The Mercedes-Benz EQS had the lowest drag coefficient – 0.20 Cd – of any current production car on sale, but Mercedes Can do better and it’s done correctly with Vision EQXX. This tech project achieves a final Cd of just 0.17, and it does so with a body that’s even more aesthetically pleasing than the EQS.
In fact Vision EQXX looks like a sport car than an effective blip. That’s entirely commendable, but it’s also less surprising than imagined. After all, the shape of a supercar tends to be quite aerodynamic if you remove the huge wings and splitters that often adorn them. Going further, the design of the Vision EQXX is not outside the concept market. This legit looks like a car Mercedes-Benz can be put into production. It even has a mirror and a door handle! Will Mercedes ever do such a thing? The company gave no indication that it will do so, but maybe, the design is serious enough that we want to know everything about how designers and aerodynamicists achieve 0.17 Cd. .
For starters, there’s the shape/shadow of the car. Technically, the Vision EQXX may be a four-door sedan, but it’s not shaped like any of the more traditional three-box designs you might expect. an S-Class or C-Class. That’s because the traditional three-box sedan design isn’t the most efficient shape you can create – Mercedes-Benz Design Director Gordon Wagener even told us that EVs could very well mark the mark. the end of the sedan as we know it today for that reason. See both EQS and EQE like the example of Mercedes-Benz. For greater aerodynamic efficiency, it is recommended to equip a teardrop roofline that tapers to the rear with a sudden tear at the back. Mercedes optimized that teardrop shape for the EQXX Vision, presumably by mistake.
The lower roofline at the rear seems to cut directly into rear passenger space, as headroom is affected. That’s not a problem for a compact car like the Vision EQXX that might not often carry rear passengers, but for cars like the EQS designed to have luxurious rear seats, that roofline needs to be. must be punched much higher. It’s a game of give and take, and it’s the one we expect to play out as manufacturers strive to reduce drag to achieve more range for their EVs. One way Mercedes says they can counter the roofline is to simply recline the seats back at a more aggressive angle, which it did in the EQXX to allow for more headroom.
In addition to the slippery shape, there’s a lot of detail in the Vision EQXX that helps it achieve 0.17 Cd. At the front, the front area is smaller CBA and Smart EQ ForTwo. Subtle air intakes on either side of the front bumper are paired with the wheels to reduce drag. Wheels and tires are tough spots to tow, but the Vision EQXX uses wheels and tires that are super thin and tall (20 inches). The Bridgestone Turanza Eco tires are further optimized with distinctive aerodynamic sidewalls and the wheels themselves are made of forged magnesium with flaps to allow smooth airflow through them. Mercedes is Mercedes, those covers are transparent to still allow a view of the wheels with rose gold accents underneath them.
You may be wondering, where is the spats wheel? As it turns out, Mercedes tried that idea, then scrapped it for aesthetic reasons. It would force the already 50 mm rail reduction at the rear into an even larger rail reduction, so Mercedes decided not to do so. The goal is to create a and The design is beautiful, and the beauty won this round.
Teddy Woll, head of aerodynamics at Mercedes-Benz, said: “The problem with the bracings is that you need to raise the stern a lot more at the rear, so the difference is between the front and rear. even bigger,” said Teddy Woll, head of aerodynamics at Mercedes-Benz.
Part of the tech at the rear of the car is an active rear diffuser. It allows Mercedes to optimize the rear end of the car no matter what speed you’re traveling at. Once you hit 37 mph, the diffuser moves outward in two steps and improves traction at higher speeds.
“It folds down at a steep angle, and then it folds out to ensure perfect rear adjustment,” says Woll.
It’s even designed to retract when it senses an impending crash, though Mercedes won’t say whether it considers the active diffuser a production item.
There is also the issue of wind tunnel development. Mercedes says that it spent about a third of the typical wind tunnel development time on the Vision EQXX, because of its ability to do development work using augmented and virtual reality. The fact that Mercedes was able to achieve this low Cd with even less wind tunnel time than usual makes it all the more remarkable.
Perhaps the most impressive thing when it comes to the EQXX is that Mercedes has put together an extremely efficient car that looks just like the one you want to see. It’s catchy, engaging and is everything we’d expect a Mercedes-Benz to be.
“In line with our philosophy of Sensual Purity, we have created breathtaking proportions that combine beauty with efficiency,” says Wagener. “The body flow delivers revolutionary aerodynamics. The fact that the end result is as beautiful as it is is testament to the skill of our design team working in close collaboration with aerodynamic experts. ”
Related videos:
