The wedge. Is there another automotive design philosophy that’s held up so well? Consider for a moment the OG Lamborghini Countach, arguably the most iconic wedge that ever wedged. Designed in the early 1970s, it became the iconic poster car of the 1980s despite being six years old at the start of the decade. And it still looks futuristic today, over half a century since its introduction.
For that matter, take your pick of the numerous wedge concepts that appeared throughout the 1970s. The Lancia Stratos Zero could’ve passed for a UFO when it turned up at the 1970 Turin Auto Show. Created by legendary designer and unofficial wedge-king Marcello Gandini, he would ultimately have a hand in some of the most prominent sharp-edged concepts and production cars of the wedge era. That includes the Countach and the stunning 1968 Alfa Romeo Carabo concept, cited by many as the origin of the wedge revolution.
But was it really?
The Wedge’s Origins
Lancia Stratos Zero Concept
It all depends (as a notable Jedi once pointed out) on your point of view. Are we talking about the first production car? The first concept car? One-off builds by private individuals? Do race cars count? And then there’s the definition of wedge itself. Is it a pure wedge, going unaltered from a flat front to a bulky backside? What about sloping fastbacks with pointy noses, or a thin face on curvy cars? Do convertibles count?
The book, The Origins of Wedge Car Design, explores both the early history and philosophy of the wedge. Written by Guy Dirkin and Geoffrey Hacker, it’s an interesting read that brings to light some notable one-offs from talented artists and designers through the early and middle 1960s, predating the Italian onslaught and Gandini’s efforts later in the decade.
Among them, we see the 1966 Cannara, a vehicle built by Ray Cannara when he was just 18 years old. With draped fiberglass over a modified Chevrolet Impala frame, the Cannara had a Chevy V-8 under its long hood, a wickedly pointed front end, no roof, and a slightly beefy butt. It was uncovered by Hacker in 2016 and subsequently restored with input from Cannara, whom Hacker eventually tracked down. After learning about the car’s history, Hacker and Dirkin believe it is the first true wedge car, the wedge’s origin story, if you will.
The authors note two other one-offs that predate the Cannara. The 1964 Ocelot and 1964 Erickson GT both had properly pointy faces but sloped down slightly at the back. Similarly, you can step back to 1962 and see strong wedge overtones in the 1962 Ford Mustang 1 concept. Going further still, the 1959 Corvette XP-87 Stingray is very wedgy, though arched fenders and a sloping fastback offset the flat surface. So yes, it all depends on your point of view.
Photo by: Ford
1962 Ford Mustang I Concept
Photo by: Honda
1988 Honda Accord DX Hatchback
But there’s no debating the wedge phenomenon that exploded through the 1970s and 1980s as a result. It wasn’t just concepts and exotics either—you could get wedge styling on everything from subcompacts to sporty coupes and even sedans. Honda was so wedge crazy that it offered every single one of those body styles on just the third-generation Accord, never mind the Civic, CRX, Prelude, and NSX. And you know what? None of those cars look out of place in 2025.
That’s what makes wedge cars special. The flat nose. Those long, sleek, simple lines. The wedge is proportional and wholly satisfying on an elemental level. No matter how old they get, wedge cars always look modern.
And now, thanks to Honda and Hyundai, we’re on the cusp of a new wedge revolution.
The Modern Wedge
Photo by: Honda
In January 2024 at CES, our collective jaws dropped when Honda revealed the Saloon Concept—a sleek EV utilizing something called “man maximum/machine minimum” packaging. It describes a low, wide vehicle with clean lines and a wedge shape that benefits both vehicle efficiency and interior space for passengers.
It’s a radical take that bears resemblance to Honda’s HP-X concept from 1984, a vehicle that took the show lawn at Pebble Beach last year, and that we recently had occasion to see in person at the Petersen Museum in LA. Even more than 40 years after its debut, its clean lines and angular shape could pass for a 21st-century concept car.
There are two notable differences between Honda’s modern wedge and the original HP-X, however. The HP-X was envisioned as a mid-engined supercar, whereas the Saloon Concept is a practical, four-door electric fastback. And unlike the HP-X, the Saloon Concept is actually going into production.
Photo by: Sean C. Rice | Motor1
Photo by: Sean C. Rice | Motor1
Photo by: Sean C. Rice | Motor1
Honda promised a debut in 2026 for what we presumed would be a watered-down production version. But our jaws dropped again when the 0 Saloon prototype debuted earlier this year, looking almost identical to the concept, right down to the steeply raked windshield that blends perfectly into the hood. Joining it at CES 2025 was the 0 SUV prototype, two vehicles that will headline Honda’s new 0 Series lineup.
Unless Honda makes significant changes to these prototypes in the next few months, you could be looking at the most radical production car launch since the 1974 Countach.
Nothing else on the road will look like these Hondas, which got us wondering. With classic wedge vehicles still looking quite modern, how did Honda evolve this segment to make the 0 Series look like something truly modern and futuristic without simply copying the past?
Photo by: Honda
Honda 0 Saloon & Honda 0 SUV
We posed that question to Honda Chief Designer Yosuke Shimizu, 0 Series designer and product design studio manager for Honda’s e-mobility design division. In short, the switch from internal combustion engines to electric powertrains opens up new directions for the wedge. No engine means you don’t need a long hood—a design feature long associated with performance cars. Shimizu proposes we rethink this convention.
“With that in mind, the iconic model of the 0 Series, the Saloon, features a bold forward-cabin design,” he explained. “Additionally, recognizing its strong connection to passenger vehicles, we lowered the overall height to improve aerodynamics, evolving the design to align with new social environments and advancing technologies.”
Photo by: Honda
Given the similarities to the HP-X Concept, we were also surprised to learn that Honda wasn’t looking at the past for inspiration on the 0 Series. That is, at least in terms of design. Honda tugged on some robotic heartstrings by reviving the ASIMO name for the 0 Series’ operating system. The car will incorporate next-generation technology that, among other things, includes Level 3 hands-off eyes-off driver assist systems. Shimizu tells us this was actually one of the biggest challenges in bringing the 0 Series to life, integrating the systems into a user-friendly cockpit while keeping a compelling exterior design.
“Rather than drawing direct styling inspiration, we focused on a design philosophy influenced by our long-standing research and development in robotics,” said Shimizu. “In an era where cars are defined by software, we reconsidered the concept of personally owned vehicles and recognized the need for a design that brings people and cars closer together.
The proportions achieve a spacious interior and expansive visibility—features that might seem unexpected from its sleek, sporty silhouette. Rather than simply predicting trends, our design is the result of forming a strong connection with technology, always striving to stay closely aligned with our customers’ needs.”
Photo by: Honda
Honda 0 Series SUV Concept
‘Rather than drawing direct styling inspiration, we focused on a design philosophy influenced by our long-standing research and development in robotics.’
Honda even managed to sprinkle some wedge dust into the SUV segment, where everything is pretty much the anti-wedge these days. The 0 SUV isn’t nearly as sleek as the Saloon, but still carries a wedge ambiance. Shimizu highlighted the design nuances that make that happen.
“By making the rear tailgate more upright in the rear view, we emphasize the strength and ‘innovative, functional, and beauty’ of the SUV segment,” he explained. “Normally, this would add visual weight, making the cabin appear more dominant than the fenders. However, by incorporating a tapered design in the top-down view and narrowing the shape toward the bottom, we’ve enhanced the presence of the fenders. This design approach effectively balances the ruggedness of an SUV with a sleek, sporty look.”
Honda may not have considered the past with its wedge renaissance, but Hyundai sure did. On July 14, 2022, Hyundai revealed the N Vision 74 in all its angular glory. And for a brief, glorious moment, the entire automotive internet actually agreed on something: this thing looks awesome and we want it.
Photo by: Hyundai
Hyundai N Vision 74 Concept
‘It’s an homage to the past, but we’re actually moving towards the future, that’s the message.’
Hyundai listened. After some on-again-off-again rumors, a high-performance electric version of the N Vision 74 was confirmed for production, arriving by 2030. Based on the 1974 Hyundai Pony Concept, penned by noted Italian designer Giorgetto Giugiaro, we still don’t know exactly how the final version will look but it won’t stray far from the concept.
We spoke with SangYup Lee, global head of design for Hyundai and Genesis, to understand the motivation behind the N Vision 74. Was it a response to changing design trends? Or did Hyundai hope to be a trendsetter by honoring the original Pony, the company’s first domestic production car?
Turns out, it’s a bit of both.
“It’s an homage to the past, but we’re actually moving towards the future, that’s the message,” said Lee. “[Paying] homage is very important, especially for a company like Hyundai with more than 100 years of history. And the Pony story is a perfect example. People changed their lifestyle because of Pony.”
Hyundai’s original plan had the Pony concept coming to fruition as a performance variant, sold alongside the hatchback, sedan, and pickup versions that powered South Korea well into the 1980s. That didn’t happen, but a few years after the Pony debuted, the concept’s essence reemerged in the DeLorean DMC-12, a car also designed by Giugiaro.
1974 Hyundai Pony Concept
In Lee’s eyes, it’s all part of the Pony’s—and the N Vision 74’s—legacy. But he also conceded that customer tastes are always shifting. There’s a need to create something unique that isn’t too retro, because simply revisiting the past doesn’t move the needle forward.
“That’s a beautiful story, of course, we have to celebrate it,” he said. “But when we create [something], if the past stays the past, there is no story. [The] past carrying into [the] future, that is important. So this [wedge] monocoque style, it has some potential … it has a very interesting form factor in design, execution. We call this ‘art of steel.’ Isn’t it amazing that a sheet of steel can form into something really, really beautiful, soft to the heart?”
It’s no secret that modern vehicle design has been… complex for quite a while now. It’s understandable to a degree, given the popularity of SUVs. There are only so many variations on a theme you can pull off before you need to get really creative, and perhaps we’re finally reaching that point.
Hyundai took a bold step with the Santa Fe and Sonata, stepping away from curves and complex angles for straighter, simpler lines. Honda has taken a simpler approach as well, infusing the current Civic and Accord with cleaner lines compared to the previous generation. And the forthcoming Prelude, while not the sharp-nosed wedge it was in the 1980s, looks clean, simple, and sporty.
Photo by: Honda
And it’s not just these two brands stirring the design pot. BMW—arguably the worst automaker in recent memory when it comes to ugly, overdesigned vehicles—is taking a cleaner approach with its Neue Klasse line. Neue Klasse coupe prototypes have even been spotted with a thin front clip and steeply raked windshield culminating in a sizeable backside. If BMW ever wanted to build a proper successor to the M1, now could be the time.
The wedge is back. Long may it reign.
