Having enjoyed researching and writing about our three eighties eco-concept marvels, what thoughts now come to mind about the current state of the small car market? After all, the future as predicted by the ECO 2000, for example, has long since passed.
The car as we know it is, without doubt, experiencing something of a fin de siècle. Personally, I have felt a growing sense that car design and development has plateaued, become complacent and intellectually flabby, with form increasingly disconnected from function. I have also realised that this is reflected in my writings for DTW, which recently has been focused very much on the past rather than today or the future.
We look at three small eco-concept cars from the 1980s and see what became of them.
The last of the cars featured in this series is the BL Technologies ECV3. This is a classic BL tale of burgeoning promise turning to wracking frustration as funds dried up for the development of a new small car. As might be expected, it is also by some margin the most convoluted and protracted of the three stories.
BL Technology was the R&D arm of the state-owned British car maker. In 1980, it was led by renowned engineer Spen King and given a home at BL’s new testing facility at Gaydon in Warwickshire. BL Technology and its Gaydon site was basically a sand-box environment, enabling King and his colleagues to propose theories about the future design of cars, then turn these into working prototypes to Continue reading “Eighties Eco-Concept Marvels: Number 3 – BL Technologies ECV3”
We ask whether aerodynamics’ post-war, post-aviation beginnings have anything in common with tomorrow’s hydrogen-powered wonders.
Car manufacturers have historically enjoyed a somewhat patchy relationship with the concept of aerodynamic theory. During the post-war period only a handful of motor manufacturers paid more than lip service and of those, most had their origins in aircraft manufacture. Bristol and Saab, for example were both forced to diversify during post-war austerity when demand for their mainstay aircraft businesses collapsed in peacetime. Continue reading “Aerodynamics: The Shape We’re In”
What you’re looking at here is the last of the pure streamliners – the 1964 Panhard CD Le Mans. This Index of Efficiency contender for the 1964 Le Mans race boasted a drag co-efficient of a mere 0.12, reputedly the lowest of any racing car to date. This car is significant for two reasons: Continue reading “Theme : Aerodynamics – Index of Efficiency”
Britain’s Aerodynamic Pioneers – Frank Costin and Malcolm Sayer profiled.
During the 1930s, rapid advancements in aviation were in no small way fuelled by a growing understanding of the science of aerodynamics. Following the outbreak of hostilities in 1939, with scientific interest supplanted by urgent necessity, the pioneering research into airflow management would now come with an added dimension. The increased application of wind tunnel testing allowed engineers to properly assess the behaviour of aircraft in simulated flight and more accurately determine the most efficient shapes. Continue reading “Theme : Aerodynamics – The Great Curve – Costin and Sayer Part One”
Driven To Write attempts to decipher an aerodynamic staple but finds the going surprisingly turbulent.
In architectural terms, a buttress is defined as a structural member built against or projecting from a wall serving as a support or reinforcement. They were more prevalent at a period when structural engineering was more of a naive art, employed as a support against sideways forces. As architect’s skills developed, the need for buttressing decreased, latterly viewed as something of an admission of failure, much like an air dam or spoiler in automotive terms. There are several types of architectural buttresses, the most visually spectacular probably being the ‘flying buttress’, a structural device used in the design of many Gothic cathedrals.
Some things, as they say, do just what it says on the tin. To my mind, the rear boot excrescence is generally well named. There are some exceptions but, generally, if a car’s designed right, it shouldn’t need an add-on. And, if it does, what about those poor buggers in lesser variants who can still get within 20 kph of the bespoilered version. Are they safe?
In 1995 Oldsmobile presented their Aurora, a car that was originally intended as a two-door coupe to replace the Toronado.
The origins of the Aurora go back to a 1989 concept car known as the Tube Car, one of Oldsmobile’s numerous designs inspired by aerodynamics. Much of the feeling of the Tube car is retained though the very straight sills are far from an aerodynamic ideal. The role of the Aurora was to help alter customers’ perceptions of the brand as being staid and rather dull and to distinguish it from the upper middle class styling that Buick had made its own. Despite the aerodynamic appearance, the Aurora’s cD was only 0.32, by some margin worse than Audi’s less obviously rounded 100 of 1982 which had a cD of 0.30. Continue reading “Theme : Aerodynamics – 1995 Oldsmobile Aurora”
Not all aerodynamic cars have to draw on the same set of forms. The 2010 Kia Ray (or PHEW Ray) manages to look slippery without resembling a blend of Tatra and Citroen shapes.
The most distinctive element is the Kamm tail, a feature Alfa Romeo and Zagato used in the 60s. The very sharp rim that defines the cut-off tail is there to improve the airflow break-away. A rounded edge would cause more turbulence (that’s why the tail of the first Audi TT has a small lip attached on the bootlid). Continue reading “Theme: Aerodynamics – 2010 Kia Ray”
The first cars were not fast enough for anyone to be particularly concerned about the amount of air that stood in the way of their progress. Therefore, although drivers soon learnt to hunch themselves over the wheel to reduce the passing air’s effect on themselves, it took longer to realise how important it might be to reduce their effect on the passing air.
Before we come to Aerodynamics, we must come to Streamlining. Streamlining is not the father of Aerodynamics, it is the somewhat camp uncle. Streamlining is to Aerodynamics as Gastronomy is to Nutrition. It is more fun. Although based on the concept that air should pass unhindered over the vehicle body, Streamlining was not usually scientific. It was sometimes based on theory and experimentation, Continue reading “Theme : Aerodynamics – Introduction”