Aptera anticipates lowest drag coefficient of any car ever in wind tunnel testing
Aptera’s “Gamma” prototype of its solar-powered, three-wheeled electric car is overseas right now, doing aerodynamic testing at Pininfarina’s wind tunnel near Turin, Italy, in the shadow of the Italian Alps.
The company is confident that when results come in, the Aptera will have the lowest aerodynamic drag coefficient of any production passenger car.
Pininfarina’s wind tunnel was opened in 1972, one of the first full-size wind tunnels in the world to be completed and the first in Italy.
Much of car design has moved to “computational fluid dynamics,” or CFD, where computers simulate wind tunnel results. But wind tunnels are still useful for validation testing, to ensure that an automaker’s models coincide with real-world results. That validation testing phase is what Aptera is currently doing in Italy.
There has been a lot of focus on automobile drag coefficients in recent years, as automakers try to make cars more efficient. Efficiency is needed not only in electric cars, where more drag means larger batteries, more cost and more weight for the same range, but also in gas cars, where efficiency-conscious consumers and government regulators demand higher mileage.
And so, we’ve been seeing cars become more egg-shaped in recent years, as smooth shapes cut through the air with less disturbance and, thus, less drag.
However, the ideal shape is not an egg; rather, a teardrop shape is. A long pointed tail is crucial to reducing drag because it reduces turbulent eddies at the rear of the vehicle.
This is why the original EV1 had its pod-like shape with a long and partially tapered rear end, which helped it to achieve a Cd of 0.19, the lowest drag coefficient of any vehicle at the time (since exceeded only by the short-lived Lightyear 0).
But the Aptera takes that to a whole different level. While the EV1 still had a stubby back-end, the Aptera is completely pointed at the rear. This means fewer eddies, less disturbance, and more efficiency.
Another important area of focus for efficiency is the wheels. The Aptera prototype has three almost entirely enclosed wheels, which again reduces the amount of air that gets pushed around by the vehicle. Think of spoked wheels as miniature propellers pointed sideways, and you’ll understand why they can produce so much aerodynamic disturbance (this is also why aerodynamic wheel covers can increase range).
On the EV1, and other aerodynamic vehicles like the original Honda Insight, the vehicle’s rear fenders extended down over the wheels, improving efficiency. But the Aptera, again, takes this to another level by enclosing all three wheels in aerodynamic pods, allowing them to slip through the air more effectively.
All of this comes together to produce an exceptionally efficient vehicle, which Aptera thinks will have the lowest Cd of any production car ever, beating the EV1’s 0.19 and Lightyear 0’s 0.175 marks.
And finally, the Aptera is small. Aerodynamic drag is the product of a vehicle’s drag coefficient (Cd) and its frontal cross-sectional area. A larger car pushes more air than a smaller car, so the Aptera’s small profile means less air is being pushed around.
Aptera claims that the combination of these factors will make it the “most efficient vehicle on the planet” (well, maybe not more efficient than this one, but we’ll say they meant “car”). Plus, with the large solar panels on its roof, this means that its vehicle will need “no charging for most daily use.”
Electrek’s Take
While startup automakers like to make big claims that sometimes don’t turn out in reality, Aptera’s claim here seems completely achievable, and in fact, we’d be very surprised if it didn’t break records. I mean, just look at the thing.
In Aptera’s previous incarnation, its vehicle supposedly had a Cd of 0.15, but that didn’t make it to production. And early on, Aptera claimed that this new iteration would beat even that mark with a Cd of 0.13. So 0.175 seems like a cake walk, particularly given the shape of the Aptera’s radical design.
So the more difficult part about their claim isn’t the “most aerodynamic” part, but the “production car” part. There’s still a long way to go before getting this car to market, and the road for solar EV startups is fraught with peril.
But Aptera, both in its previous and current incarnation, has captured somewhat of a spark in the public consciousness that other solar EV startups or funky three-wheeled EVs have had a hard time capturing. It even ran a surprisingly successful crowdfunding program (before pausing at the request of the SEC), showing that people really do want this car to come out.
And why not? It has a cool look, it’s making a lot of big promises (including a potential future of a 1,000-mile battery, which this author thinks is patently ridiculous), and its design looks like it could actually deliver on some of those promises.
If it truly is as incredibly efficient as it looks, maybe it could actually be the first solar EV to actually work, to take the idea of solar EVs (like those we saw at the Electrek Formula Sun Grand Prix last week) and put them on the road, for real, and not just in the hands of college students or research projects.
If you’re interested in the Aptera EV, Aptera is taking $100 reservations. If you’d like to sign up, you can use our Aptera referral code afor $30 off that reservation fee.
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Last week, we reported that the e-bike world had a new motor claiming to be the lightest and most efficient. Now, we’re already seeing TQ’s new TQHPR40 motor proliferate on more road and gravel e-bikes, including the recently announced E-ASTR from Ridely.
Ridley’s new E‑ASTR brings lightweight electric assistance to its already impressive ASTR gravel platform, powered by the cutting-edge TQ HPR40 mid-drive system. Unlike bulkier e‑bike setups, this system adds just 1.17 kg (2.6 lb) at the crank and a discreet 1.46 kg (3.2 lb) and 290 Wh battery hidden within the downtube, keeping the frame’s silhouette nearly identical to the non-electric version of the same bike. According to BikeRumor, riders looking closely might spot only a slightly fatter downtube, internal cable routing, and a handlebar-end LED indicator, giving visual clues without shouting “electric bike.”
What the E‑ASTR gives up in sheer power from the petite motor, it gains in ride feel. The HPR40 is said to deliver a modest 40 Nm of torque and up to 200W of assist, or enough to smooth out climbs or offer a tailwind on gravel without overpowering the rider. With support cut off at 25 km/h (15.5 mph), pedal responsiveness remains natural and fluid. Combined with the ASTR’s race-inspired geometry, the bike looks to offer sharp handling and comfort suited to the rigors of modern gravel routes.
Ridley is currently offering the E‑ASTR in three spec levels: a value SRAM Apex XPLR AXS build €7,199 (or approximately US $8,500), a mid-range SRAM Rival XPLR AXS 1×13 version for €8,199 (or approximately US $9,700), and a top-tier Shimano GRX 2×12 Di2 model for €8,899 (or approximately US $10,500). Each features high-end drivetrains, integrated cockpit options, carbon wheels, and industry-standard gravel brakes and tires. With its race-ready frame and stealthy, lightweight e‑assistance, the E‑ASTR is positioning itself as a high-performance gravel machine that stays true to its roots, delivering help when needed, without overshadowing the rider.
Ultra-lightweight motors like the TQHPR40 are quietly reshaping the e-bike industry by making electric assistance almost invisible, both in looks and in feel. As systems shrink and integrate more seamlessly into traditional bike frames, they’re opening the door to new categories of performance-oriented e-bikes that preserve the ride dynamics of analog bikes while offering just enough support when it counts.
For riders who value a natural pedaling experience but still want a little help on climbs or longer days, and especially for aging riders who want to maintain their riding habits despite father time taking an impact on joints and muscles, these minimalist systems are proving that you don’t need a bulky battery or a massive motor to get the benefits of going electric. The result is a wave of stealthy, high-performance e-bikes that are less about replacing effort and more about enhancing the ride.
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After a month off trying to wrap our heads around all the chaos surrounding EVs, solar, and everything else in Washington, we’re back with the biggest EV news stories of the day from Tesla, Ford, Volvo, and everyone else on today’s hiatus-busting episode of Quick Charge!
It just gets worse and worse for the Tesla true believers – especially those willing to put their money where Elon’s mouth is! One believer is set to lose nearly $50,000 betting on Tesla’s ability to deliver a Robotaxi service by the end of June (didn’t happen), and the controversial CEO’s most recent spat with President Trump had TSLA down nearly 5% in pre-morning trading.
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Hyundai is getting ready to shake things up. A new electric crossover SUV, likely the Hyundai IONIQ 2, is set to debut in the coming months. It will sit below the Kona Electric as Hyundai expands its entry-level EV lineup.
Is Hyundai launching the IONIQ 2 in 2026?
After launching the Inster late last year, Hyundai is already preparing to introduce a new entry-level EV in Europe.
Xavier Martinet, President and CEO of Hyundai Europe, confirmed that the new EV will be revealed “in the next few months.” It will be built in Europe and scheduled to go on sale in mid-2026.
Hyundai’s new electric crossover is expected to be a twin to the Kia EV2, which will likely arrive just ahead of it next year.
It will be underpinned by the same E-GMP platform, which powers all IONIQ and Kia EV models (EV3, EV4, EV5, EV6, and EV9).
Like the Kia EV3, it will likely be available with either a 58.3 kWh or 81.4 kWh battery pack option. The former provides a WLTP range of 267 miles while the latter is rated with up to 372 miles. All trims are powered by a single electric motor at the front, producing 201 hp and 209 lb-ft of torque.
Although it may share the same underpinnings as the EV2, Hyundai’s new entry-level EV will feature an advanced new software and infotainment system.
According to Autocar, the interior will represent a “step change” in terms of usability and features. The new system enables new functions, such as ambient lighting and sounds that adjust depending on the drive mode.
It’s expected to showcase Hyundai’s powerful new Pleos software and infotainment system. As an end-to-end software platform, Pleos connects everything from the infotainment system (Pleos Connect) to the Vehicle Operating System (OS) and the cloud.
Pleos is set to power Hyundai’s upcoming software-defined vehicles (SDVs) with new features like autonomous driving and real-time data analysis.
As an Android-based system, Pleos Connect features a “smartphone-like UI” with new functions including multi-window viewing and an AI voice assistant.
The new electric crossover is expected to start at around €30,000 ($35,400), or slightly less than the Kia EV3, priced from €35,990 ($42,500). It will sit between the Inster and Kona Electric in Hyundai’s lineup.
Hyundai said that it would launch the first EV with its next-gen infotainment system in Q2 2026. Will it be the IONIQ 2? Hyundai is expected to unveil the new entry-level EV at IAA Mobility in September. Stay tuned for more info. We’ll keep you updated with the latest.
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