EVs Are Revolutionizing Car Design—Here's What's Changing
Electric vehicles were meant to free automotive design from traditional parameters set by internal combustion engines. Instead, the vast majority of EVs today look just like their gas-powered counterparts. But an exciting and confusing process is taking place behind the veil of familiarity that's changing the way we think about vehicle design.
Aerodynamics Matters
The biggest disruptor to EV design is not something that you can see. Instead, aerodynamics is now absolutely imperative for electric vehicles in a way that would have sounded ridiculous in the world of combustion gasoline cars.
To explain it simply, Moni Islam, head of aerodynamics for Audi, offers some interesting math: 10% of the energy stored in the gas tank is solely used to fight the wind resistance, but the average electric vehicle pushes 90% of its stored energy into forward momentum. Therefore, once you switch the mind to EV thinking—everything maximizes contribution to range or limits total consumption, and those aerodynamic contributions tend to be more pronounced.
For the results of the current EV models, on average we see modern electric SUVs getting drag coefficients below .3—which would have been laughed at even sixty years ago. Audi's new A6 E-Tron hit the staggering number of .21 drag coefficient in just over 3,500 simulations and about 1,000 hours of wind tunnel testing!
This (obviously) new obsession with aero has planted the seeds for its own innovation. You wouldn't believe how many vehicles have active grille shutters that allow cooling needs to open or close. The number of ways adaptive suspension systems are being used to lower a vehicle at highway speeds, reducing frontal area and therefore slicing through the air significantly faster than a car with a lot of front area—pretty incredible if you ask me.
The Size Problem No One Discusses
Here is the problem: Americans want large cars, but physics does not care what the market wants. The beautiful Honda 0 Saloon might appear streamlined, but its length gives it a greater frontal area than a small car and it vents more air out of the way.
"When you look at most EVs, they have pretty low drag coefficients," says Matteo Licata, automotive design lecturer. "The problem is the frontal cross-section gets greater. You won't beat physics with size."
The issue is made worse by EV-specific components. Battery packs designed and arranged along the floor in a skateboard layout are great for low center of gravity and eco handling, but they create more height in the overall vehicle.
Driven larger wheels take advantage of more compact thermal management systems, well, design's got height increased too, and that's bad for efficiency. Other wider wheels, and safety regulation overall also increases frontal area, and that's bad for efficiency.
Designing Without Front-End Limits
Without huge radiators and complicated map layouts impacting proportions, EVs should create a blank canvas for designers. In reality, however, this is not the case.
Eduardo Ramirez from Hyundai Design Europe states that EVs still have a lot of components to package and many safety mandates that govern their basic proportions.
With the freedom to reimagine the front-end layout, designers have had mixed results from the very dramatic, sleek, and elegant Ioniq 6 to what Licata terms "superfluous lighting effects," the last chance to fill or just fill void space to satisfy the design budget to make it.
Even the desirable "frunk" isn't free height and volume. An increase in front volume can also negatively change airflow and drag which tend to favor front box volume less airflow onto the front compartment and drag which designers had to understand deleteriously, front box volume yes' but design must work a good balance between utility, in size, versus efficiency'.
Those Who Win and Lose
Clearly, when design needs to change with restrictions, some designs gallop ahead with negative compromises and others tread. Mercedes Benz's first global EV decisions could be recognized as functional.
The EQE and EQS were good examples, but they were perceived to be so aerodynamic, they lost the premium identity, especially at the upper premium dollar customer's circle—not the satisfying visual appearance for even a six-figure and growing prices upside-down luxury.
We heard the underdog discussions regarding Hyundai and Kia "compelling, new designs," punching above their point-of-price problems are well hard-won opinions. We turned between the poorer choices to rival the esteemed excellence of Lucid Air's front-end resolution and capturing personal desires for what is also perceived luxury.
Today's Next Stop?
The market and all car designers stand at an important crossroads. The exciting news is that designers are now in the position to develop cars that could genuinely be (life)-changing; the great backdrop is the car buyer's business conservatism-speed-bump seems for now to be unchallenged.
"The car sector should be braver," Licata contemplates. "They're intentionally playing to their lane giving products the exact same appearance for whatever reasons."
Honda seems to feel real courage is available, judging from its accepted stance with 0 series conceptual models. Designing productions must evolve or the results dictate more revolution design attention should have made in the design model.
The future or evolution of vehicle design is happening, but not always made with confidence. Travelling opening up space is what will be sold to chances customers who will try the balance of aerodynamic efficiencies for customers with new hopeful intelligence—not everything is, but more are similarly created, desired, and exceptional in technology.
