Core Viewpoint - The recent controversy surrounding the aerodynamic performance of the Avita 12 highlights the tension between marketing claims and actual wind tunnel test results, raising questions about the integrity of wind resistance measurements in the automotive industry [3][10][12] Group 1: Wind Tunnel Testing Costs and Practices - Wind tunnel testing is an expensive process, with costs averaging around 30,000 yuan per hour, leading to daily expenses exceeding 120,000 yuan for companies [1][2] - The automotive industry typically requires multiple wind tunnel tests during the design phase, with a minimum of three tests, each lasting between 8 to 16 hours [1][2] - The lack of standardized testing methods in the industry results in variations in wind resistance measurements across different manufacturers and testing facilities [7][11] Group 2: Marketing and Consumer Perception - The competition for lower wind resistance coefficients has become a marketing strategy, with companies like Tesla, Mercedes, and Xiaomi promoting their vehicles' aerodynamic efficiency as a key selling point [2][10] - The difference of 0.01Cd in wind resistance coefficients among vehicles has been criticized as a "digital game," often failing to reflect real-world consumer experiences [2][10] - Companies are urged to provide clearer information regarding the conditions under which wind resistance coefficients are measured to avoid misleading consumers [2][10] Group 3: Discrepancies in Wind Resistance Measurements - The Avita 12 faced scrutiny when a blogger reported a wind resistance coefficient of 0.28Cd, significantly higher than the company's claimed 0.21Cd, leading to widespread debate [3][4] - Factors affecting wind resistance measurements include vehicle configuration, testing methods, and the completeness of certain components, with vehicle design accounting for nearly 60% of the wind resistance coefficient [4][5] - Different wind tunnel facilities yield varying results, and the absence of a unified testing standard complicates the comparison of wind resistance data across manufacturers [7][8] Group 4: Industry Standards and Future Implications - The automotive industry lacks a national standard for wind tunnel testing, relying instead on group standards and international references, which can lead to inconsistencies [7][11] - The pursuit of lower wind resistance is critical for improving fuel efficiency and electric vehicle range, with a 10% reduction in wind resistance potentially lowering fuel consumption by 0.12L/100km and increasing electric vehicle range by approximately 15km [7][8] - The recent controversies have prompted companies to reconsider their marketing strategies, with many adjusting their promotional language regarding wind resistance to avoid misleading claims [12]

风阻系数测试暂无统一标准 阿维塔12"风阻系数造假"风波的起因是这样的：5月2日，某汽车博主发布了一段视频，称其在2024年年初，在天津中汽研风洞实验室对某款量产车的风阻数 据进行实测，结果显示风阻系数为0.28Cd，与官方宣传的风阻系数0.21Cd相差明显。该博主在视频中表示，这一测试结果甚至与20年前的燃油车水平相当。 视频发出后迅速引起热议。 每经记者｜段思瑶 每经实习编辑｜余婷婷 在多次回应"风阻系数造假"后，阿维塔公开"自证"。5月9日晚，阿维塔在中国汽研的风洞实验室对旗下车型阿维塔12进行了风洞测试。 图片来源：阿维塔直播截图 此次测试车型为阿维塔12量产车型，共模拟了六种工况。最终结果显示，在低风阻状态下（风速160KPH），车辆风阻系数为0.217Cd；当风速降至120KPH 时，车辆风阻系数为0.2175Cd。这两组数据与官方宣传中的阿维塔12风阻系数0.21Cd相差无几。另外，在更换运动轮毂、将电子后视镜替换普通后视镜、提 升空气悬架，以及主动进气格栅开启等工况下时，测试车辆的风阻系数在0.2327Cd至0.2973Cd之间。 随着此次阿维塔的公开测试，这场争议也许会暂时告一段落。不过，风 ...

Core Viewpoint - The article discusses the controversy surrounding the drag coefficient of the Avita 12 electric vehicle, highlighting the differences in test results and the implications for energy consumption and marketing practices in the automotive industry [1][2][3]. Group 1: Testing and Results - Avita conducted a live wind tunnel test to validate its claimed drag coefficient of 0.21Cd, which was questioned after a blogger reported a measurement of 0.28Cd from a different facility [1][2]. - The testing involved multiple configurations affecting the drag coefficient, with the highest recorded being approximately 0.2973Cd under specific conditions [2]. - Key factors influencing the drag coefficient include external shape resistance (nearly 60%), airflow under the vehicle (10-15%), wheel design (25%), and other components like mirrors and grille design [2]. Group 2: Impact on Performance - The drag coefficient directly affects the energy consumption, range, noise, and stability of electric vehicles, with a reduction of 0.01Cd potentially increasing the range by 5-10 kilometers [3]. - The difference of 0.07Cd in reported values could lead to a minimum range impact of 35 kilometers [3]. Group 3: Industry Practices and Standards - There is currently no unified standard for wind tunnel testing in the industry, leading to discrepancies in reported drag coefficients [4]. - Companies are encouraged to provide clear information on the conditions under which performance metrics are obtained to avoid consumer misunderstandings [4]. - Some manufacturers may optimize test conditions to achieve better drag coefficients for marketing purposes, which may not reflect real-world usage [4]. Group 4: Future Directions - The optimization of drag coefficients should be a focus for automotive companies to advance the development of the Chinese automotive industry [5].

阿维塔科技一名内部人士透露，该品牌研发团队在产品的外观造型及一些细节上，均采取了降低风阻的特殊设计。例如在外观上，采取碟翼的前脸设 计，优化了车头形状，两侧拐角型面、前保险杠下表面优化，电子后视镜、隐藏式雷达、低风阻轮辐，斜坡式前轮阻风板、外置式主动进气格栅等多项 技术创新使用及优化方案，都在整体上对降低风阻起到明显效果。 业内：测试标准不同，结果会有明显差异 在阿维塔公开测试前，对于风阻系数的测试，华南地区某车企内部人士介绍，一般需要在风洞实验室里开展，在保证车辆状态正常的情况下，调整好车 辆的负载状态，参考国标的120km/h速度，测量迎风阻力。 阿维塔涉嫌风阻系数造假？近日，某汽车博主发布的一段实测视频，将阿维塔科技推向风口浪尖。随后，阿维塔通过公开风洞测试的形式以正视听。由 于事件令特斯拉CEO马斯克也转发"拱火"，引起广泛关注。 被指风阻系数虚报，阿维塔公开测试自证 最近，某汽车博主爆出阿维塔12三激光后驱奢享版实测风阻系数为0.28Cd，与官方宣传中的风阻系数0.21Cd相差30%。该视频发出后，迅速成为业界焦 点。其后，连特斯拉创始人兼CEO马斯克都转发相关帖子。一时间，阿维塔陷入"风阻系数造假 ...

不同工况下，同一辆车风阻系数也不同。 在风阻系数遭到特斯拉创始人马斯克质疑后，5月9日晚间，阿维塔选择开启阿维塔12风洞测试直播，以 求"自证清白"。在重庆的中国汽车工程研究院股份有限公司-风洞实验室，一辆阿维塔12静止停放在测 试位，分别在6个不同的工况或配置下进行风洞测试，测试风速定在160km/h或120km/h。 在这场直播中，不同配置直接影响着同一辆汽车的风阻系数。测试现场，阿维塔12对配置进行了频繁更 换。第一个工况下，阿维塔12配置了主动进气格栅、空气悬挂、电子外后视镜、20寸低风阻轮毂等等一 系列配置，测试风速选择为160km/h，所有指标拉满格后，最终测得约0.21Cd（Coefficient of Drag，简 称Cd）的风阻系数。 接下来的工况场景中，阿维塔12对影响风阻系数的多个指标进行了调整，包括降低过测试风速、或将低 风阻轮毂更换成运动轮毂、或将电子外后视镜更换成物理后视镜、调节空气悬架高度或主动进气格栅状 态等，测试结果也各有不同。其中风阻系数最高的一次是第6个工况场景，即在物理后视镜、提升空气 悬挂、开启进气格栅、车辆偏置5度、风速120km/h等条件下，阿维塔12测得风阻系数 ...

新浪科技讯 5月9日晚间消息，风阻系数争议后，阿维塔今日进行阿维塔12的风洞测试直播。 据悉，此次测试地点在中国汽车工程研究院股份有限公司风洞实验室。现场嘉宾为阿维塔科技副总裁雍 军、重庆理工大学车辆工程学院院长赖晨光、长安汽车汽车工程研究总院流体分析所经理严旭，并邀请 了公证人员现场公证。 此次测试一共进行了六大工况，并公布了不同工况下的风阻系数。 工况一：低风阻状态，测试风速160KPH，风阻系数为0.2172左右； 工况二：低风阻状态，测试风速120KPH，风阻系数为0.2175左右； 工况三：低风阻轮毂更换为运动轮毂，测试风速120KPH，风阻系数为0.2327左右。 工况四：电子后视镜更换为普通后视镜、空气悬架提升，测试风速120KPH，风阻系数为0.2509左右； 工况五：主动进气格栅开启，测试风速120KPH，风阻系数为0.2741左右； 工况六：车辆偏置5°，测试风速120KPH，风阻系数为0.2973左右。 阿维塔现场工作人员表示，此次测试使用的是真实的量产车，模拟各种现实场景。整体来看，工况一和 工况二低风阻状态下与官方宣传的0.21相差不大。现场专家表示，车辆状态一些很小的改变，包括测试 ...

在新能源车的宣传海洋里，风阻系数正逐渐从一个技术指标，变成一种"信仰"。 发布会上动辄0.22Cd、0.21Cd甚至0.19Cd的数字不断刷新，而这些数字背后，真的是决定胜负的关键因素吗？ 今天我们试图通过还原风阻系数的发展脉络、使用意义及其引发的问题，来回答一个简单却现实的问题：风阻系数值，真的有这么大价值吗？ 从"没人管"到"卷破天"，风阻系数是怎么火起来的？ 早期汽车工业几乎不谈风阻。对彼时的车企来说，结构强度、发动机动力才是主角，空气动力学不过是飞机工程师的事。 现在大名鼎鼎的风洞实验室最早是为航空服务的，例如1897年英国的弗朗西斯·赫伯特·温厄姆设计的风洞就承接了大量飞机研究。但将风洞专用于汽车测 试，则要等到20世纪30年代的奔驰开启先河，而且直到70年代石油危机逼迫行业提升能效，空气阻力才算上正式进入汽车工程的主舞台。 其标志性事件是美国汽车工程学会与1980年发布了SAE J1263标准，这是第一个广泛应用于轻型汽车道路行驶阻力测试的标准，定义了通过滑行法在公路 或测试场地上测量汽车滚动阻力和空气阻力的标准程序。 对电动车来说，它和续航直接挂钩。前面提到的高速巡航场景就不再赘述了，简单理解就 ...

文|新浪科技 罗宁 马斯克的一条转发，让中国新能源汽车行业的"风阻系数争议"受到全球关注。 起因是他在社交平台X上转发了中国汽车博主"苏黎世贝勒爷"关于阿维塔12风阻系数测试的争议视频。 视频中，阿维塔12量产车的实测风阻系数被曝出0.28Cd，与其官方宣传的0.21Cd相差33%。 面对突如其来的国际关注，阿维塔官方回应，称该博主视频内容"完全失实"，并宣布将邀请第三方机构 公开测试风阻系数，甚至向马斯克本人发出邀请："现场共同见证"。 第二，车企风阻系数与用户实测存在较大差异情况下，存在误导消费者嫌疑； 第三，不只是风阻实验，问题更大的其实在续航测试，如今电动车标称续航和实际续航的差距依然存 在，这才是对消费者最大的误导。 "风洞测试有可操作空间" 在这场隔空喊话的背后，全民目光都聚焦于"风阻系数"这一关键词。新浪科技对话了中汽研学等多位大 学教授和专家，他们解答了这场"参数争议"背后的乱象： 第一，汽车风阻测试没有统一标准，车企可以不用量产车测试，甚至直接用数据模拟都可以得到结果， 也因此风阻系数成了车企可"灵活"调整的一部分； 首先应该明确一点，尽管"风阻系数"这一概念经常出现在公众视野，但大部分人或 ...

Core Viewpoint - The controversy surrounding the drag coefficient of the Avita 12 has gained attention, with claims that the actual measurement is 0.28Cd compared to the advertised 0.21Cd, prompting responses from both Avita and industry figures like Elon Musk [1]. Group 1: Drag Coefficient Controversy - A video by a blogger claims the Avita 12's drag coefficient is 0.28Cd, raising doubts about the official figure of 0.21Cd [1]. - Avita has responded on social media, labeling the information as false and inviting Musk to witness upcoming wind tunnel tests [1]. - The drag coefficient is critical in the electric vehicle sector as it directly impacts energy consumption, range, noise, and stability [1]. Group 2: Importance of Drag Coefficient in EV Performance - Reducing the drag coefficient is essential for enhancing the performance and range of electric vehicles [2]. - Vehicle design, particularly the shape of the body, significantly influences the drag coefficient, accounting for nearly 60% of its variation [2]. - Streamlined designs and coupe-like appearances are increasingly favored in the design of new energy vehicles to lower drag [2]. Group 3: Industry Standards and Testing Methods - There is a lack of standardized methods for measuring drag coefficients, which has been a topic of discussion in the industry [2]. - Different wind tunnels can yield varying results for the same vehicle, necessitating corrections based on standard wind tunnel tests [2]. - The automotive industry is working towards establishing unified testing methods and comfort evaluation systems to meet the growing demands for passenger comfort [2].

该事件中遭到质疑的风阻系数引起业内关注。在新能源汽车时代的汽车研发设计、使用的过程中，风阻 系数被视为影响新能源汽车能耗、续航里程、噪音和操控稳定性等直接影响因素。有研究表明，当车速 达到80公里/小时，空气阻力所消耗的能量占比可达到60%以上，而风阻系数每降低0.01Cd，新能源汽 车的续航里程提升5~10公里。 敢吹，也要敢测。 阿维塔12风阻系数遭质疑一事正在持续发酵。日前，有博主发布视频称，他测试的一辆阿维塔12风阻系 数实测为0.28Cd（Coefficient of Drag，简称Cd），而阿维塔12官方宣传的整车风阻为0.21Cd。基于此， 该博主对阿维塔12风阻系数存在质疑。随着事件进一步发展，特斯拉创始人马斯克也转发了上述视频信 息。 针对此事，阿维塔在社交平台连发多条动态回应，其中一条称："马斯克转发了关于'阿维塔12风阻系 数'的不实信息。阿维塔12将于近期进行风洞测试，邀请马斯克现场共同见证。"据最新的消息，阿维塔 官方称，近期将根据专业机构的实验室排期，公开测试。 因此，降低风阻系数已经成为提升新能源汽车性能、续航等能力的关键方式。有车企研发总监告诉第一 财经，风阻系数受到车辆设计、 ...