Persian Gulf countries.
    • 372 by 135 mm (14.6 by 5.3 inches) - in Australia and some other Pacific Rim countries, about halfway between the dimensions of the other two standards, longer than Western Hemisphere plates but taller than European ones.
    https://www.youtube.com/watch?time_c...&v=-sAMagbe3iI
    Last edited by Skank; 01-24-2019, 06:47 AM.

  • #2
    Here's a map of the States that require front license plates.

    https://www.cars.com/articles/2013/1...icense-plates/

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    • #3
      I’m sure I can live with what they offer. I’ve lived in a front plate state so long now it doesn’t even register as an issue for me.
      The aero plate slightly modified has worked perfectly on our Z06 with no cooling issues whatsoever.
      There is a madness to my method!

      2015 Z06 Torch/adrenaline
      2001 coupe Torch/oak R8C
      79 coupe Silver/oyster
      All one owner
      Museum lifetime members

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      • #4
        And here's Canada. Although front plate is required in Ontario, I'm told that the local police don't bother too much.

        Click image for larger version

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        2020 C8 Corvette.D.O.B 2/03/2020
        Shadow Grey Metallic on Black
        2LT, Z51 + MRC. GT1 seats.
        Spectra Grey Tridents.
        Carbon flash mirrors and spoiler.

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        • #5
          The reason I wrote this thread was to call attention to the fact that the front fascia will require 3 separate inserts where front license plates are required and the rear fascia will have to accomodate a 20 1/2" W by 6 3/8" H flat surface minimum to be legal in all markets. But the main reason was to call attention to how plates that large affect the aerodynamics of the front end. The front center section had a very large insert when they tested the car at the Nurburgring. They should optimize 3 separate front inserts for the 3 main plate sizes. I can't imagine C7 ZO6 drivers forgetting about the overheating issues in the 2015 and 2016 cars.

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          • #6
            Thank you Skank!

            I guess that the amount of 2015 and 2016 Z06 owners who had overheating issues was/is in the 2% or less range. We have had our Z06 in 110 degree weather, and while constantly watching our temp gauge, it never went about 235 water temp. No one of my Z06 friends has had a moment of overheating in their either.

            Not saying that there was not an issue for track folks, and perhaps a few stuck in extended stop and go traffic at over 100 degrees, but like many forum reported issued, has not effected but a very small minority.

            But for those few effected, not good! — and why GM changed the design testing temperature from 86 degrees F on all earlier C7’s to 100 degrees F on the ZR1.
            Last edited by John; 01-24-2019, 10:30 AM.
            GBA Black; HTO Twilight/Tension interior; Z51 & Mag Ride; E60 lift; 5VM visible carbon fiber package; 5ZZ high wing; FA5 interior vis CF; ZZ3 engine appearance; 3LT; Q8T Spectra Gray Tridents; J6N Edge Red Calipers; SNG Edge Red Hashmarks; VQK Splash Guards; RCC Edge Red engine cover; VJR illuminated sill plates. Lifetime, annual contributors, and 23 year members of National Corvette Museum. Home is the beautiful Pacific Northwest.

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            • #7
              The McLaren Senna utilizes the horizontal blades within their corner vents to funnel incoming air into internal ducts. The current ZR1 also uses internal ducts to direct incoming air. The C8 ZORA has shown a horizontal blade in both outer vents that are very similar to the Senna vents which are controllable vent blades. If the ZORA has active front blades that could be a game changer. Here is a Ask Tadge thread that explains internal air management.

              Quote:
              skank asked:
              I've read and observed with great interest the air management advancements of the new ZR1. Could you explain the air flow paths through the new front fascia and how they are designed and engineered to move air through those internal locations. Knowing that you have already developed brake ducts to direct air to the brake discs, would directional(asymmetrical) fan style wheels help in the air flow path? I also noticed that the new ZR1 wheels are asymmetrical and therefore look different from driver side to passenger side. Would four location specific wheels be required to optimize the aero through the wheel cavity area or is it not worth the extra cost to the ZR1 budget?
              Quote:
              Tadge answered:
              The full answer to this question is worthy of an SAE (Society of Automotive Engineers) technical paper. The ZR1 has significantly improved airflow through the fascia to feed the additional radiators. You can tell with just a glance that there is more open area on the front of a ZR1 than a Z06 or Grand Sport. We measure airflow at average track speeds for a full lap. Compared to Z06, airflow through all radiators is increased by 41% by this measure. This is achieved by improving and optimizing the flow paths through the center as well as the outboard openings. We don't use this much open area for all cars since it creates unnecessary drag in cars that don't need that much cooling. If you look at the C7.R race car, you will see a relatively small opening located in the center of the front fascia.

              Additional changes include: The horizontal cooler has been relocated from the position in Z06 to optimize flow performance and its venting is integrated to not disrupt the underwing aerodynamic performance. The center flowpath now features a bumper beam with 4 slot openings and ducting to maximize performance and the hood extractor performance is enhanced by including an extraction lip in the hood surface design. The outboard openings share air between the brake duct and outboard coolers. The baffles behind the opening are splitting the flows and are shaped to optimize the flow into both.

              ZR1 track brake cooling has been enhanced by directing flow more efficiently to the control arm mounted hardware. The new front duct actually splits air in two directions. The upper path of the duct feeds air to the control arm deflector then to the knuckle deflector and onto the rotor. The lower path of the duct feeds air into the control arm mounted “airbox” and then up another duct on to the rotor. The airbox is also fed by under vehicle airflow with an enhanced underwing. The control arm mounted brake cooling hardware has evolved from the 2014 Z51 cooling kit (which included lower control arm and knuckle deflectors) to the 2017 Z06 track cooling kit (which adds the airbox and attaching upper duct).

              In addition to the enhanced brake cooling, the ZR1 features new Carbon Composite Matrix (CCM) front brake rotors that tolerate higher temperatures than before and new, upgraded pads at all 4 corners.

              The pictures below illustrate the difference between current production ZR1 and Z06 track brake cooling set ups. The main difference is in the duct that takes air through the front fascia. As we learned how to improve the air management downstream of the fascia duct on the development of the ZR1, we actually pulled those pieces ahead and released them for the 2017 model year Z06.

              ZR1 w/track front brake cooling package installed (black arrows indicate flow from front duct, purple arrows indicate flow from underbody)



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              Z06 w/track front brake cooling package installed (black arrows indicate flow from front duct, purple arrows indicate flow from underbody)



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              Relative to the part of the question on wheel design…. We have experimented with “impeller wheels” with foil-shaped spokes or other features to promote air flow over the brakes since at least the 4th generation Corvette. You are right that they would require separate tools for wheels on the left and right side of the car, but if they were effective, we would spend the money. The truth is that the air flow in the wheel openings is very turbulent, nothing like the smooth flow over an airplane wing. The forward part of the wheel opening is a low pressure area so airflow is inboard to outboard. At the rear, it is just the opposite. So which flow do you want to promote? It turns out, the best thing we can do is have wheels with large openings to let the flow go where it wants. Casting or forging airfoil shapes is not mass-efficient given the other structural needs of the wheel. As unsprung mass, we put enormous effort into light, stiff wheels that let the brakes breathe.
              Last edited by John; 01-25-2019, 12:18 PM.

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              • #8
                Tadge has a way to put things that make it come together. If someone else made that effort it would be a SAE paper.

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                • #9
                  Video: Corvette Exterior Design Manager, Kurt Bennion, explains about the two front license plate options. (8-30-19)
                  https://youtu.be/9u2Eat7ufSU

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