In 2006, the current C70, a retractable hardtop styled by Pininfarina, was joined by the C30, a three-door hatchback whose glassy tailgate once again evokes the old 1800ES. A C70 convertible followed a year later, something Volvo had never offered in the 1800 line (although some coupes were converted privately). Appropriately enough, it was featured in the 1997 Paramount film version of The Saint, although the film was neither a critical nor a commercial success. While the front-wheel-drive 480 Series hatchback, introduced in 1986, had faint echoes of the 1800ES in its glass hatch, it was not until 1997 that Volvo offered another sporty coupe, the FWD C70. Even then, it was the luxury-oriented, Bertone-styled 262C, not a sports car. now obviously the smaller wings will have some functionality or the group-a cars would not have had them, they're just not at their maximum efficency (of course if they were they might do more harm than good with drag and such.Volvo didn’t offer another coupe until 1978. He claimed that any wing on a 200-700-900 would have to be about as high as the roof in order to have the most affect. Paul grimshaw Had a nice write up in his book on volvo performance (which was basically tons of theory and a little bit of real world stuff, but no less a good read for the volvo faithful). Maybe someone else can shed some light on this? I may be a little off-base here since I spouting this from memory.
Apparently, the fast moving air can't flow smoothly down the rear glass at speed and turns into viscious "curly cues" by the time it hits the trunk lid.
The basic jist of the article was how most spoilers on a 240 trunk lid are rendered non-functional by the turbulence created by the steep rake of the rear window. On the topic of overall functionability of a spoiler/wing on a 200 sedan.Several years ago, I thought I had read a brief article by IPD on this exact topic.
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