By on March 23, 2015

DeltaWing GT race car concept chassis

Coming soon to a track near you, DeltaWing will bring its signature design to the GT class, and eyes set on the showroom down the road.

The latest racing variant is expected to demonstrate on the track “that with far less horsepower than many of today’s best sports cars, a two-seat performance car based on the DeltaWing® architecture would deliver the same performance, yet with previously unimagined fuel economy and efficiency.”

The GT will, like the DWC13 Coupe campaigned by DeltaWing Racing Cars, be a coupe using weight distribution to its advantage, thanks to its narrow nose and wide backside putting 30 percent up front, the rest in back. The project won’t interfere with the team and its efforts in IMSA’s TUDOR series.

Meanwhile, that same basic design forms the basis for two- and four-passenger prototypes that could lead to a road-legal version of the DeltaWing. Preliminary data suggests the design would net “an unadjusted EPA fuel economy rating of nearly 74 mpg Highway and over 57 mpg combined rating,” adding that if one could buy a DeltaWing from the showroom today, they would have a vehicle that was not only the most fuel efficient conventionally powered vehicle in the United States, but would also meet the 2025 54.5 mpg standard. The ratings are for a DeltaWing powered by a 138-horsepower 1.4-liter engine placed in the four-passenger variant.

Aside from traditional ICEs, the company says the prototype could be fitted with hybrid, diesel, CNG, hydrogen and electric power, with results ranging from better range for diesel, EV and FCV versions, to a 42 percent reduction in emissions for gasoline models.

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3 Comments on “DeltaWing Entering GT, Eyeing Future Showroom Debut...”

  • avatar

    It’s hard to believe that any consumer vehicle built off of this platform would perform adequately on front impact crash tests, especially the offset crash.

    • 0 avatar
      Felis Concolor

      Where do you set the point of impact for the narrow offset: through one of the front wheels where it will be caught by the forward crash box, or at 25% of the total vehicle width where it is shunted off to the side?

    • 0 avatar

      What would be a ‘narrow offset’ for any other car would be a near-miss with this. If the body shape is ‘slippery’ enough, such a collision would definitely move this car to the side but could well eliminate the ‘hook and twist’ effect of such conventional vehicles. It would likely peel off the rear wheel and leave the car burning off energy much more slowly in a slide; saving the passengers from the high-G deceleration with associated high-G sideways velocities which tend to cause more injuries than full-frontal ones.

      Take another look at how racecars are built. They’re meant to peel off energy by peeling off pieces in a high-energy crash. Now look at how all our street cars are built–to absorb that energy rather than deflecting it. Which is really safer, a 200+ G deceleration from 65 to 0 in milliseconds or a 40-G deceleration that takes 5 seconds or more?

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