Key Takeaways
Dodge Charger Daytona EV may soon have adaptive flaps for extra downforce.
Innovative aerodynamic system has been explored in similar ways by several other automakers.
R-Wing could adapt to changing aerodynamic needs on the fly or be manually activated.
Stability potentially increased even when the vehicle is turning hard or on a banked bend.
Another exciting patent filed with the United States Patent and Trademark Office has been discovered by CarBuzz, detailing how the novel R-Wing passthrough on the Dodge Charger Daytona EV and PHEV could get adaptive flaps for extra front-end downforce. We’ve seen such technology on hypercars like the Pagani Huayra and, more recently, on supercars like the Ferrari 12Cilindri, but never yet on muscle cars.
Horsepower
670 hp
Torque
627 lb-ft
Top Speed
137 mph
0-60 MPH
3.3 seconds
Engine
Electric
Drivetrain
All-Wheel Drive
That may be about to change, and given the fact that Stellantis promised a more powerful Banshee version of the newly electrified Charger, it may already be earmarked for production. We’ll just have to wait and see, but in the meantime, let’s see how this proposed innovation works.
We’ve Seen This Before, Haven’t We?
Much like the adaptive DRS wing on the Porsche 911 GT3 RS, Dodge’s idea uses one or more actuators within the center stanchion of R-Wing, and like that advanced aerodynamics system, this one would adjust the flaps’ angles of attack to aid in braking when in the high-drag position. Like the Huayra, this system can move each flap on either side of the stanchion independently, which allows for “a single angle of attack or a dual angle of attack […] A dual angle of attack may aid in certain driving maneuvers such as turning at high speeds.”
As if that’s not cool enough, “the airfoil section may be actuated to adjust wing height and/or wing length […] to rotate the angle of attack further negative than geometry allows at nominal height.”
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While this sounds very complex, it’s similar to what Zenvo’s engineers were attempting to harness with the wild, moving wing on the TSR-S. Last year, CarBuzz discovered a similar patent for flexible active aero from Volvo, which indicates that the Danes were on to something at Zenvo; harnessing the power of downforce as the vehicle moves around a corner appears to be worth exploring almost as much head-on airflow is already studied. Dodge’s idea would allow the now-retractable R-Wing to be extendable in width when deployed above the line of the hood for even more downforce than would otherwise be possible. But that’s not the only reason.
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We delve into how and why a setup like this works.
EVs Present A Unique Challenge
The patent notes that both “drag and front lift may be reduced as a result of the vehicle no longer having a recessed front upper grille.” Traditional cars have grilles that are placed very specifically in order to reduce high pressure at what is known as the stagnation point on the front end of every vehicle (where air resistance is at its greatest). Instead, the R-Wing is combined with a slight recess in the hood for the air to glide through. This is clearly a concession made for electric vehicles, and it’s arguably just as sexy as a big grille hinting at a monstrous engine.
“When grille geometry is no longer present and replaced by the highly optimized front wing, the flow goes under the wing rather than becoming entrapped in the recessed upper front grille, and drag and front lift are reduced as a result.”
– United States Patent 20240149955.
The actuating linkage rod would be connected to a controller that would allow it to adapt to changing aerodynamic demands on the fly, responding to driving mode, speed, or even ambient temperature. When the vehicle is on a pitched surface, the R-Wing could counter those forces for increased stability. When braking, more front-end downforce can instantly be found, allowing one to brake later. And when the rear end gets squirrelly, the front end can increase lift to address the aerodynamic imbalance. Naturally, one could also turn the automatic controller off and activate maximum front downforce on demand. Up to 20 degrees of negative angle can be exploited in this design. This is just one interesting patent we hope to see reach production in the Banshee model, but there’s never any guarantee that these patents will do so.
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Dodge Charger SRT Daytona Could Get Fake Engine Vibrations
The rumble of a V8 will be gone, but Stellantis wants to synthesize the effect.
Patent filings do not guarantee the use of such technology in future vehicles and are often used exclusively as a means of protecting intellectual property. Such a filing cannot be construed as production intent.