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The term drag area derives from aerodynamics, where it is the product of some reference area (such as cross-sectional area, total surface area, or similar) and the drag coefficient. In 2003, Car and Driver magazine adopted this metric as a more intuitive way to compare the aerodynamic efficiency of various automobiles.
Drag coefficients in fluids with Reynolds number approximately 10 4 [1] [2] Shapes are depicted with the same projected frontal area. In fluid dynamics, the drag coefficient (commonly denoted as: , or ) is a dimensionless quantity that is used to quantify the drag or resistance of an object in a fluid environment, such as air or water.
The Kammback, along with other aerodynamic modifications, gave the prototype a drag coefficient of 0.25. [12] The earliest mass-produced cars using Kammback principles were the 1949–1951 Nash Airflyte in the United States and the 1952–1955 Borgward Hansa 2400 in Europe. [7]
While they do not have the biggest impact on the drag coefficient due to their small size, radio antennas commonly found protruding from the front of the vehicle can be relocated and changed in design to rid the car of this added drag. The most common replacement for the standard car antenna is the shark fin antenna found in most high ...
The total aerodynamic drag is minimal because both the drag coefficient and frontal area are small (see drag equation). The drag coefficient (C d) is 0.159, [4] compared to 0.30 - 0.40 for typical cars. The external dimensions of the car are 3.47 m (11.4 ft) long, 1.25 m (4.1 ft) wide and 1.10 m (3.6 ft) tall.
It can accelerate from 0–100 km/h (0–62 mph) in 2.8 seconds and attain a theoretical top speed of 439 km/h (273 mph). The Agera R has a drag coefficient of Cd=0.37, or Cd=0.33 at high speed due to its adaptive rear wing, while producing 300 kg (660 lb) of downforce at 250 km/h (155 mph). This adaptive rear wing system is lighter than ...
Its nose is specifically designed to spoil a wind effect associated with passing through tunnels, and it can deploy 'ears' that slow the train in case of emergency by increasing its drag. Some modern race cars employ a passive situational spoiler called a roof flap. The body of the car is designed to generate downforce while driving forward.
Today's hybrids are just now catching up to the best cars from 70-80 years ago in drag coefficient, and cutting aero drag is reponsibile for about 70% of their fuel economy improvement over typical gas cars. Slightly reduced weight and a hybrid powertrain along with use of CVT and smaller engine is the rest. This is embarassing.