“With regard to the exterior design, the aerodynamic resistance makes our largest contribution,” Galante told me. “He comes up via the hood, via the A-style, and runs tapered to the back, and ends in a square, yet tapered style that is reminiscent of the original wagooning. But through the center of the car, he is actually ideal for what the wind wants to do. “
From the front or from the side, this wagone looks almost as square as a jeep from the 80s. But a viewing angle at the back reveals the huge rear wing that creates that illusion, which far outside the sloping line of the back roof and the glass sit.
Credit: Michael Teo van Runkle
“Every time we make a floating element, we think:” Yes, the technology can never let us get away with this, “laughed Galante. “We work very closely with the engineers and they said,” Let's test it. Let's see what it does. ” And they came back and said, “You know, yes, this has potential, but you have to let it come more dramatically from the surface three times.”
Galante estimates that the original wing design was five centimeters higher, while the final production version is more than nine centimeters from the rear window. He also pointed to a whole series of other, less obvious details, from body panels that only inside fractions of millimeters to the different completed radius radiuses, and especially the confluence where the A-style connects to the bodywork.
“The windshield, the A-style, the side glass, the mirror, the pole that holds the mirror, the fender, everything comes together,” he said. “I think every vehicle I have ever worked on was the last thing we had to complete in the wind tunnel … I mean, we are talking about tenths of millimeters for some of the iterations we do in those areas. Especially the front of the A-style, I can remember that I have tried twenty, thirty or forty different rays to get that right.
