How Mercedes-Benz Uses Aerodynamics to Boost Electric Vehicle Range

German manufacturer Mercedes‑Benz keeps aerodynamics at the core of its engineering, and the newest electric CLA with EQ Technology showcases that focus – by smoothing airflow, the company extends driving range and cuts cabin noise, which are important benefits for EV customers seeking efficiency and comfort.

Mercedes states a 0.01 reduction in drag coefficient (Cd) can raise long-distance range by about 2.5 percent, adding roughly 230 miles a year for someone driving 9,300 miles. The marque’s quest for low drag stretches back decades, from the 1984 W124 (Cd 0.29) to the 2014 CLA Coupe (0.22) and the EQS (0.20).

The latest CLA hits 0.21 with recontoured wheels, enhanced underbody panels, and tighter seals, while the VISION EQXX concept achieves an impressive 0.17.

Chasing lower drag from the 1930s to the electric era

Mercedes‑Benz has been honing aerodynamics for nearly a century, beginning with Wunibald Kamm’s streamlined “Kammback” concepts in the 1930s. Its first full-size wind tunnel opened in 1943 and remains in use for airflow and wiper evaluations. After the 1979 oil crisis, efficiency became a major focus, producing models like the S‑Class W126 (Cd 0.36) and the E‑Class W124, the first production car under 0.30.

Record-setters followed – the 1938 W125 “Streamliner” reached Cd 0.16 and 268 mph, while the 1978 C111‑III diesel set nine world records with Cd 0.18. More recent concepts continue to push boundaries, from the 2015 IAA’s shape‑shifting 0.19 to the VISION EQXX’s 0.17 and the AMG GT XX’s “aerodynamics by wire” plasma system.

For the all‑new electric CLA, engineers concentrated on airflow across every variant, employing aerodynamic wheels with two‑tone full covers that shave drag slightly more than standard wheels. In addition, the underbody builds on solutions from the EQS and EQE, with nearly complete coverage and protected suspension arms.

Aeroacoustics and airflow improvements enhance comfort

The German automaker is also devoting as much effort to cabin quietness and comfort as to cutting drag. Engineers use CFD simulations and full‑scale models in the Sindelfingen aeroacoustic tunnel, where 350 microphones pinpoint wind noise around A‑pillars and mirrors. Human perception is evaluated with psychoacoustic measures like loudness and sharpness, recorded using binaural artificial heads that mimic ear placement.

Aerodynamics also aids safety and visibility. In Untertürkheim’s wind tunnel, fluorescent liquids trace how rain or road spray travels across the vehicle, guiding tweaks to pillars, mirrors, and seals to keep critical sightlines unobstructed.

Furthermore, Mercedes‑Benz’s Sindelfingen aeroacoustic wind tunnel, operational since 2013, examines airflow and high-speed behavior. It can replicate speeds up to 165 mph and employs a treadmill‑balance to measure forces precisely, while probes cover a wide testing area and a powerful blower circulates air effectively.

Two climate‑controlled tunnels reproduce temperatures from -40°F to 140°F for prototype evaluation. Untertürkheim’s “Large Wind Tunnel” also tackles other projects, from bobsleds to stadium roofs. Alongside tools like the “Tanja” dummy and 64‑microphone arrays, these facilities help Mercedes‑Benz enhance both efficiency and cabin comfort, continuing the brand’s long emphasis on aerodynamics.

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