Vehicle design is a process in which the appearance is somewhat ergonomic. In modern cars, the design process is very complex, and a large team of different specialists and even engineers work together. Of course, the designer will be responsible for shaping the look of a car, but from the first roles on paper to the conceptual, pre-production and final model, all team members must be in perfect harmony.

As the car manufacturing process gets more complex, the design of the vehicle includes various parts of the body, cabin and interior, coloring, interior and exterior decorations, badges and logos and computer systems. It can be said that the earliest car designs, which had the general meaning of today’s vehicle, have been around since at least the decade.

We’ve been years ahead since television broadcasting and the idea of ​​splitting the globe into different geographic regions was a dream.

The design of the car has changed a lot over the past century. Due to these changes and the evolution of the industry, today’s cars are quite different from the original models. This article examines the past five years of the automotive industry and the design of this important vehicle. How did nineteenth-century design reach today’s cars? By examining the biggest changes in car design, the answer will become clear.

First cars; chassis on wheels

By modern standards, the first cars of the 5th century were nothing more than an assemblage of different parts, and the design of this era made no sense. Consider, for example, the first Fiat car of the Year 5 product; this model is the most deserving representative of the 1980s.

The Fiat 4 HP is basically a simple four-wheel-drive chassis equipped with a 5cc linear-cylinder 2-cylinder engine. The four occupants of the car, which had the least equipment needed to keep them out of the rain, were sitting in front of two people in front and two in front.

When the first cars were manufactured, the concept of tuning and customization did not come into existence. The best way to increase the power of the car at that time was to use a larger propeller. When we talk about big propulsion, we do not mean 1 or 2 liters. For example, Renault took part in the French Grand Prix in Year 2 with a 4-liter motor.

More power with larger propulsion;

The first thing that made it possible to change the design of simple and basic cars is the big propellers. Increasing engine volume allowed the chassis and body to be slightly modified to accommodate large propellers in front of the car.

The engine design came about because the only way to increase power was to increase the propulsion volume; the bulky engines had no place in the back of the car, so they were mounted between the driver and the front wheel. In the first motor cars, the powertrain design was used in the rear or front axle.

The spontaneous engine design caused another major change in the design of the car: the use of a hood (Russian and French) or a longer engine hood. Increasing the number of cylinders to 7 and higher engine volumes increased the hood length. In those years, the size and number of propellant cylinders had no bearing on its location, and it was believed that the front of the car was the best position for any engine.

World War I; the first aerodynamic design

Aerodynamics and the science of studying airflow and its effect on moving objects in World War I were highly regarded. Aerial warfare and aircraft supremacy were the starting point for aerodynamics.

Aircraft designers introduced a variety of aerodynamic test car models in the 1980s. One of the most prominent of these was Jerry Paul, an aircraft designer and airman.

This prominent Hungarian-Austrian designer introduced several automotive aerodynamics designs in the late 1980s in collaboration with the companies of Tatra, Chrysler , Mercedes-Benz , Maybach , Apollo, Dixie, Audi and Ford .

One of the most popular designs was the Audi concept car , which, like all the aerodynamic cars of the time, was overlooked because of the new design and the difference with popular market models.

But after a few years of understanding the aerodynamic magic, things changed and the design of the cars changed. By the early 1990s, more and more companies were interested in automotive aerodynamics.

The Chrysler Airflow was one of the first aerodynamically designed cars in the world to be released this year.

Of course, this model did not sell well and led Chrysler to abandon aerodynamic design until the 1980s, but Airflow had a major impact on changing the design of cars in other companies.

Chrysler Airflo, in addition to displaying a different body design, introduced one of the biggest changes in car design.

For the first time in the production car, the headlights were plunged into the body and there was no big bowl in front of the car.

The design of the lights was seamlessly integrated into the body of the new idea that other companies were gradually adopting. Peugeot, for example, was one of those companies that went beyond the original idea and put the headlights on the 402 and 202 models.

The French plan did not adversely affect the car sales, as expected, and more than 6,000 Peugeot 202s were manufactured year-to-year.

Beauty versus Performance; Independent and integrated chassis

Until the 1980s, the car manufacturing process was clear to everyone. The chassis needs to be manufactured first and then a beautiful body is put on it.

But this tradition was challenged for the first time in year 2 and made automakers think. Citroen was the first automaker to break up the chassis and body with the help of American company Budd.

Citroen sought to produce a car with a body that was part of the chassis, but went bankrupt to develop this revolutionary model.

The Traction Avant model was manufactured from 3 to 5 years, and in addition to the integrated chassis, played an important role in the mass production of the powertrain and independent four-wheel suspension in the automotive industry.

Just as Citroen was in the wake of the revolution in automotive revolution, the custom-made bodywork industry, or the so-called Coachbuilding, prospered.

Custom bodybuilding companies adopted different types of cars from different brands, and because of the separation of the car’s chassis, any body design was possible.

At the time, it was quite common for automakers to sell only the chassis to the customer, and the body design was tailored to the individual choice of corporate art and coaching workshop.

Coachbuilding kept the cars beautiful but with the advent of integrated chassis, the era of the industry came to an end.

Of course, in recent years some companies have revived this art, but it’s not as popular as before. Carrozzeria Touring Superleggera is one of the active coaching brands;

cars such as the Alfaro Disco Volante, Ferrari Berletta Luso and Maserati Sciàdipersia are the latest products from the Italian company.

Historical decision of the Germans;

As mentioned earlier, in the early years of the automotive industry, mounting propulsion in front of the body had become a cornerstone, but that changed just before World War II began.

The idea of ​​installing the propulsion backed up by the Germans’ efforts, and the first Volkswagen product called Type 1 or Beetle, gained worldwide recognition.

Installation of the propeller (and of course the gearbox) behind the rear axle made the Volkswagen Beatle a spacious cab despite being small in size and becoming the world’s first popular rear-drive car.

Volkswagen introduced the Beatle Beetle to the production line with the slogan “People’s Car” of the year, and reached the customer without the biggest change of millions.

After winning the title of best-selling car in the world, Beatle finally got out of production in year 6.

Volkswagen with Beatle also paved the way for other companies.

Renault modeled the 4CV or 750 model year by modeling the German car and installing the rear axle propulsion.

The rear engine fever was high between the ages of 1 and 2; the Renault with the Duffin 2 and 3, Fiat 2, Simka 2 and Hillman Imp were among the most prominent cars of those years after the Volkswagen Beatle.

Even the Americans tried to install a rear-wheel drive engine with the Corvair, which failed due to major suspension problems.

Today, we are on the eve of the year, and the rear-engine design is almost abandoned; the only Porsche and the Germans still with the 911 have not forgotten the rear-wheel drive, and even its development (especially in sports cars). ) They also insist.

Low cost mass production; front-wheel drive vehicles

In the history of American automobiles, the presence of FWD has rarely been prominent. Prior to the outbreak of World War I, a number of American drivers were racing in front-wheel drive vehicles.

The Model 1 of the Cord L-29 was one of the coolest American front-wheel drive cars. Oldsmobile Tornado Year 3 was another interesting American car that used the V8 4-liter engine.

Europe’s first front-wheel drive cars included most of the DKW products and Citroen’s Turkmen Avant. But with the Mini, the British changed the look of these cars every year.

The mini had a small body, but to enhance the interior, in addition to the front differential mounted, the propeller was mounted transversely at the top of the box.

In modern front differential cars, the engine is mounted next to the gearbox, but the foundation of all models is the classic Mini.

Changes in the body of cars; the station and the hatchback

Station cars, also known as the Station Wagon and the Shooting Brake, are usually sedan or hatchback models that have been modified to increase loading space.

Many experts believe that the first station of the history station car is a customized version of the Ford Model T that was produced in the 9th.

Station cars have gained a lot of popularity after arriving in Europe, but these days, with the production of crossover and chassis models, the station market is confined to other car classes.

Hatchback cars are, in the simplest case, models similar to the large rear door with stationary hinges and usually have a rear windshield.

The first hatchback in history is the Renault 5, which was replaced by the Model 2. Hatchback cars still have a large market in Europe.

80s Aerodynamics and the Role of Safety in Design

After highlighting aerodynamic design in the 1980s, this feature has been on the sidelines for years. But in the 1980s and the onset of the global fuel crisis, automobile gasoline consumption became a priority for many.

Automakers had different plans to reduce the fuel consumption of their products; reconciling with aerodynamic design was one of them.

Aerodynamics have always been one of the most important features of any car since the 1980s, and low drag coefficient is a positive rating.

The approach of automakers has changed tremendously over the past 5 years; today’s cars are focused on reducing fuel consumption, pollution and cabin noise.

Safety is another important feature of a car that didn’t have a clear law until the late 1980s. With the set of safety rules, the car manufacturing process changed completely.

Automakers had no specific restrictions before, but safety laws made changes to the type of materials chosen, the method of manufacture and even the design of the car.

It was Americans’ safety laws that introduced plastic shields into the car world. Of course, because of lower production costs, automotive plastic shields have also been used in other countries.

The design of the front and the nose of the car is heavily influenced by safety and crash laws;

for example, the design of the Tesla’s Cybertrack pickup and the nose of the car has surprised car safety experts.

Minivans, Chassis Blunders and Crossover ؛ looking for the most comfort

A few decades ago, the car market was dominated by multipurpose models or minivans (MPVs). The minibuses had very spacious cabins with up to 6 seats and found a lot of fans due to their comfortable ride.

The minivan cars are essentially the same hatchback but larger than the cab;

the popularity of these cars has led many of the attractive models to fall out of line. Minivans, followed by crossovers and chassis, were the killers of high-end market sedans.

With the arrival of chassis cars, the era of mini-van came to an end.

The sporty chassis or usable sports car (chassis) is produced in a variety of models and dimensions for off-road and off-road driving.

The Land Rover Classic was one of the first automotive chassis, but today the range of models in the class has increased.

Many modern chassis differ from older and off-roader models, and are believed to be a brutal killer of the industry by a large group of automotive fans.

Traditional chassis chassis usually use a standalone chassis, but crossover chassis have integrated chassis.

The growth in the share of different high-altitude chassis cars in the global market is largely due to crossover models.

The crossovers were initially offered as functional chassis models, but these days they are available in all shapes and sizes. Crossover cars are the same sedans and hatchbacks that only rise above ground level;

perhaps at first glance, powerful and off-road vehicles may seem, but the truth is that many crossovers are not equipped with 4WD.

The more expensive crossover types can be purchased with a dual-differential system, but they can’t really compete with traditional chassis.

High altitude, good visibility on and off the road, easy pedestrian access and ample space to load are some of the most important features that have increased crossover sales.

In the unofficial glossary of the automotive world, the Crossover has nothing to do with off-road driving capability, and the popularity of these models is not to their dual-purpose.

Nice and touch screens; Digitize the car cab

In the 1980s and 1970s, several carmakers, notably Aston Martin, attempted to use digital displays to display vehicle technical information.

But that concept only made sense when the TFT LCD screens arrived; Volvo and Audi were among the first automakers to use these screens in their products.

The next step for the car’s digital cab was the use of touch screens, which, with smartphones and tablets, achieved this very soon.

Touchscreens are a standard feature in today’s cars, and even the cheapest models are equipped with the higher-end technology.

Of course, controlling different parts of the car with the touch of a screen was initially attractive, but in the last few years the value of physical buttons has become more perceived.

Compared to conventional physical buttons, the use of touch screens requires a greater focus; this negative can pave the way for the relative return of older buttons.

Make the car more appealing with larger tires and wheels

In the early days of the automotive industry, the wheels were big but simple. After several decades, most automakers tended to produce smaller rims and tires, which were classic 2-inch wheels.

Since the 1980s, the use of large wheels and wheels has been re-introduced; even today, 5-inch wheels are still seen in luxury cars.

Interestingly, the bigger wheels and wheels are usually available in more expensive versions of the car or on a custom basis, but many people pay extra to make the car look attractive.

We should keep in mind that larger rims with a short tire wall have a negative impact on the car’s ride and are more easily damaged.

Of course, many German and Japanese carmakers manufacture suspension systems for large rims and tires; however,

there are other large companies, such as Chinese carmakers and some Korean brands, that overlook the special suspension system.

More sophisticated design of body lines and smaller windows

The car window has an important responsibility – passengers sitting outside in the cab watching. But the use of thicker columns in the body structure has made the windows smaller in recent years.

In contrast, the design of the body lines has gone beyond the simplicity of the 5’s and has become much more sophisticated.

One of the areas of intense competition among designers today seems to be to further complicate and intertwine body lines.

We have to see how this will happen in the future. Simpler or more sophisticated body lines – which one would be a nice car?

The controversy of the big windows

Automation was simpler a few decades ago; for example, by looking briefly at the front of a model, we could identify the maker and model.

But in the past two years, the larger design of the front window has changed everything. Flagged by these two new trends, BMW and Lexus have made the front-wheel drive bigger than ever.

According to many people and experts, this war has been going on for too long and now the size of the front grille is even diminishing the beauty of the car.

 Keep in mind,

of course, that the main task of the front grille in motorcycles is to deliver air to the radiator. In front-wheel drive vehicles, the unique front-wheel drive design can play an important role in aerodynamics.

But in future electric cars, there is no need for a traditional front-wheel drive; BMW and Lexus for electric models should take another step.