It is vox populi that which says that “The less air resistance a vehicle has, the more efficient it will be and, therefore, the less it will consume.” We have always treated aerodynamics as a fact of second importance in the articles or in the tests and what to say in our “bar conversations”, the Cx is neither there nor expected. We always talk about more visual or power aspects, but Volkswagen wants us to change our way of seeing life and more when we talk about electric vehicles.
If we do a little retrospective to the first electric vehicles in history that come to mind (I’ll leave you one, the Peugeot iOn) we see them as cars with strange lines, difficult to see and with a somewhat unstable driving sensation. When we go forward in time we reach the point of seeing more stylized, more technological and yes, much more aerodynamic models. Even if we don’t mention it.
In this article we will talk about the aerodynamic factor of the Volkswagen ID.7, a vehicle that is postulated as Cx ambassador.
The ID.7 is the first Volkswagen vehicle for the upper-middle class segment that would reach 700 kilometers (WLTP) of autonomy. Apart from standing out for its efficiency and its new generation of engines, it stands out for the very low Cx of 0.23 and its frontal area: 2.46 m2.
In terms of efficiency, speaking specifically of how it affects saloon-type bodies, the body itself has an impact on aerodynamics of 50%. The contact set (wheel and tire) has a weight of 30% and the remaining 20% is divided between the underbody of the car and the rest of the functional openings (radiator, diffusers, etc). Understanding this part and as we see in the first images of the ID.7, we can say that we are facing the most aerodynamic vehicle of the firm.
Volkswagen designer Daniel Scharfschwerdt states:
“In designing the ID.7, more attention was paid to aerodynamics than in virtually any other model. This can be seen in the lower front end, the smooth transition to the bonnet and the windshield. The coupé-like roof shape and tapered rear end are also designed to offer ideal aerodynamic performance.”
how did they get it
The ID.7 has almost completely closed basses. These are complemented by newly developed front wheel spoilers that guide air along the front wheels under the vehicle with minimal turbulence. The air curtains on the sides of the front bumper direct air around the front end with minimal loss of efficiency (remember that the front end has an area of just 2.46 m2). Lastly, the design of the heel cups allows air to flow towards the underbody, protecting and reducing the impact on the tyres.
The design of the tires is also partly to blame. With a somewhat more closed design than usual, they have particularly good aerodynamic properties and help to achieve this low figure.
Finally, in the ID.7 airflow is actively controlled by a louver on the radiator to reduce resistance, which only opens when it is necessary to cool the power units and battery. At the rear, efficiency is ensured by the design of the tailgate, the diffuser and the side parting edges.
From conception to the wind tunnel
Originally, the computer work focused on virtual simulations every two weeks. So for a year and a half until I found the key. Stephan Lansmann’s team (chief development engineer) used several full-scale models of the ID.7 in the wind tunnel that little by little, were molded to the millimeter to reach the figure achieved. With 3D printing and a precision milling machine, they optimized the upper and lower sections of the shell and the mirrors to conclude in the best drag coefficient of the Volkswagen ID family.
Source: Volkswagen
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