Upper wheel fairing reducing critical vehicle drag

• US 9,878,745 B2
• Filed: 03/13/2013
• Issued: 01/30/2018
• Est. Priority Date: 12/21/2012
• Status: Active Grant

• Current Assignee: Garth L. Magee
• Original Assignee: Garth L. Magee
• Inventors: Magee, Garth L.
• Primary Examiner(s): Morrow, Jason S
• Application Number:
  US13/799,005
• Publication Number:
  US 20140265431A1
• Time in Patent Office: 1,784 Days
• Field of Search: 296198, 2961801, 296 781, 2801601, 280852, 2801522, 2801521, D12186
• CPC Class Codes: B60B 1/00 Spoked wheels; Spokes thereof non-metallic B60B5/00 ; spoked wheels comprising rail-engaging elements B60B17/001; making wheel spokes B21F39/00
• CPC Class Codes: B60B 1/003 specially adapted for bicycles B60B1/041 takes precedence
• CPC Class Codes: B60B 1/02 Wheels with wire or other tension spokes
• CPC Class Codes: B60B 1/0246 characterised by cross-section of the spoke, e.g. polygon or elliptic shape
• CPC Class Codes: B60B 1/0261 characterised by spoke form
• CPC Class Codes: B60B 2900/1216 due to air-drag
• CPC Class Codes: B60B 3/00 Disc wheels, i.e. wheels with load-supporting disc body non- metallic B60B5/00; wheel cover discs B60B7/00 ; disc wheels comprising rail-engaging elements B60B17/0006
• CPC Class Codes: B60B 3/007 in the intermediate section
• CPC Class Codes: B60B 3/02 with a single disc body integral with rim
• CPC Class Codes: B60B 3/08 with disc body formed by two or more axially spaced discs comprising rail-engaging elements formed by two or more axially spaced discs B60B17/0013
• CPC Class Codes: B60B 3/10 apertured to simulate spoked wheels
• CPC Class Codes: B60B 7/00 Wheel cover discs, rings, or the like, for ornamenting, protecting , venting, or obscuring, wholly or in part, the wheel body, rim, hub, or tyre sidewall , e.g. wheel cover discs, wheel cover discs with cooling fins wheels with cooling fins not provided on the wheel cover disc B60B19/10; apparatus or tools for removing or attaching cover discs hub caps or the like B60B31/06
• CPC Class Codes: B60B 7/0006 for cycle wheels or similar
• CPC Class Codes: B60B 7/0066 the dominant aspect being the surface structure
• CPC Class Codes: B60C 11/03 Tread patterns
• CPC Class Codes: B60C 11/0302 directional pattern, i.e. with main rolling direction
• CPC Class Codes: B60C 11/0327 characterised by special properties of the tread pattern
• CPC Class Codes: B60C 11/11 in which the raised area of the pattern consists only of isolated elements, e.g. blocks B60C11/12, B60C11/13 take precedence
• CPC Class Codes: B60C 19/00 Tyre parts or constructions not otherwise provided for
• CPC Class Codes: B60C 2011/0337 characterised by particular design features of the pattern
• CPC Class Codes: B60C 2200/10 : for motorcycles, scooters or the like
• CPC Class Codes: B60C 2200/14 : for off-road use
• CPC Class Codes: B60J 1/20 : Accessories, e.g. wind deflectors, blinds antiglare provisions B60J3/00; wind deflectors associated with roof openings B60J7/22; removable external protective coverings for windows or windscreens B60J11/08 ; aerodynamical spoiler for vehicles B62D35/00; heating arrangements specially adapted for transparent or reflecting areas H05B3/84
• CPC Class Codes: B60J 11/00 : Removable external protective coverings specially adapted for vehicles or parts of vehicles, e.g. parking covers covering of load on vehicles B60P7/00; guard strips for body finishing, identifying or decorating B60R13/04; tents for use as garages E04H15/00
• CPC Class Codes: B60Y 2200/13 : Bicycles; Tricycles
• CPC Class Codes: B62D 35/00 : Vehicle bodies characterised by streamlining
• CPC Class Codes: B62J 17/00 : Weather guards for riders; Fairings or stream-lining parts not otherwise provided for
• CPC Class Codes: B63B 2201/20 : Antenna or mast
• CPC Class Codes: B63H 9/04 : using sails or like wind-catching surfaces sail or rigging arrangements specially adapted for water sports boards, e.g. for windsurfing or kitesurfing B63H8/00
• CPC Class Codes: B64C 23/00 : Influencing air flow over aircraft surfaces, not otherwise provided for
• CPC Class Codes: F15D 1/0025 : using passive means, i.e. without external energy supply
• CPC Class Codes: F15D 1/10 : around bodies of solid material
• CPC Class Codes: H01Q 1/005 : Damping of vibrations; Means for reducing wind-induced forces
• CPC Class Codes: H01Q 1/32 : Adaptation for use in or on road or rail vehicles
• CPC Class Codes: Y10T 29/49492 : Land wheel

Abstract

A method and apparatus for shielding critical faster-moving upper wheel surfaces from headwinds reduces vehicle propulsive counterforces needed to countervail mechanically magnified upper wheel drag forces combined with drag forces on the apparatus itself. The apparatus includes various upper wheel fairings of FIGS. 1-6. Each fairing shields a critical primary vehicle-drag-inducing upper wheel surface from headwinds otherwise impinging thereon.

Claims

1. A method for reducing propulsory counterforces required to countervail drag-induced resistive forces upon a terrestrial vehicle employing a wheel assembly exposed to a headwind impinging substantially unimpeded thereon wholly above a level of an axis of an axle of the wheel assembly directly upon a major primary vehicle- drag-inducing portion of the wheel assembly while the vehicle is in forward motion under a range of external headwind conditions including null wind conditions, comprising:

forming a wheel fairing assembly;

attaching the fairing assembly directly to a nonrotatable structural member wherein the nonrotatable structural member is a frame or a body of the vehicle;

arranging the fairing assembly wherein the vehicle is a cycle;

arranging the fairing assembly to be disposed immediately adjacent to the wheel assembly above the level of the axis of the axle;

arranging the fairing assembly to have a critical portion thereof disposed immediately adjacent to a critical vehicle-drag-inducing wheel surface of the wheel assembly;

arranging the fairing assembly wherein the critical vehicle-drag-inducing wheel surface consists of a primary drag-inducing portion of a major upper drag-inducing surface of the wheel assembly that is located forward of the axle while also being centered about the level of a critical elevation that is itself centered in elevation about the major upper drag-inducing surface;

arranging the fairing assembly wherein the critical portion thereof spans across the level of the critical elevation;

arranging the fairing assembly wherein the critical elevation is positioned not lower than a level in elevation above the ground equal to 70 percent of the outer diameter of the wheel assembly;

arranging the fairing assembly wherein the critical wheel surface extends downwards nowhere lower than a minimum level that is itself not lower than a level in elevation above the ground equal to 60 percent of the outer diameter of the wheel assembly;

arranging the fairing assembly to extend downwards nowhere lower than a lowermost level wherein the lowermost level is positioned at the level of the axis of the axle;

arranging the fairing assembly to comprise a pair of said lateral fairing side sections with each said side section being disposed adjacent to one of the lateral sides of the wheel assembly wherein each of the fairing side sections has a surface extending between a top edge and a bottom edge, with each top edge of the fairing side sections being unconnected to the top edge of the other fairing side section such that a gap exists between the upper edges of the fairing side sections;

arranging the fairing assembly wherein the headwind impinges thereon and wherein the headwind is diverted from impinging upon an otherwise exposed portion of the critical wheel surface to flow laterally around a lateral upper side of the wheel assembly or above the wheel assembly and further wherein the headwind is nowhere diverted downwards by impinging upon the fairing assembly; and

arranging the fairing assembly to be limited in overall drag-inducing surface extension by the fairing assembly itself extending no further both upwards and downwards from the level of the critical elevation and no further both forward and rearward of the critical wheel surface and no further laterally distant apart from the critical wheel surface than to a combined extended disposition thereof so that when taken all together while the vehicle is operated at a normal highway speed under null wind conditions any further surface extension of the fairing assembly would further increase drag induced thereon beyond a critical amount to cause a vehicle propulsory counterforce to increase above an amount required when the fairing assembly is otherwise absent from the vehicle

wherein the vehicle propulsory counterforce is the propulsive force required to countervail an overall vehicle drag force consisting of a net wheel drag force directed upon the wheel assembly as magnified against the axle combined with a frame drag force induced solely from headwinds impinging upon the fairing assembly itself

and wherein the normal highway speed is the greater of one-half of the maximum nominal operating speed of the vehicle or of 60 km/h,

whereby any effective reduction in drag upon the wheel assembly as reflected through the vehicle frame and thereby countervailed by vehicle propulsive counterforces is not less than the offsetting effective vehicle drag induced by the fairing assembly itself being directly attached to the vehicle frame.

2. The method of claim 1, wherein the vehicle is a bicycle.

3. The method of claim 1, wherein the fairing assembly is arranged to sufficiently extend no further downwards and no further forward and rearward of the wheel assembly than to an optimal combined extended disposition thereof so that when taken all together while the vehicle is operated at the normal highway speed under null wind conditions the vehicle propulsory counterforce is minimized.

33. The method of claim 1, wherein the fairing assembly is arranged to sufficiently extend no further downwards and no further forward and rearward of the wheel assembly than to an optimal combined extended disposition thereof so that when taken all together while the vehicle is operated at the normal highway speed under null wind conditions the vehicle propulsory counterforce is minimized.

4. A method for reducing propulsory counterforces required to countervail drag-induced resistive forces upon a terrestrial vehicle employing a wheel assembly exposed to a headwind impinging substantially unimpeded thereon wholly above a level of an axis of an axle of the wheel assembly directly upon a major primary vehicle- drag-inducing portion of the wheel assembly while the vehicle is in forward motion under a range of external headwind conditions including null wind conditions, comprising:

forming a wheel fairing assembly;

attaching the fairing assembly directly to a nonrotatable structural member wherein the nonrotatable structural member is a frame or a body of the vehicle;

arranging the fairing assembly wherein the wheel assembly is disposed on a forwardmost wheel of the vehicle wherein the forwardmost wheel is any forward or rearward wheel not preceded immediately ahead by another wheel disposed both in-line therewith and in sufficient proximity thereto wherein said immediately preceding wheel would thereby deflect the headwind from otherwise impinging substantially unimpeded directly upon a forward-facing upper circumferential portion of said major primary vehicle-drag-inducing portion of the wheel assembly;

arranging the fairing assembly wherein the vehicle is a cycle;

arranging the fairing assembly to be disposed immediately adjacent to the wheel assembly above the level of the axis of the axle;

arranging the fairing assembly to have a critical portion thereof disposed immediately adjacent to a critical vehicle-drag-inducing wheel surface of the wheel assembly;

arranging the fairing assembly wherein the critical vehicle-drag-inducing wheel surface consists of a primary drag-inducing portion of a major upper drag-inducing surface of the wheel assembly that is located forward of the axle while also being centered about the level of a critical elevation that is itself centered in elevation about the major upper drag-inducing surface;

arranging the fairing assembly wherein the critical portion thereof spans across the level of the critical elevation;

arranging the fairing assembly wherein the critical elevation is positioned not lower than a level in elevation above the ground equal to 75 percent of the outer diameter of the wheel assembly;

arranging the fairing assembly wherein the critical wheel surface extends downwards nowhere lower than a minimum level in elevation above the ground equal to 60 percent of the outer diameter of the wheel assembly;

arranging the fairing assembly to extend downwards nowhere lower than a lowermost level in elevation above the ground equal to 51 percent of the outer diameter of the wheel assembly;

arranging the fairing assembly to comprise a streamlined fender disposed proximally adjacent to both circumferential and sidewall surfaces of a tire of the wheel assembly;

arranging the streamlined fender to extend circumferentially both forwards and rearwards from a topmost location thereof that is positioned directly above the axle;

arranging the streamlined fender to further extend from the topmost location circumferentially both forward and downwards across the critical elevation to at least a forward level positioned both not lower than the lowermost level and also not higher than the lower of either a downward level required for the combined streamlined fender and fairing assembly to thereby shield any otherwise substantially headwind-exposed forward-facing circumferential portion of the tire that is positioned wholly above a medial level located above the minimum level a distance equal to 65 percent of the distance in-between the critical elevation and the minimum level or of an intermediate level located at the level of a radially innermost portion of an outer rim of the wheel assembly while said radially innermost outer rim portion is itself disposed at a most elevated position located directly above the axle;

arranging the streamlined fender to further extend from the topmost location circumferentially rearward to a location positioned substantially behind the topmost location and to extend downwards not lower than a level positioned at the higher of either the forward level or the medial level while also being disposed immediately adjacent to a substantial portion of uppermost surfaces of the critical wheel surface that are located rearward of the axle;

arranging the streamlined fender to comprise a lateral side portion thereof that is itself disposed on a lateral side of the wheel assembly wherein each of any otherwise exposed lateral sides of the wheel assembly has one said lateral side portion disposed thereon;

arranging the lateral side portion to comprise a portion of the critical portion of the fairing assembly;

arranging the lateral side portion to extend along the circumferential length of the streamlined fender while further extending from circumferentially aligned surfaces that are located along the circumferential length of the streamlined fender to substantially radially inward toward the axle;

arranging the lateral side portion itself to be disposed proximally adjacent to a major portion of otherwise exposed forward upper tire sidewall surfaces that are located on the same corresponding lateral side of the wheel assembly wherein the headwind is diverted around a major portion of otherwise exposed forward upper tire sidewall surfaces that are positioned forward of the axle above the medial level by the headwind instead being further diverted by impinging upon surfaces of the lateral side portion positioned immediately adjacent thereto;

arranging the lateral side portion to be further disposed wherein the headwind is diverted around a substantial portion of upper tire sidewall surfaces that are positioned radially outward proximate to outermost circumferential surfaces of the tire by the headwind instead being further diverted by impinging upon surfaces of the lateral side portion positioned immediately adjacent thereto;

arranging the lateral side portion to be further disposed wherein tire sidewall surfaces that are located within the critical wheel surface of said otherwise exposed major forward upper tire sidewall surface portion on each otherwise exposed upper lateral side of the wheel assembly remain shielded from the diverted headwind otherwise impinging thereon by the headwind instead being further diverted by impinging upon surfaces of the lateral side portion positioned immediately adjacent thereto;

arranging the lateral side portion to extend radially inward toward the axle nowhere further than the radially inward extent of radially innermost tire surfaces wherein inward wheel surfaces positioned radially inside radially innermost tire surfaces remain substantially exposed to headwinds impinging thereon;

arranging the streamlined fender to be further disposed so that taken all together otherwise exposed forward-facing upper circumferential tire surfaces positioned within the critical wheel surface remain substantially shielded from the headwind otherwise impinging thereon by the streamlined fender;

arranging the fairing assembly wherein the headwind impinges thereon and wherein the headwind is diverted from impinging upon an otherwise exposed portion of the critical wheel surface to flow laterally around a lateral upper side of the wheel assembly or above the wheel assembly and further wherein the headwind is nowhere diverted downwards by impinging upon the fairing assembly; and

arranging the fairing assembly to be limited in overall drag-inducing surface extension by the fairing assembly itself extending no further both upwards and downwards from the level of the critical elevation and no further both forward and rearward of the critical wheel surface and no further laterally distant apart from the critical wheel surface than to a combined extended disposition thereof so that when taken all together while the vehicle is operated at a normal highway speed under null wind conditions any further surface extension of the fairing assembly would further increase drag induced thereon beyond a critical amount to cause a vehicle propulsory counterforce to increase above an amount required when the fairing assembly is otherwise absent from the vehicle

wherein the vehicle propulsory counterforce is the propulsive force required to countervail an overall vehicle drag force consisting of a net wheel drag force directed upon the wheel assembly as magnified against the axle combined with a frame drag force induced solely from headwinds impinging upon the fairing assembly itself

and wherein the normal highway speed is the greater of one-half of the maximum nominal operating speed of the vehicle or of 60 km/h,

whereby any effective reduction in drag upon the wheel assembly as reflected through the vehicle frame and thereby countervailed by vehicle propulsive counterforces is not less than the offsetting effective vehicle drag induced by the fairing assembly itself being directly attached to the vehicle frame.

5. The method of claim 4, wherein the fairing assembly is arranged to sufficiently extend no further downwards and no further forward and rearward of the wheel assembly than to an optimal combined extended disposition thereof so that when taken all together while the vehicle is operated at the normal highway speed under null wind conditions the vehicle propulsory counterforce is minimized.

6. The method of claim 4, wherein the lowermost level is at an elevation above the ground equal to 65 percent of the outer diameter of the wheel assembly.

7. A method for reducing propulsory counterforces required to countervail drag-induced resistive forces upon a terrestrial vehicle employing a wheel assembly exposed to a headwind impinging substantially unimpeded thereon wholly above a level of an axis of an axle of the wheel assembly directly upon a major primary vehicle-drag-inducing portion of the wheel assembly while the vehicle is in forward motion under a range of external headwind conditions including null wind conditions, comprising:

forming a wheel fairing assembly;

attaching the fairing assembly directly to a nonrotatable structural member wherein the nonrotatable structural member is a frame or a body of the vehicle;

arranging the fairing assembly wherein the wheel assembly is disposed on a forwardmost wheel of the vehicle wherein the forwardmost wheel is any forward or rearward wheel not preceded immediately ahead by another wheel disposed both in-line therewith and in sufficient proximity thereto wherein said immediately preceding wheel would thereby deflect the headwind from otherwise impinging substantially unimpeded directly upon a forward-facing upper circumferential portion of said major primary vehicle-drag-inducing portion of the wheel assembly;

arranging the fairing assembly wherein the vehicle is a cycle;

arranging the fairing assembly to be disposed immediately adjacent to the wheel assembly above the level of the axis of the axle;

arranging the fairing assembly to have a critical portion thereof disposed immediately adjacent to a critical vehicle-drag-inducing wheel surface of the wheel assembly;

arranging the fairing assembly wherein the critical vehicle-drag-inducing wheel surface consists of a primary drag-inducing portion of a major upper drag-inducing surface of the wheel assembly that is located forward of the axle while also being centered about the level of a critical elevation that is itself centered in elevation about the major upper drag-inducing surface;

arranging the fairing assembly wherein the critical portion thereof spans across the level of the critical elevation;

arranging the fairing assembly wherein the critical elevation is positioned not lower than a level in elevation above the ground equal to 75 percent of the outer diameter of the wheel assembly;

arranging the fairing assembly wherein the critical wheel surface extends downwards nowhere lower than a minimum level in elevation above the ground equal to 65 percent of the outer diameter of the wheel assembly;

arranging the fairing assembly to extend downwards nowhere lower than a lowermost level;

arranging the fairing assembly to comprise a combined streamlined fender and fairing assembly disposed proximally adjacent to both circumferential and sidewall surfaces of a tire of the wheel assembly;

arranging the combined streamlined fender and fairing assembly to extend circumferentially both forwards and rearwards from a topmost location thereof that is positioned directly above the axle;

arranging the combined streamlined fender and fairing assembly to further extend from the topmost location circumferentially both forward and downwards across the critical elevation to at least a forward level positioned both not lower than the lowermost level and also not higher than the lower of either a downward level required for the combined streamlined fender and fairing assembly to thereby shield any otherwise substantially headwind-exposed forward-facing circumferential portion of the tire that is positioned wholly above a medial level located above the minimum level a distance equal to 75 percent of the distance in- between the critical elevation and the minimum level or of an intermediate level located at the level of a radially innermost portion of an outer rim of the wheel assembly while said radially innermost outer rim portion is itself disposed at a most elevated position located directly above the axle;

arranging the combined streamlined fender and fairing assembly to further extend from the topmost location circumferentially rearward to a location positioned substantially behind the topmost location and to extend downwards not lower than the forward level while also being disposed immediately adjacent to a substantial portion of uppermost surfaces of the critical wheel surface that are located rearward of the axle;

arranging the combined streamlined fender and fairing assembly to comprise a lateral side portion thereof that is itself disposed on a lateral side of the wheel assembly wherein each of any otherwise exposed lateral sides of the wheel assembly has one said lateral side portion disposed thereon;

arranging the lateral side portion to comprise a portion of the critical portion of the fairing assembly;

arranging the lateral side portion to extend along the circumferential length of the combined streamlined fender and fairing assembly while further extending from circumferentially aligned surfaces that are located along the circumferential length of the combined streamlined fender and fairing assembly to substantially radially inward toward the axle;

arranging the lateral side portion itself to be disposed proximally adjacent to a major portion of otherwise exposed forward upper tire sidewall surfaces that are located on the same corresponding lateral side of the wheel assembly wherein the headwind is diverted around a major portion of otherwise exposed forward upper tire sidewall surfaces that are positioned forward of the axle above the medial level by the headwind instead being further diverted by impinging upon surfaces of the lateral side portion positioned immediately adjacent thereto;

arranging the lateral side portion to be further disposed wherein the headwind is diverted around a substantial portion of upper tire sidewall surfaces that are positioned radially outward proximate to outermost circumferential surfaces of the tire by the headwind instead being further diverted by impinging upon surfaces of the lateral side portion positioned immediately adjacent thereto;

arranging the lateral side portion to be further disposed wherein tire sidewall surfaces that are located within the critical wheel surface of said otherwise exposed major forward upper tire sidewall surface portion on each otherwise exposed upper lateral side of the wheel assembly remain shielded from the diverted headwind otherwise impinging thereon by the headwind instead being further diverted by impinging upon surfaces of the lateral side portion positioned immediately adjacent thereto;

arranging the lateral side portion to extend radially inward toward the axle substantially further than the radially inward extent of radially innermost tire surfaces wherein uppermost tire sidewall surfaces and uppermost inner wheel surfaces positioned radially inside radially innermost tire surfaces both remain shielded from the diverted headwind otherwise impinging thereon by the combined streamlined fender and fairing assembly;

arranging the combined streamlined fender and fairing assembly to be further disposed so that taken all together otherwise exposed forward-facing upper circumferential tire surfaces positioned within the critical wheel surface remain substantially shielded from the headwind otherwise impinging thereon by the combined streamlined fender and fairing assembly;

arranging the fairing assembly wherein the headwind impinges thereon and wherein the headwind is diverted from impinging upon an otherwise exposed portion of the critical wheel surface to flow laterally around a lateral upper side of the wheel assembly or above the wheel assembly and further wherein the headwind is nowhere diverted substantially downwards by impinging upon any portion of the fairing assembly located above the medial level; and

arranging the fairing assembly to be limited in overall drag-inducing surface extension by the fairing assembly itself extending no further both upwards and downwards from the level of the critical elevation and no further both forward and rearward of the critical wheel surface and no further laterally distant apart from the critical wheel surface than to a combined extended disposition thereof so that when taken all together while the vehicle is operated at a normal highway speed under null wind conditions any further surface extension of the fairing assembly would further increase drag induced thereon beyond a critical amount to cause a vehicle propulsory counterforce to increase above an amount required when the fairing assembly is otherwise absent from the vehicle

wherein the vehicle propulsory counterforce is the propulsive force required to countervail an overall vehicle drag force consisting of a net wheel drag force directed upon the wheel assembly as magnified against the axle combined with a frame drag force induced solely from headwinds impinging upon the fairing assembly itself

and wherein the normal highway speed is the greater of one-half of the maximum nominal operating speed of the vehicle or of 60 km/h,

whereby any effective reduction in drag upon the wheel assembly as reflected through the vehicle frame and thereby countervailed by vehicle propulsive counterforces is not less than the offsetting effective vehicle drag induced by the fairing assembly itself being directly attached to the vehicle frame.

8. The method of claim 7, wherein the lowermost level is at an elevation above the ground equal to 51 percent of the outer diameter of the wheel assembly.

9. The method of claim 7, further comprising:

arranging the fairing assembly wherein the lowermost level is at an elevation above the ground equal to 52 percent of the outer diameter of the wheel assembly; and

arranging the fairing assembly to sufficiently extend no further downwards and no further forward and rearward of the wheel assembly than to an optimal combined extended disposition thereof so that when taken all together while the vehicle is operated at the normal highway speed under null wind conditions the vehicle propulsory counterforce is minimized.

10. The method of claim 7, wherein the forward level is at an elevation above the ground equal to 70 percent of the outer diameter of the wheel assembly.

11. A wind-diverting apparatus for reducing propulsory counterforces required to countervail drag-induced resistive forces upon a terrestrial vehicle employing a wheel assembly exposed to a headwind impinging substantially unimpeded thereon wholly above a level of an axis of an axle of the wheel assembly directly upon a major primary vehicle-drag-inducing portion of the wheel assembly while the vehicle is in forward motion under a range of external headwind conditions including null wind conditions, comprising:

a wheel fairing assembly attached directly to a nonrotatable structural member wherein the nonrotatable structural member is a frame or a body of the vehicle;

the fairing assembly being disposed immediately adjacent to the wheel assembly above the level of the axis of the axle;

a critical portion of the fairing assembly being disposed immediately adjacent to a critical vehicle-drag-inducing wheel surface of the wheel assembly;

the critical vehicle-drag-inducing wheel surface comprising a primary drag-inducing portion of a major upper drag-inducing surface of the wheel assembly that is located forward of the axle while also being centered about the level of a critical elevation that is itself centered in elevation about the major upper drag-inducing surface;

the critical portion of the fairing assembly spanning across the level of the critical elevation;

the critical elevation being positioned not lower than a level in elevation above the ground equal to 75 percent of the outer diameter of the wheel assembly;

the critical wheel surface extending downwards nowhere lower than a minimum level in elevation above the ground equal to 65 percent of the outer diameter of the wheel assembly;

the fairing assembly extending downwards nowhere lower than a lowermost level wherein the lowermost level is centered midway in-between the minimum level and the axis of the axle;

the fairing assembly comprising a combined streamlined fender and fairing assembly disposed proximally adjacent to both circumferential and sidewall surfaces of a tire of the wheel assembly;

the combined streamlined fender and fairing assembly extending circumferentially both forwards and rearwards from a topmost location thereof that is positioned directly above the axle;

the combined streamlined fender and fairing assembly further extending from the topmost location circumferentially both forward and downwards across the critical elevation to at least a forward level positioned both not lower than the lowermost level and also not higher than the lower of either a downward level required for the combined streamlined fender and fairing assembly to thereby shield any otherwise substantially headwind-exposed forward-facing circumferential portion of the tire that is positioned wholly above a medial level located above the minimum level a distance equal to 75 percent of the distance in-between the critical elevation and the minimum level or of an intermediate level located at the level of a radially innermost portion of an outer rim of the wheel assembly while said radially innermost outer rim portion is itself disposed at a most elevated position located directly above the axle;

the combined streamlined fender and fairing assembly being further disposed to extend from the topmost location circumferentially rearward to a location positioned substantially behind the topmost location and to extend downwards not lower than the forward level while also being disposed immediately adjacent to a substantial portion of uppermost surfaces of the critical wheel surface that are located rearward of the axle;

the combined streamlined fender and fairing assembly comprising a lateral side portion thereof that is itself disposed on a lateral side of the wheel assembly wherein each of any otherwise exposed lateral sides of the wheel assembly has one said lateral side portion disposed thereon;

the lateral side portion comprising a portion of the critical portion of the fairing assembly;

the lateral side portion extending along the circumferential length of the combined streamlined fender and fairing assembly while further extending from circumferentially aligned surfaces that are located along the circumferential length of the combined streamlined fender and fairing assembly to substantially radially inward toward the axle;

the lateral side portion itself being disposed wholly proximally adjacent to a major portion of otherwise exposed forward upper tire sidewall surfaces that are located on the same corresponding lateral side of the wheel assembly wherein the headwind is diverted around a major portion of otherwise exposed forward upper tire sidewall surfaces that are positioned forward of the axle above the medial level by the headwind instead being further diverted by impinging upon surfaces of the lateral side portion positioned immediately adjacent thereto;

the lateral side portion being further disposed so that the headwind is diverted around a substantial portion of upper tire sidewall surfaces that are positioned radially outward proximate to outermost circumferential surfaces of the tire by the headwind instead being further diverted by impinging upon surfaces of the lateral side portion positioned immediately adjacent thereto;

the lateral side portion being further disposed wherein tire sidewall surfaces located within said critical wheel surface of said otherwise exposed major forward upper tire sidewall surface portion on each otherwise exposed upper lateral side of the wheel assembly remain shielded from the diverted headwind otherwise impinging thereon by the headwind instead being further diverted by impinging upon surfaces of the lateral side portion positioned immediately adjacent thereto;

the lateral side portion extending radially inwards toward the axle substantially further than the radially inward extent of radially innermost tire surfaces wherein uppermost tire sidewall surfaces and uppermost inner wheel surfaces positioned radially inside radially innermost tire surfaces both remain shielded from the diverted headwind otherwise impinging thereon by the combined streamlined fender and fairing assembly;

the combined streamlined fender and fairing assembly being further disposed so that taken all together otherwise exposed forward-facing upper circumferential tire surfaces positioned within the critical wheel surface remain substantially shielded from the headwind otherwise impinging directly thereon; and

the fairing assembly being disposed so that the headwind impinges thereon wherein the headwind is diverted from impinging upon an otherwise exposed portion of the critical wheel surface to flow laterally around a lateral upper side of the wheel assembly or above the wheel assembly and wherein the headwind is nowhere diverted downwards by impinging upon the fairing assembly.

34. The apparatus of claim 11, wherein the fairing assembly is limited in overall drag-inducing surface extension by limiting the fairing assembly itself to extend no further both upwards and downwards from the level of the critical elevation and no further both forward and rearward of the critical wheel surface and no further laterally distant apart from the critical wheel surface than to a combined extended disposition thereof so that when taken all together while the vehicle is operated at a normal highway speed under null wind conditions any further surface extension of the fairing assembly would further increase drag induced thereon beyond a critical amount to cause a vehicle propulsory counterforce to increase above an amount required when the fairing assembly is otherwise absent from the vehicle

wherein the vehicle propulsory counterforce is the propulsive force required to countervail an overall vehicle drag force consisting of a net wheel drag force directed upon the wheel assembly as magnified against the axle combined with a frame drag force induced solely from headwinds impinging upon the fairing assembly itself

and wherein the normal highway speed is the greater of one-half of the maximum nominal operating speed of the vehicle or of 60 km/h,

whereby any effective reduction in drag upon the wheel assembly as reflected through the vehicle frame and thereby countervailed by vehicle propulsive counterforces is not less than the offsetting effective vehicle drag induced by the fairing assembly itself being directly attached to the vehicle frame.

42. The apparatus of claim 11, wherein the wheel assembly is disposed on a forwardmost wheel of the vehicle wherein the forwardmost wheel is any forward or rearward wheel not preceded immediately ahead by another wheel disposed both in-line therewith and in sufficient proximity thereto wherein said immediately preceding wheel would thereby deflect the headwind from otherwise impinging substantially unimpeded directly upon a forward-facing upper circumferential portion of said major primary vehicle-drag-inducing portion of the wheel assembly.

43. The apparatus of claim 34, wherein the vehicle is a cycle.

44. The apparatus of claim 42, wherein the wheel assembly is disposed on a rearward wheel of the vehicle.

45. The apparatus of claim 34, wherein the vehicle is a motor vehicle comprising at least three wheels.

12. A method for reducing propulsory counterforces required to countervail drag-induced resistive forces upon a terrestrial vehicle employing a wheel assembly exposed to a headwind impinging substantially unimpeded thereon wholly above a level of an axis of an axle of the wheel assembly directly upon a major primary vehicle-drag-inducing portion of the wheel assembly while the vehicle is in forward motion under a range of external headwind conditions including null wind conditions, comprising:

forming a wheel fairing assembly;

attaching the fairing assembly directly to a nonrotatable structural member wherein the nonrotatable structural member is a frame or a body of the vehicle;

arranging the fairing assembly wherein the wheel assembly is disposed on a forwardmost wheel of the vehicle wherein the forwardmost wheel is any forward or rearward wheel not preceded immediately ahead by another wheel disposed both in-line therewith and in sufficient proximity thereto wherein said immediately preceding wheel would thereby deflect the headwind from otherwise impinging substantially unimpeded directly upon a forward-facing upper circumferential portion of said major primary vehicle-drag-inducing portion of the wheel assembly;

arranging the fairing assembly wherein the vehicle is a motor vehicle comprising at least three wheels;

arranging the fairing assembly to be disposed immediately adjacent to the wheel assembly above the level of the axis of the axle;

arranging the fairing assembly to have a critical portion thereof disposed immediately adjacent to a critical vehicle-drag-inducing wheel surface of the wheel assembly;

arranging the fairing assembly wherein the critical vehicle-drag-inducing wheel surface consists of a primary drag-inducing portion of a major upper drag-inducing surface of the wheel assembly that is located forward of the axle while also being centered about the level of a critical elevation that is itself centered in elevation about the major upper drag-inducing surface;

arranging the fairing assembly wherein the critical portion thereof spans across the level of the critical elevation;

arranging the fairing assembly wherein the critical elevation is positioned not lower than a level in elevation above the ground equal to 75 percent of the outer diameter of the wheel assembly;

arranging the fairing assembly wherein the critical wheel surface extends downwards nowhere lower than a minimum level in elevation above the ground equal to 60 percent of the outer diameter of the wheel assembly;

arranging the fairing assembly to extend downwards nowhere lower than a lowermost level in elevation above the ground equal to 51 percent of the outer diameter of the wheel assembly;

arranging the fairing assembly to comprise a streamlined fender disposed proximally adjacent to both circumferential and sidewall surfaces of a tire of the wheel assembly;

arranging the streamlined fender to extend circumferentially both forwards and rearwards from a topmost location thereof that is positioned directly above the axle;

arranging the streamlined fender to further extend from the topmost location circumferentially both forward and downwards across the critical elevation to at least a forward level positioned both not lower than the lowermost level and also not higher than the lower of either a downward level required for the combined streamlined fender and fairing assembly to thereby shield any otherwise substantially headwind-exposed forward-facing circumferential portion of the tire that is positioned wholly above a medial level located above the minimum level a distance equal to 65 percent of the distance in-between the critical elevation and the minimum level or of an intermediate level located at the level of a radially innermost portion of an outer rim of the wheel assembly while said radially innermost outer rim portion is itself disposed at a most elevated position located directly above the axle;

arranging the streamlined fender to further extend from the topmost location circumferentially rearward to a location positioned substantially behind the topmost location and to extend downwards not lower than a level positioned at the higher of either the forward level or the medial level while also being disposed immediately adjacent to a substantial portion of uppermost surfaces of the critical wheel surface that are located rearward of the axle;

arranging the streamlined fender to comprise a lateral side portion thereof that is itself disposed on a lateral side of the wheel assembly wherein each of any otherwise exposed lateral sides of the wheel assembly has one said lateral side portion disposed thereon;

arranging the lateral side portion to comprise a portion of the critical portion of the fairing assembly;

arranging the lateral side portion to extend along the circumferential length of the streamlined fender while further extending from circumferentially aligned surfaces that are located along the circumferential length of the streamlined fender to substantially radially inward toward the axle;

arranging the lateral side portion itself to be disposed proximally adjacent to a major portion of otherwise exposed forward upper tire sidewall surfaces that are located on the same corresponding lateral side of the wheel assembly wherein the headwind is diverted around a major portion of otherwise exposed forward upper tire sidewall surfaces that are positioned forward of the axle above the medial level by the headwind instead being further diverted by impinging upon surfaces of the lateral side portion positioned immediately adjacent thereto;

arranging the lateral side portion to be further disposed wherein the headwind is diverted around a substantial portion of upper tire sidewall surfaces that are positioned radially outward proximate to outermost circumferential surfaces of the tire by the headwind instead being further diverted by impinging upon surfaces of the lateral side portion positioned immediately adjacent thereto;

arranging the lateral side portion to be further disposed wherein tire sidewall surfaces that are located within the critical wheel surface of said otherwise exposed major forward upper tire sidewall surface portion on each otherwise exposed upper lateral side of the wheel assembly remain shielded from the diverted headwind otherwise impinging thereon by the headwind instead being further diverted by impinging upon surfaces of the lateral side portion positioned immediately adjacent thereto;

arranging the lateral side portion to extend radially inward toward the axle nowhere further than the radially inward extent of radially innermost tire surfaces wherein inward wheel surfaces positioned radially inside radially innermost tire surfaces remain substantially exposed to headwinds impinging thereon;

arranging the streamlined fender to be further disposed so that taken all together otherwise exposed forward-facing upper circumferential tire surfaces positioned within the critical wheel surface remain substantially shielded from the headwind otherwise impinging thereon by the streamlined fender;

arranging the fairing assembly wherein the headwind impinges thereon and wherein the headwind is diverted from impinging upon an otherwise exposed portion of the critical wheel surface to flow laterally around a lateral upper side of the wheel assembly or above the wheel assembly and further wherein the headwind is nowhere diverted downwards by impinging upon the fairing assembly; and

arranging the fairing assembly to be limited in overall drag-inducing surface extension by the fairing assembly itself extending no further both upwards and downwards from the level of the critical elevation and no further both forward and rearward of the critical wheel surface and no further laterally distant apart from the critical wheel surface than to a combined extended disposition thereof so that when taken all together while the vehicle is operated at a normal highway speed under null wind conditions any further surface extension of the fairing assembly would further increase drag induced thereon beyond a critical amount to cause a vehicle propulsory counterforce to increase above an amount required when the fairing assembly is otherwise absent from the vehicle

wherein the vehicle propulsory counterforce is the propulsive force required to countervail an overall vehicle drag force consisting of a net wheel drag force directed upon the wheel assembly as magnified against the axle combined with a frame drag force induced solely from headwinds impinging upon the fairing assembly itself

and wherein the normal highway speed is the greater of one-half of the maximum nominal operating speed of the vehicle or of 60 km/h,

whereby any effective reduction in drag upon the wheel assembly as reflected through the vehicle frame and thereby countervailed by vehicle propulsive counterforces is not less than the offsetting effective vehicle drag induced by the fairing assembly itself being directly attached to the vehicle frame.

13. The method of claim 12, wherein the fairing assembly is arranged to sufficiently extend no further downwards and no further forward and rearward of the wheel assembly than to an optimal combined extended disposition thereof so that when taken all together while the vehicle is operated at the normal highway speed under null wind conditions the vehicle propulsory counterforce is minimized.

14. The method of claim 12, wherein the lowermost level is at an elevation above the ground equal to 65 percent of the outer diameter of said wheel assembly.

15. A wind-diverting apparatus for reducing propulsory counterforces required to countervail drag-induced resistive forces upon a terrestrial vehicle employing a wheel assembly exposed to a headwind impinging substantially unimpeded thereon wholly above a level of an axis of an axle of the wheel assembly directly upon a major primary vehicle-drag-inducing portion of the wheel assembly while the vehicle is in forward motion under a range of external headwind conditions including null wind conditions, comprising:

a wheel fairing assembly attached directly to a nonrotatable structural member wherein the nonrotatable structural member is a frame or a body of the vehicle;

the wheel assembly being disposed on a forwardmost wheel of the vehicle wherein the forwardmost wheel is any forward or rearward wheel not preceded immediately ahead by another wheel disposed both in-line therewith and in sufficient proximity thereto wherein said immediately preceding wheel would thereby deflect the headwind from otherwise impinging substantially unimpeded directly upon a forward-facing upper circumferential portion of said major primary vehicle-drag-inducing portion of the wheel assembly;

the fairing assembly being disposed immediately adjacent to the wheel assembly above the level of the axis of the axle;

a critical portion of the fairing assembly being disposed immediately adjacent to a critical vehicle-drag-inducing wheel surface of the wheel assembly;

the critical vehicle-drag-inducing wheel surface comprising a primary drag-inducing portion of a major upper drag-inducing surface of the wheel assembly that is located forward of the axle while also being centered about the level of a critical elevation that is itself centered in elevation about the major upper drag-inducing surface;

the critical portion of the fairing assembly spanning across the level of the critical elevation;

the critical elevation being positioned not lower than a level in elevation above the ground equal to 75 percent of the outer diameter of the wheel assembly;

the critical wheel surface extending downwards nowhere lower than a minimum level in elevation above the ground equal to 60 percent of the outer diameter of the wheel assembly;

the fairing assembly extending downwards nowhere lower than a lowermost level in elevation above the ground equal to 51 percent of the outer diameter of the wheel assembly;

the fairing assembly comprising a streamlined fender disposed proximally adjacent to both circumferential and sidewall surfaces of a tire of the wheel assembly;

the streamlined fender extending circumferentially both forwards and rearwards from a topmost location thereof that is positioned directly above the axle;

the streamlined fender further extending from the topmost location circumferentially both forward and downwards across the critical elevation to at least a forward level positioned both not lower than the lowermost level and also not higher than the lower of either a downward level required for the combined streamlined fender and fairing assembly to thereby shield any otherwise substantially headwind-exposed forward-facing circumferential portion of the tire that is positioned wholly above a medial level located above the minimum level a distance equal to 65 percent of the distance in-between the critical elevation and the minimum level or of an intermediate level located at the level of a radially innermost portion of an outer rim of the wheel assembly while said radially innermost outer rim portion is itself disposed at a most elevated position located directly above the axle;

the streamlined fender being further disposed to extend from the topmost location circumferentially rearward to a location positioned substantially behind the topmost location and to extend downwards not lower than a level positioned at the higher of either the forward level or the medial level while also being disposed immediately adjacent to a substantial portion of uppermost surfaces of the critical wheel surface that are located rearward of the axle;

the streamlined fender comprising a lateral side portion thereof that is itself disposed on a lateral side of the wheel assembly wherein each of any otherwise exposed lateral sides of the wheel assembly has one said lateral side portion disposed thereon;

the lateral side portion comprising a portion of the critical portion of the fairing assembly;

the lateral side portion extending along the circumferential length of the streamlined fender while further extending from circumferentially aligned surfaces that are located along the circumferential length of said streamlined fender to substantially radially inward toward the axle;

the lateral side portion itself being disposed wholly proximally adjacent to a major portion of otherwise exposed forward upper tire sidewall surfaces that are located on the same corresponding lateral side of the wheel assembly wherein the headwind is diverted around a major portion of otherwise exposed forward upper tire sidewall surfaces that are positioned forward of the axle above the medial level by the headwind instead being further diverted by impinging upon surfaces of the lateral side portion positioned immediately adjacent thereto;

the lateral side portion being further disposed so that the headwind is diverted around a substantial portion of upper tire sidewall surfaces that are positioned radially outward proximate to outermost circumferential surfaces of the tire by the headwind instead being further diverted by impinging upon surfaces of the lateral side portion positioned immediately adjacent thereto;

the lateral side portion being further disposed wherein tire sidewall surfaces located within said critical wheel surface of said otherwise exposed major forward upper tire sidewall surface portion on each otherwise exposed upper lateral side of the wheel assembly remain shielded from the diverted headwind otherwise impinging thereon by the headwind instead being further diverted by impinging upon surfaces of the lateral side portion positioned immediately adjacent thereto;

the lateral side portion extending radially inwards toward the axle nowhere further than the radially inward extent of radially innermost tire surfaces wherein inward wheel surfaces positioned radially inside radially innermost tire surfaces remain substantially exposed to headwinds impinging thereon;

the streamlined fender being further disposed so that taken all together otherwise exposed forward-facing upper circumferential tire surfaces positioned within the critical wheel surface remain substantially shielded from the headwind otherwise impinging thereon by the streamlined fender; and

the fairing assembly being disposed so that the headwind impinges thereon wherein the headwind is diverted from impinging upon an otherwise exposed portion of the critical wheel surface to flow laterally around a lateral upper side of the wheel assembly or above the wheel assembly and wherein the headwind is nowhere diverted downwards by impinging upon the fairing assembly.

35. The apparatus of claim 15, further comprising:

the lowermost level being positioned at the minimum level; and

the fairing assembly being limited in overall drag-inducing surface extension by the fairing assembly itself being disposed to extend no further both upwards and downwards from the level of the critical elevation and no further both forward and rearward of the critical wheel surface and no further laterally distant apart from the critical wheel surface than to a combined extended disposition thereof so that when taken all together while the vehicle is operated at a normal highway speed under null wind conditions any further surface extension of the fairing assembly would further increase drag induced thereon beyond a critical amount to cause a vehicle propulsory counterforce to increase above an amount required when the fairing assembly is otherwise absent from the vehicle

wherein the vehicle propulsory counterforce is the propulsive force required to countervail an overall vehicle drag force consisting of a net wheel drag force directed upon the wheel assembly as magnified against the axle combined with a frame drag force induced solely from headwinds impinging upon the fairing assembly itself

and wherein the normal highway speed is the greater of one-half of the maximum nominal operating speed of the vehicle or of 60 km/h,

whereby any effective reduction in drag upon the wheel assembly as reflected through the vehicle frame and thereby countervailed by vehicle propulsive counterforces is not less than the offsetting effective vehicle drag induced by the fairing assembly itself being directly attached to the vehicle frame.

36. The apparatus of claim 35, wherein the vehicle is a cycle.

16. A method for reducing propulsory counterforces required to countervail drag-induced resistive forces upon a terrestrial vehicle employing a wheel assembly exposed to a headwind impinging substantially unimpeded thereon wholly above a level of an axis of an axle of the wheel assembly directly upon a major primary vehicle-drag-inducing portion of the wheel assembly while the vehicle is in forward motion under a range of external headwind conditions including null wind conditions, comprising:

forming a wheel fairing assembly;

attaching the fairing assembly directly to a nonrotatable structural member wherein the nonrotatable structural member is a frame or a body of the vehicle;

arranging the fairing assembly wherein the wheel assembly is disposed on a forwardmost wheel of the vehicle wherein the forwardmost wheel is any forward or rearward wheel not preceded immediately ahead by another wheel disposed both in-line therewith and in sufficient proximity thereto wherein-said immediately preceding wheel would thereby deflect the headwind from otherwise impinging substantially unimpeded directly upon a forward-facing upper circumferential portion of said major primary vehicle-drag-inducing portion of the wheel assembly;

arranging the fairing assembly wherein the vehicle is a motor vehicle comprising at least three wheels;

arranging the fairing assembly to be disposed immediately adjacent to the wheel assembly above the level of the axis of the axle;

arranging the fairing assembly to have a critical portion thereof disposed immediately adjacent to a critical vehicle-drag-inducing wheel surface of the wheel assembly;

arranging the fairing assembly wherein the critical vehicle-drag-inducing wheel surface consists of a primary drag-inducing portion of a major upper drag-inducing surface of the wheel assembly that is located forward of the axle while also being centered about the level of a critical elevation that is itself centered in elevation about the major upper drag-inducing surface;

arranging the fairing assembly wherein the critical portion thereof spans across the level of the critical elevation;

arranging the fairing assembly wherein the critical elevation is positioned not lower than a level in elevation above the ground equal to 75 percent of the outer diameter of the wheel assembly;

arranging the fairing assembly wherein the critical wheel surface extends downwards nowhere lower than a minimum level in elevation above the ground equal to 65 percent of the outer diameter of the wheel assembly;

arranging the fairing assembly to extend downwards nowhere lower than a lowermost level;

arranging the fairing assembly to comprise a combined streamlined fender and fairing assembly disposed proximally adjacent to both circumferential and sidewall surfaces of a tire of the wheel assembly;

arranging the combined streamlined fender and fairing assembly to extend circumferentially both forwards and rearwards from a topmost location thereof that is positioned directly above the axle;

arranging the combined streamlined fender and fairing assembly to further extend from the topmost location circumferentially both forward and downwards across the critical elevation to at least a forward level positioned both not lower than the lowermost level and also not higher than the lower of either a downward level required for the combined streamlined fender and fairing assembly to thereby shield any otherwise substantially headwind-exposed forward-facing circumferential portion of the tire that is positioned wholly above a medial level located above the minimum level a distance equal to 75 percent of the distance in-between the critical elevation and the minimum level or of an intermediate level located at the level of a radially innermost portion of an outer rim of the wheel assembly while said radially innermost outer rim portion is itself disposed at a most elevated position located directly above the axle;

arranging the combined streamlined fender and fairing assembly to further extend from the topmost location circumferentially rearward to a location positioned substantially behind the topmost location and to extend downwards not lower than the forward level while also being disposed immediately adjacent to a substantial portion of uppermost surfaces of the critical wheel surface that are located rearward of the axle;

arranging the combined streamlined fender and fairing assembly to comprise a lateral side portion thereof that is itself disposed on a lateral side of the wheel assembly wherein each of any otherwise exposed lateral sides of the wheel assembly has one said lateral side portion disposed thereon;

arranging the lateral side portion to comprise a portion of the critical portion of the fairing assembly;

arranging the lateral side portion to extend along the circumferential length of the combined streamlined fender and fairing assembly while further extending from circumferentially aligned surfaces that are located along the circumferential length of the combined streamlined fender and fairing assembly to substantially radially inward toward the axle;

arranging the lateral side portion itself to be disposed proximally adjacent to a major portion of otherwise exposed forward upper tire sidewall surfaces that are located on the same corresponding lateral side of the wheel assembly wherein the headwind is diverted around a major portion of otherwise exposed forward upper tire sidewall surfaces that are positioned forward of the axle above the medial level by the headwind instead being further diverted by impinging upon surfaces of the lateral side portion positioned immediately adjacent thereto;

arranging the lateral side portion to be further disposed wherein the headwind is diverted around a substantial portion of upper tire sidewall surfaces that are positioned radially outward proximate to outermost circumferential surfaces of the tire by the headwind instead being further diverted by impinging upon surfaces of the lateral side portion positioned immediately adjacent thereto;

arranging the lateral side portion to be further disposed wherein tire sidewall surfaces that are located within the critical wheel surface of said otherwise exposed major forward upper tire sidewall surface portion on each otherwise exposed upper lateral side of the wheel assembly remain shielded from the diverted headwind otherwise impinging thereon by the headwind instead being further diverted by impinging upon surfaces of the lateral side portion positioned immediately adjacent thereto;

arranging the lateral side portion to extend radially inward toward the axle substantially further than the radially inward extent of radially innermost tire surfaces wherein uppermost tire sidewall surfaces and uppermost inner wheel surfaces positioned radially inside radially innermost tire surfaces both remain shielded from the diverted headwind otherwise impinging thereon by the combined streamlined fender and fairing assembly;

arranging the combined streamlined fender and fairing assembly to be further disposed so that taken all together otherwise exposed forward-facing upper circumferential tire surfaces positioned within the critical wheel surface remain substantially shielded from the headwind otherwise impinging thereon by the combined streamlined fender and fairing assembly;

arranging the fairing assembly wherein the headwind impinges thereon and wherein the headwind is diverted from impinging upon an otherwise exposed portion of the critical wheel surface to flow laterally around a lateral upper side of the wheel assembly or above the wheel assembly and further wherein the headwind is nowhere diverted downwards by impinging upon the fairing assembly; and

arranging the fairing assembly to be limited in overall drag-inducing surface extension by the fairing assembly itself extending no further both upwards and downwards from the level of the critical elevation and no further both forward and rearward of the critical wheel surface and no further laterally distant apart from the critical wheel surface than to a combined extended disposition thereof so that when taken all together while the vehicle is operated at a normal highway speed under null wind conditions any further surface extension of the fairing assembly would further increase drag induced thereon beyond a critical amount to cause a vehicle propulsory counterforce to increase above an amount required when the fairing assembly is otherwise absent from the vehicle wherein the vehicle propulsory counterforce is the propulsive force required to countervail an overall vehicle drag force consisting of a net wheel drag force directed upon the wheel assembly as magnified against the axle combined with a frame drag force induced solely from headwinds impinging upon the fairing assembly itself and wherein the normal highway speed is the greater of one-half of the maximum nominal operating speed of the vehicle or of 60 km/h, whereby any effective reduction in drag upon the wheel assembly as reflected through the vehicle frame and thereby countervailed by vehicle propulsive counterforces is not less than the offsetting effective vehicle drag induced by the fairing assembly itself being directly attached to the vehicle frame.

17. The method of claim 16, wherein the lowermost level is at an elevation above the ground equal to 51 percent of the outer diameter of the wheel assembly.

18. The method of claim 16, further comprising:

arranging the fairing assembly wherein the lowermost level is at an elevation above the ground equal to 52 percent of the outer diameter of the wheel assembly; and

arranging the fairing assembly to sufficiently extend no further downwards and no further forward and rearward of the wheel assembly than to an optimal combined extended disposition thereof so that when taken all together while the vehicle is operated at the normal highway speed under null wind conditions the vehicle propulsory counterforce is minimized.

19. The method of claim 16, wherein the forward level is at an elevation above the ground equal to 65 percent of the outer diameter of the wheel assembly.

20. A method for reducing propulsory counterforces required to countervail drag-induced resistive forces upon a terrestrial vehicle employing a wheel assembly exposed to a headwind impinging substantially unimpeded thereon wholly above a medial level of an axis of an axle of the wheel assembly directly upon a major primary vehicle-drag-inducing portion of the wheel assembly while the vehicle is in forward motion under a range of external headwind conditions including null wind conditions, comprising:

forming a wheel fairing assembly;

attaching the fairing assembly directly to a nonrotatable structural member wherein the nonrotatable structural member is a frame or a body of the vehicle;

arranging the fairing assembly wherein the wheel assembly is disposed on a forwardmost wheel of the vehicle wherein the forwardmost wheel is any forward or rearward wheel not preceded immediately ahead by another wheel disposed both in-line therewith and in sufficient proximity thereto wherein said immediately preceding wheel would thereby deflect the headwind from otherwise impinging substantially unimpeded directly upon said a forward-facing upper circumferential portion of said major primary vehicle-drag-inducing portion of the wheel assembly;

arranging the fairing assembly wherein the vehicle is a motor vehicle comprising at least three wheels;

arranging the fairing assembly to be disposed immediately adjacent to a forward-facing portion of a critical vehicle-drag-inducing wheel surface of the wheel assembly wherein the critical vehicle-drag-inducing wheel surface consists of a primary drag-inducing portion of a major upper drag-inducing surface of the wheel assembly that is located forward of the axle while also being centered about the level of a critical elevation that is itself centered in elevation about the major upper drag-inducing surface and wherein the forward-facing portion of the critical wheel surface consists of forward-facing circumferential surfaces of the wheel assembly that are located within the critical wheel surface;

arranging the fairing assembly wherein the critical elevation is positioned not lower than an intermediate level in elevation above the ground equal to 70 percent of the outer diameter of the wheel assembly;

arranging the fairing assembly wherein the critical wheel surface extends downwards nowhere lower than a minimum level that is itself not lower than a level in elevation above the ground equal to 60 percent of the outer diameter of the wheel assembly;

arranging the fairing assembly to comprise a streamlined wind-deflecting fairing disposed upstream immediately in front of forward-facing upper circumferential surfaces of the wheel assembly;

arranging the wind-deflecting fairing to have a critical portion thereof consisting of surfaces also thereof that are aligned directly upstream immediately adjacent to the forward-facing portion of the critical wheel surface;

arranging the critical portion of the wind-deflecting fairing to span laterally across a portion of the lateral width of the wheel assembly;

arranging the critical portion of the wind-deflecting fairing to be disposed above the minimum level and arranged to deflect a portion of the headwind to flow above the intermediate level;

arranging the wind-deflecting fairing to divert the headwind from otherwise impinging upon a portion of the forward-facing portion of the critical wheel surface that is itself located below the critical elevation to flow above or laterally around the wheel assembly wherein the headwind is nowhere diverted downwards by impinging upon any surfaces of the wind-deflecting fairing located above the critical elevation; and

arranging the wind-deflecting fairing to be limited in overall drag-inducing surface extension by the wind-deflecting fairing itself extending no further both upwards and downwards from the level of the critical elevation and no further both forward and rearward of the critical wheel surface and no further laterally distant apart from the critical wheel surface than to a combined extended disposition thereof so that when taken all together while the vehicle is operated at a normal highway speed under null wind conditions any further surface extension of the wind-deflecting fairing would further increase drag induced thereon beyond a critical amount to cause a vehicle propulsory counterforce to increase above an amount required when the wind-deflecting fairing is otherwise absent from the vehicle

wherein the vehicle propulsory counterforce is the propulsive force required to countervail an overall vehicle drag force consisting of a net wheel drag force directed upon the wheel assembly as magnified against the axle combined with a frame drag force induced solely from headwinds impinging upon the wind-deflecting fairing itself,

and wherein the normal highway speed is the greater of one-half of the maximum nominal operating speed of the vehicle or of 60 km/h,

whereby any effective reduction in drag upon the wheel assembly as reflected through the vehicle frame and thereby countervailed by vehicle propulsive counterforces is not less than the offsetting effective vehicle drag induced by the wind-deflecting fairing itself being directly attached to the vehicle frame.

21. The method of claim 20, wherein the wheel assembly is disposed on a front wheel of the vehicle.

22. The method of claim 21, wherein the fairing assembly is arranged for any surfaces of the fairing assembly that are aligned directly in front of the wheel assembly to extend downwards nowhere lower than the medial level.

23. The method of claim 21,

wherein the fairing assembly is arranged for any surfaces of the fairing assembly that are aligned directly in front of the wheel assembly to extend downwards nowhere lower than a lowermost level in elevation above the ground equal to 60 percent of the outer diameter of the wheel assembly.

24. The method of claim 20, wherein the wheel assembly is disposed on a rearward wheel of the vehicle.

25. The method of claim 24,

wherein the fairing assembly is arranged for any surfaces of the fairing assembly that are aligned directly in front of the wheel assembly to extend downwards nowhere lower than the medial level.

26. The method of claim 24,

wherein the fairing assembly is arranged for any surfaces of the fairing assembly that are aligned directly in front of the wheel assembly to extend downwards nowhere lower than a lowermost level in elevation above the ground equal to 60 percent of the outer diameter of the wheel assembly.

37. The method of claim 21, wherein the fairing assembly is disposed to sufficiently extend no further downwards and no further both forward and rearward of the wheel assembly than to an optimal combined extended disposition thereof so that when taken all together while the vehicle is operated at the normal highway speed under null wind conditions the vehicle propulsory counterforce is minimized.

38. The method of claim 24, wherein the fairing is disposed to sufficiently extend no further downwards and no further both forward and rearward of the wheel assembly than to an optimal combined extended disposition thereof so that when taken all together while the vehicle is operated at the normal highway speed under null wind conditions the vehicle propulsory counterforce is minimized.

76. The method of claim 20, further comprising:

wherein the vehicle is an open-wheel vehicle comprising four wheels;

wherein the forwardmost wheel is not preceded immediately ahead by another wheel disposed substantially aligned directly in front thereto;

arranging the wind-deflecting fairing wherein an upper portion thereof has sufficient surface extension wherein at least 15 percent of an upper forward-facing portion of the wheel assembly is aligned directly behind said upper fairing portion, said upper forward-facing portion consisting of circumferential surfaces of said wheel assembly that are positioned forward of the axle above the medial level and said upper fairing portion consisting of surfaces of said fairing disposed above the above the medial level;

arranging the wind-deflecting fairing wherein a lowermost portion of a lower forward-facing portion of the wheel assembly is substantially exposed to headwinds impinging thereon, said lower forward-facing portion consisting of circumferential surfaces of said wheel assembly that are positioned forward of the axle below the medial level and said lowermost portion thereof comprising surfaces thereof that are positioned at a lowermost level located at an elevation above the ground equal to 17.5 percent of the outer diameter of the wheel assembly; and

arranging the wind-deflecting fairing wherein a substantial portion of said lower forward-facing portion of the wheel assembly is substantially exposed to headwinds impinging thereon, said substantial portion of said lower forward-facing portion comprising at least 33 percent of said lower forward-facing portion, whereby both substantial critical high vehicle-drag-inducing upper wheel surfaces are substantially shielded from headwinds and substantial low vehicle-drag-inducing lower wheel surfaces are substantially exposed to headwinds.

77. The method of claim 20, further comprising:

wherein the vehicle is an open-wheel vehicle comprising four wheels;

wherein the wheel assembly is disposed on a rear wheel of the vehicle;

arranging the wind-deflecting fairing wherein an upper portion thereof has sufficient surface extension wherein at least 33 percent of an upper forward-facing portion of the wheel assembly is aligned directly behind said upper fairing portion, said upper forward-facing portion consisting of circumferential surfaces of said wheel assembly that are positioned forward of the axle above the medial level and said upper fairing portion consisting of surfaces of said fairing disposed above the above the medial level;

arranging the wind-deflecting fairing wherein the critical portion thereof comprises substantial wind-deflecting fairing surfaces disposed above an elevation equal to 75 percent of the outer diameter of the wheel assembly;

arranging the wind-deflecting fairing wherein a lowermost portion of a lower forward-facing portion of the wheel assembly is substantially exposed to headwinds impinging thereon, said lower forward-facing portion consisting of circumferential surfaces of said wheel assembly that are positioned forward of the axle below the medial level and said lowermost portion thereof comprising surfaces thereof that are positioned at a lowermost level located at an elevation above the ground equal to 22.5 percent of the outer diameter of the wheel assembly; and

arranging the wind-deflecting fairing wherein a substantial portion of said lower forward-facing portion of the wheel assembly is substantially exposed to headwinds impinging thereon, said substantial portion of said lower forward-facing portion comprising at least 33 percent of said lower forward-facing portion,

whereby both substantial critical high vehicle-drag-inducing upper wheel surfaces are substantially shielded from headwinds and substantial low vehicle-drag-inducing lower wheel surfaces are substantially exposed to headwinds.

27. A wind-diverting apparatus for reducing propulsory counterforces required to countervail drag-induced resistive forces upon a terrestrial vehicle employing a wheel assembly exposed to a headwind impinging substantially unimpeded thereon wholly above a medial level of an axis of an axle of the wheel assembly directly upon a major primary vehicle-drag-inducing portion of the wheel assembly while the vehicle is in forward motion under a range of external headwind conditions including null wind conditions, comprising:

a wheel fairing assembly attached directly to a nonrotatable structural member wherein the nonrotatable structural member is a frame or a body of the vehicle;

the wheel assembly disposed on a forwardmost wheel of the vehicle wherein the forwardmost wheel is any forward or rearward wheel not preceded immediately ahead by another wheel disposed both in-line therewith and in sufficient proximity thereto wherein-said immediately preceding wheel would thereby deflect the headwind from otherwise impinging substantially unimpeded directly upon a forward-facing upper circumferential portion of said major primary vehicle-drag-inducing portion of the wheel assembly;

the vehicle is a motor vehicle comprising at least three wheels;

the fairing assembly disposed immediately adjacent to a forward-facing portion of a critical vehicle-drag-inducing wheel surface of the wheel assembly wherein the forward-facing portion of the critical wheel surface consists of forward-facing circumferential surfaces of the wheel assembly that are located within the critical wheel surface;

the critical vehicle-drag-inducing wheel surface comprising a primary drag-inducing portion of a major upper drag-inducing surface of the wheel assembly that is located forward of the axle while also being centered about the level of a critical elevation that is itself centered in elevation about the major upper drag-inducing surface;

the critical elevation being positioned not lower than an intermediate level in elevation above the ground equal to 70 percent of the outer diameter of the wheel assembly;

the critical wheel surface extending downwards nowhere lower than a minimum level in elevation above the ground equal to 60 percent of the outer diameter of the wheel assembly;

the fairing assembly comprising a streamlined wind-deflecting fairing disposed directly upstream immediately in front of forward-facing upper circumferential surfaces of the wheel assembly;

the wind-deflecting fairing having a critical portion thereof consisting of surfaces also thereof that are aligned directly upstream immediately adjacent to the forward-facing portion of the critical wheel surface;

the critical portion of the wind-deflecting fairing spanning laterally across a major portion of the lateral width of the wheel assembly;

the critical portion of the wind-deflecting fairing disposed above the minimum level; and

the wind-deflecting fairing disposed to divert the headwind from otherwise impinging upon a portion of the forward-facing portion of the critical wheel surface that is itself located below the critical elevation to flow above or laterally around the wheel assembly wherein the headwind is nowhere diverted downwards by impinging upon any surfaces of the wind-deflecting fairing located above the critical elevation.

28. The apparatus of claim 27, further comprising any surfaces of the fairing assembly that are aligned directly in front of the wheel assembly extending downwards nowhere lower than an elevation above the ground equal to 51 percent of the outer diameter of the wheel assembly.

39. The apparatus of claim 27, wherein the fairing assembly is limited in overall drag-inducing surface extension by limiting the fairing assembly itself to extend no further both upwards and downwards from the level of the critical elevation and no further both forward and rearward of the critical wheel surface and no further laterally distant apart from the critical wheel surface than to a combined extended disposition thereof so that when taken all together while the vehicle is operated at a normal highway speed under null wind conditions any further surface extension of the fairing assembly would further increase drag induced thereon beyond a critical amount to cause a vehicle propulsory counterforce to increase above an amount required when the fairing assembly is otherwise absent from the vehicle

wherein the vehicle propulsory counterforce is the propulsive force required to countervail an overall vehicle drag force consisting of a net wheel drag force directed upon the wheel assembly as magnified against the axle combined with a frame drag force induced solely from headwinds impinging upon the fairing assembly itself

and wherein the normal highway speed is the greater of one-half of the maximum nominal operating speed of the vehicle or of 60 km/h,

whereby any effective reduction in drag upon the wheel assembly as reflected through the vehicle frame and thereby countervailed by vehicle propulsive counterforces is not less than the offsetting effective vehicle drag induced by the fairing assembly itself being directly attached to the vehicle frame.

40. The apparatus of claim 39, further comprising the fairing assembly extending downwards nowhere lower than a lowermost level in elevation above the ground equal to 60 percent of the outer diameter of the wheel assembly.

41. The apparatus of claim 28, wherein the wheel assembly is disposed on a front wheel of the vehicle.

78. The apparatus of claim 27, further comprising:

wherein the vehicle is an open-wheel vehicle comprising four wheels;

the forwardmost wheel is not preceded immediately ahead by another wheel disposed substantially aligned directly in front thereto;

an upper portion of the wind-deflecting fairing having sufficient surface extension thereof wherein at least 15 percent of an upper forward-facing portion of the wheel assembly is aligned directly behind said upper fairing portion, said upper forward-facing portion consisting of circumferential surfaces of said wheel assembly that are positioned forward of the axle above the medial level and said upper fairing portion consisting of surfaces of said fairing disposed above the above the medial level;

the wind-deflecting fairing disposed wherein a lowermost portion of a lower forward-facing portion of the wheel assembly is substantially exposed to headwinds impinging thereon, said lower forward-facing portion consisting of circumferential surfaces of said wheel assembly that are positioned forward of the axle below the medial level and said lowermost portion thereof comprising surfaces thereof that are positioned at a lowermost level located at an elevation above the ground equal to 17.5 percent of the outer diameter of the wheel assembly; and

the wind-deflecting fairing disposed wherein a substantial portion of said lower forward-facing portion of the wheel assembly is substantially exposed to headwinds impinging thereon, said substantial portion of said lower forward-facing portion comprising at least 33 percent of said lower forward-facing portion,

whereby both substantial critical high vehicle-drag-inducing upper wheel surfaces are substantially shielded from headwinds and substantial low vehicle-drag-inducing lower wheel surfaces are substantially exposed to headwinds.

79. The apparatus of claim 27, further comprising:

wherein the vehicle is an open-wheel vehicle comprising four wheels;

the wheel assembly disposed on a rear wheel of the vehicle;

an upper portion of the wind-deflecting fairing having sufficient surface extension thereof wherein at least 33 percent of an upper forward-facing portion of the wheel assembly is aligned directly behind said upper fairing portion, said upper forward-facing portion consisting of circumferential surfaces of said wheel assembly that are positioned forward of the axle above the medial level and said upper fairing portion consisting of surfaces of said fairing disposed above the above the medial level;

the critical portion of the wind-deflecting fairing comprising substantial wind-deflecting fairing surfaces disposed above an elevation equal to 75 percent of the outer diameter of the wheel assembly;

the wind-deflecting fairing disposed wherein a lowermost portion of a lower forward-facing portion of the wheel assembly is substantially exposed to headwinds impinging thereon, said lower forward-facing portion consisting of circumferential surfaces of said wheel assembly that are positioned forward of the axle below the medial level and said lowermost portion thereof comprising surfaces thereof that are positioned at a lowermost level located at an elevation above the ground equal to 22.5 percent of the outer diameter of the wheel assembly; and

the wind-deflecting fairing disposed wherein a substantial portion of said lower forward-facing portion of the wheel assembly is substantially exposed to headwinds impinging thereon, said substantial portion of said lower forward-facing portion comprising at least 33 percent of said lower forward-facing portion,

whereby both substantial critical high vehicle-drag-inducing upper wheel surfaces are substantially shielded from headwinds and substantial low vehicle-drag-inducing lower wheel surfaces are substantially exposed to headwinds.

29. A method for reducing propulsory counterforces required to countervail drag-induced resistive forces upon a terrestrial vehicle employing a wheel assembly exposed to a headwind impinging substantially unimpeded thereon wholly above a level of an axis of an axle of the wheel assembly directly upon a major primary vehicle-drag-inducing portion of the wheel assembly while the vehicle is in forward motion under a range of external headwind conditions including null wind conditions, comprising:

forming a wheel fairing assembly;

attaching the fairing assembly directly to a nonrotatable structural member wherein the nonrotatable structural member is a frame or a body of the vehicle;

arranging the fairing assembly to be disposed on a rearward wheel of the vehicle;

arranging the fairing assembly wherein the vehicle is a cycle;

arranging the fairing assembly to be disposed immediately adjacent to the wheel assembly above the level of the axis of the axle;

arranging the fairing assembly to have a critical portion thereof disposed immediately adjacent to a critical vehicle-drag-inducing wheel surface of the wheel assembly;

arranging the fairing assembly wherein the critical vehicle-drag-inducing wheel surface consists of a primary drag-inducing portion of a major upper drag-inducing surface of the wheel assembly that is located forward of the axle while also being centered about the level of a critical elevation that is itself centered in elevation about the major upper drag-inducing surface;

arranging the fairing assembly wherein the critical portion thereof spans across the level of the critical elevation;

arranging the fairing assembly wherein the critical elevation is positioned not lower than a level in elevation above the ground equal to 75 percent of the outer diameter of the wheel assembly;

arranging the fairing assembly wherein the critical wheel surface extends downwards nowhere lower than a minimum level in elevation above the ground equal to 65 percent of the outer diameter of the wheel assembly;

arranging the fairing assembly to extend downwards nowhere lower than a lowermost level wherein the lowermost level is centered midway in-between the minimum level and the axis of the axle;

arranging the fairing assembly to comprise a combined streamlined fender and fairing assembly disposed proximally adjacent to both circumferential and sidewall surfaces of a tire of the wheel assembly;

arranging the combined streamlined fender and fairing assembly to extend circumferentially both forwards and rearwards from a topmost location thereof that is positioned directly above the axle;

arranging the combined streamlined fender and fairing assembly to further extend from the topmost location circumferentially both forward and downwards across the critical elevation to at least a forward level positioned both not lower than the lowermost level and also no higher than the lower of either a downward level required for the combined streamlined fender and fairing assembly to thereby shield any otherwise substantially headwind-exposed forward-facing circumferential portion of the tire that is positioned wholly above a medial level located above the minimum level a distance equal to 75 percent of the distance in-between the critical elevation and the minimum level or of an intermediate level located at the level of a radially innermost portion of an outer rim of the wheel assembly while said radially innermost outer rim portion is itself disposed at a most elevated position located directly above the axle;

arranging the combined streamlined fender and fairing assembly to further extend from the topmost location circumferentially rearward to a location positioned substantially behind the topmost location and to extend downwards not lower than the forward level while also being disposed immediately adjacent to a substantial portion of uppermost surfaces of the critical wheel surface that are located rearward of the axle;

arranging the combined streamlined fender and fairing assembly to comprise a lateral side portion thereof that is itself disposed on a lateral side of the wheel assembly wherein each of any otherwise exposed lateral sides of the wheel assembly has one said lateral side portion disposed thereon;

arranging the lateral side portion to comprise a portion of the critical portion of the fairing assembly;

arranging the lateral side portion to extend along the circumferential length of the combined streamlined fender and fairing assembly while further extending from circumferentially aligned surfaces that are located along the circumferential length of the combined streamlined fender and fairing assembly to substantially radially inward toward the axle;

arranging the lateral side portion itself to be disposed proximally adjacent to a major portion of otherwise exposed forward upper tire sidewall surfaces that are located on the same corresponding lateral side of the wheel assembly wherein the headwind is diverted around a major portion of otherwise exposed forward upper tire sidewall surfaces that are positioned forward of the axle above the medial level by the headwind instead being further diverted by impinging upon surfaces of the lateral side portion positioned immediately adjacent thereto;

arranging the lateral side portion to be further disposed wherein the headwind is diverted around a substantial portion of upper tire sidewall surfaces that are positioned radially outward proximate to outermost circumferential surfaces of the tire by the headwind instead being further diverted by impinging upon surfaces of the lateral side portion positioned immediately adjacent thereto;

arranging the lateral side portion to be further disposed wherein tire sidewall surfaces that are located within the critical wheel surface of said otherwise exposed major forward upper tire sidewall surface portion on each otherwise exposed upper lateral side of the wheel assembly remain shielded from the diverted headwind otherwise impinging thereon by the headwind instead being further diverted by impinging upon surfaces of the lateral side portion positioned immediately adjacent thereto;

arranging the lateral side portion to extend radially inward toward the axle substantially further than the radially inward extent of radially innermost tire surfaces wherein uppermost tire sidewall surfaces and uppermost inner wheel surfaces positioned radially inside radially innermost tire surfaces both remain shielded from the diverted headwind otherwise impinging thereon by the combined streamlined fender and fairing assembly;

arranging the combined streamlined fender and fairing assembly to be further disposed so that taken all together otherwise exposed forward-facing upper circumferential tire surfaces positioned within the critical wheel surface remain substantially shielded from the headwind otherwise impinging directly thereon;

arranging the fairing assembly wherein the headwind impinges thereon and wherein the headwind is diverted from impinging upon an otherwise exposed portion of the critical wheel surface to flow laterally around a lateral upper side of the wheel assembly or above the wheel assembly and further wherein the headwind is nowhere diverted downwards by impinging upon the fairing assembly; and

arranging the fairing assembly to be limited in overall drag-inducing surface extension by the fairing assembly itself extending no further both upwards and downwards from the level of the critical elevation and no further both forward and rearward of the critical wheel surface and no further laterally distant apart from the critical wheel surface than to a combined extended disposition thereof so that when taken all together while the vehicle is operated at a normal highway speed under null wind conditions any further surface extension of the fairing assembly would further increase drag induced thereon beyond a critical amount to cause a vehicle propulsory counterforce to increase above an amount required when the fairing assembly is otherwise absent from the vehicle

wherein the vehicle propulsory counterforce is the propulsive force required to countervail an overall vehicle drag force consisting of a net wheel drag force directed upon the wheel assembly as magnified against the axle combined with a frame drag force induced solely from headwinds impinging upon the fairing assembly itself

and wherein the normal highway speed is the greater of one-half of the maximum nominal operating speed of the vehicle or of 60 km/h,

whereby any effective reduction in drag upon the wheel assembly as reflected through the vehicle frame and thereby countervailed by vehicle propulsive counterforces is not less than the offsetting effective vehicle drag induced by the fairing assembly itself being directly attached to the vehicle frame.

30. The method of claim 29, wherein the lowermost level is at an elevation above the ground equal to 65 percent of the outer diameter of the wheel assembly.

31. The method of claim 30, wherein the fairing assembly is arranged to sufficiently extend no further downwards and no further forward and rearward of the wheel assembly than to an optimal combined extended disposition thereof so that when taken all together while the vehicle is operated at the normal highway speed under null wind conditions the vehicle propulsory counterforce is minimized.

32. The method of claim 29, wherein the forward level is at an elevation above the ground equal to 70 percent of the outer diameter of the wheel assembly.

46. A combination of a terrestrial vehicle employing a wheel assembly exposed to a headwind impinging substantially unimpeded thereon wholly above a level of an axis of an axle of the wheel assembly directly upon a major primary vehicle- drag-inducing portion of a tire of the wheel assembly while the vehicle is in forward motion under a range of external headwind conditions including null wind conditions and a wind-shielding fairing for reducing vehicle propulsory counterforces wherein:

the wind-shielding wheel fairing diverts the headwind from otherwise impinging substantially unimpeded upon an otherwise exposed portion of a critical vehicle- drag-inducing wheel surface comprising a primary drag-inducing portion of a major upper drag-inducing surface of the wheel assembly that is located forward of the axle while also being centered about the level of a critical elevation that is itself centered in elevation about the major upper drag-inducing surface;

the wheel assembly being disposed on a forwardmost wheel of the vehicle wherein the forwardmost wheel is any forward or rearward wheel not preceded immediately ahead by another wheel disposed both in-line therewith and in sufficient proximity thereto wherein said immediately preceding wheel would thereby deflect the headwind from otherwise impinging substantially unimpeded upon forward-facing upper circumferential tire surfaces of the wheel assembly that consist of any portion of said major primary vehicle-drag-inducing portion;

the wind-shielding wheel fairing diverts the headwind from otherwise impinging on an otherwise exposed forward-facing portion of the critical wheel surface located above a medial level centered midway between the critical elevation and the axis of the axle to flow only either above the wheel assembly or laterally around a lateral side the wheel assembly; and

any drag force directed against a frame or the body of the vehicle that is induced by the wind-shielding wheel fairing itself in diverting headwinds is sufficiently limited in magnitude that while the vehicle is operated at a normal highway speed under null headwind conditions said wheel fairing diverts a sufficient portion of the headwind needed to provide sufficiently reduced drag on the critical wheel surface wherein a vehicle propulsory counterforce is reduced in comparison to that at which said wheel fairing were otherwise absent from said combination of the vehicle and the fairing, wherein the vehicle propulsory counterforce is the propulsive force required to countervail an overall vehicle drag force consisting of a net wheel drag force directed upon the wheel assembly as magnified against the axle and thereby as directed against the vehicle frame combined with an effective vehicle frame drag force induced by said wheel fairing itself in diverting headwinds and wherein the normal highway speed for the vehicle is the greater of one-half of the maximum nominal operating speed of the vehicle or of 60 km/h.

47. The combination of claim 46 wherein the wheel assembly is disposed on a front wheel of the vehicle.

48. The combination of claim 46 wherein the wind-shielding wheel fairing itself diverting solely a necessary but sufficient lower portion of the headwind otherwise impinging wheel surfaces located below the critical elevation required to provide sufficiently reduced drag on the wheel assembly to thereby minimize the vehicle propulsory counterforce when the vehicle is operated at the normal highway speed under null wind conditions.

49. The combination of claim 47 wherein the wind-shielding wheel fairing itself diverting solely a necessary but sufficient lower portion of the headwind otherwise impinging wheel surfaces located below the critical elevation required to provide sufficiently reduced drag on the wheel assembly to thereby minimize the vehicle propulsory counterforce when the vehicle is operated at the normal highway speed under null wind conditions.

50. The combination of claim 49 wherein the vehicle is a motor vehicle comprising at least three wheels.

51. The combination of claim 46 wherein on each otherwise exposed lateral side of the wheel assembly the wind-shielding wheel fairing diverting the headwind from otherwise impinging on a major portion of upper tire sidewall surfaces located within the critical wheel surface.

52. The combination of claim 47 wherein on each otherwise exposed lateral side of the wheel assembly the wind-shielding wheel fairing diverting the headwind from otherwise impinging on a major portion of upper tire sidewall surfaces located within the critical wheel surface.

53. The combination of claim 48 wherein on each otherwise exposed lateral side of the wheel assembly the wind-shielding wheel fairing diverting the headwind from otherwise impinging on a major portion of upper tire sidewall surfaces located within the critical wheel surface.

54. The combination of claim 49 wherein on each otherwise exposed lateral side of the wheel assembly the wind-shielding wheel fairing diverting the headwind from otherwise impinging on a major portion of upper tire sidewall surfaces located within the critical wheel surface.

55. A wind-diverting apparatus for reducing aerodynamic drag upon a terrestrial wheeled vehicle, said vehicle having a forwardmost wheel assembly otherwise exposed to a headwind impinging substantially unimpeded thereon wholly above a level of an axis of an axle of the wheel assembly, comprising:

wherein the forwardmost wheel assembly is disposed on a forwardmost wheel of the vehicle wherein the forwardmost wheel is any forward or rearward wheel not preceded immediately ahead by another wheel disposed both in-line therewith and in sufficient proximity thereto wherein said immediately preceding wheel would thereby deflect the headwind from otherwise impinging substantially unimpeded directly upon a forward-facing upper circumferential portion of a major primary vehicle-drag-inducing portion of the wheel assembly, wherein said major primary vehicle-drag-inducing portion comprises major upper drag-inducing surfaces of the wheel assembly;

a streamlined fender attached directly to a nonrotatable structural member wherein the nonrotatable structural member is a frame or a body of the vehicle;

the fender being disposed proximally adjacent to both upper circumferential and sidewall surfaces of a tire of the otherwise exposed wheel assembly, wherein said upper circumferential and sidewall tire surfaces are located above the level of the axis of the axle;

a critical portion of the fender being disposed immediately adjacent to an elevated portion of the wheel assembly, said elevated portion consisting of both lateral tire sidewall surfaces and forward-facing circumferential surfaces of the wheel assembly that are located above an intermediate level in elevation above the ground wherein said intermediate level is located at the level of a radially innermost portion of an outer rim of the wheel assembly while said radially innermost outer rim portion is itself disposed directly above the axle;

the critical portion of the fender spanning from a level in elevation above the ground that is located above the wheel assembly to downwards to at least the intermediate level;

the fender extending downwards to not lower than a lowermost level located at an elevation above the ground equal to 51 percent of the outer diameter of the wheel assembly;

the fender extending circumferentially both forwards and rearwards from a topmost location thereof that is positioned directly above the axle;

the fender further extending from the topmost location circumferentially both forward and downwards to at least a forward level located not higher in elevation above the ground than the intermediate level;

the fender being disposed to extend from the topmost location circumferentially rearward to a location positioned substantially behind the topmost location and to extend downwards not lower than a medial level while also being disposed immediately adjacent to a substantial portion of said upper circumferential and sidewall tire surfaces that are located rearward of the axle, wherein the medial level is located at an elevation above the ground equal to 70 percent of the outer diameter of the wheel assembly;

the fender comprising a lateral side portion thereof that is itself disposed on a lateral side of the wheel assembly wherein each of any otherwise exposed lateral sides of the wheel assembly has one said lateral side portion disposed thereon;

the lateral side portion comprising a portion of the critical portion of the fender;

the lateral side portion extending along the circumferential length of the fender while further extending from circumferentially aligned surfaces that are located along the circumferential length of the fender to substantially radially inward toward the axle;

the lateral side portion itself being disposed wholly proximally adjacent to a major portion of otherwise exposed forward upper tire sidewall surfaces that are located on the respective lateral side of the wheel assembly wherein the headwind is diverted around a respective major portion of otherwise exposed forward upper tire sidewall surfaces that are positioned forward of the axle above the medial level by the headwind instead being further diverted by impinging upon surfaces of the respective lateral side portion positioned immediately adjacent thereto;

the lateral side portion being further disposed so that the headwind is diverted around a substantial portion of upper tire sidewall surfaces that are positioned radially outward proximate to outermost circumferential surfaces of the tire by the headwind instead being further diverted by impinging upon surfaces of the respective lateral side portion positioned immediately adjacent thereto;

the lateral side portion being further disposed wherein tire sidewall surfaces located within major upper drag-inducing surfaces of said otherwise exposed major forward upper tire sidewall surface portion on each otherwise exposed upper lateral side of the wheel assembly remain shielded from the diverted headwind otherwise impinging thereon by the headwind instead being further diverted by impinging upon surfaces of the respective lateral side portion positioned immediately adjacent thereto;

the lateral side portion extending radially inwards toward the axle substantially further than the radially inward extent of radially innermost tire surfaces wherein respective inward wheel surfaces positioned radially inside radially innermost tire surfaces remain substantially exposed to headwinds impinging thereon;

the fender being further disposed so that taken all together a substantial portion of otherwise exposed forward-facing said upper circumferential tire surfaces further comprising major upper drag-inducing surfaces of the wheel assembly remain substantially shielded from the headwind otherwise impinging thereon by the fender; and

the fender being disposed so that the headwind impinges thereon wherein the headwind is diverted from impinging upon said substantial portion of said major upper drag- inducing surfaces to flow laterally around a lateral upper side of the wheel assembly or above the wheel assembly and wherein the headwind is nowhere diverted in substantial part downwards by impinging upon the fender.

56. The apparatus of claim 55, further comprising:

the lowermost level being positioned at the minimum level; and

the fender being limited in overall drag-inducing surface extension by the fender itself being disposed to extend no further both upwards and downwards from the level of the critical elevation and no further both forward and rearward of the critical wheel surface and no further laterally distant apart from the critical wheel surface than to a combined extended disposition thereof so that when taken all together while the vehicle is operated at a normal highway speed under null wind conditions any further surface extension of the fender would further increase drag induced thereon beyond a critical amount to cause a vehicle propulsory counterforce to increase above an amount required when the fender is otherwise absent from the vehicle

wherein the vehicle propulsory counterforce is the propulsive force required to countervail an overall vehicle drag force consisting of a net wheel drag force directed upon the wheel assembly as magnified against the axle combined with a frame drag force induced solely from headwinds impinging upon the fender itself

and wherein the normal highway speed is the greater of one-half of the maximum nominal operating speed of the vehicle or of 60 km/h,

whereby any effective reduction in drag upon the wheel assembly as reflected through the vehicle frame and thereby countervailed by vehicle propulsive counterforces is not less than the offsetting effective vehicle drag induced by the fender itself being directly attached to the vehicle frame.

57. The apparatus of claim 56, wherein the vehicle is a cycle.

58. A wind-diverting apparatus for reducing aerodynamic drag upon a terrestrial wheeled vehicle, said vehicle having a wheel assembly otherwise exposed to a headwind impinging substantially unimpeded thereon wholly above a level of an axis of an axle of the wheel assembly, comprising:

a combined streamlined fender and fairing assembly attached directly to a nonrotatable structural member wherein the nonrotatable structural member is a frame or a body of the vehicle;

the combined assembly being disposed proximally adjacent to both upper circumferential and sidewall surfaces of a tire of the otherwise exposed wheel assembly, wherein said upper circumferential and sidewall tire surfaces are located above the level of the axis of the axle;

a critical portion of the combined assembly being disposed immediately adjacent to an elevated portion of the wheel assembly, said elevated portion consisting of both lateral surfaces and forward-facing circumferential surfaces of the wheel assembly that are located above an intermediate level in elevation above the ground wherein said intermediate level is located at the level of a radially innermost portion of an outer rim of the wheel assembly while said radially innermost outer rim portion is itself disposed at a most elevated position located directly above the axle;

the critical portion of the combined assembly spanning from a level in elevation above the ground that is located above the wheel assembly to downwards to at least the intermediate level;

the combined assembly extending downwards to not lower than a lowermost level located at an elevation above the ground equal to 51 percent of the outer diameter of the wheel assembly;

the combined assembly extending circumferentially both forwards and rearwards from a topmost location thereof that is positioned directly above the axle;

the combined assembly further extending from the topmost location circumferentially both forward and downwards to at least a forward level located not higher in elevation above the ground than the intermediate level;

the combined assembly being disposed to extend from the topmost location circumferentially rearward to a location positioned substantially behind the topmost location and to extend downwards not lower than the forward level while also being disposed immediately adjacent to a substantial portion of said upper circumferential and sidewall tire surfaces that are located rearward of the axle;

the combined assembly comprising a lateral side portion thereof that is itself disposed on a lateral side of the wheel assembly wherein each of any otherwise exposed lateral sides of the wheel assembly has one said lateral side portion disposed thereon;

the lateral side portion comprising a portion of the critical portion of the combined assembly;

the lateral side portion extending along the circumferential length of the combined assembly while further extending from circumferentially aligned surfaces that are located along the circumferential length of the combined assembly to substantially radially inward toward the axle;

the lateral side portion itself being disposed wholly proximally adjacent to a major portion of otherwise exposed forward upper tire sidewall surfaces that are located on the respective lateral side of the wheel assembly wherein the headwind is diverted around a respective major portion of otherwise exposed forward upper tire sidewall surfaces that are positioned forward of the axle above the medial level by the headwind instead being further diverted by impinging upon surfaces of the respective lateral side portion positioned immediately adjacent thereto;

the lateral side portion being further disposed so that the headwind is diverted around a substantial portion of upper tire sidewall surfaces that are positioned radially outward proximate to outermost circumferential surfaces of the tire by the headwind instead being further diverted by impinging upon surfaces of the respective lateral side portion positioned immediately adjacent thereto;

the lateral side portion being further disposed wherein tire sidewall surfaces located within major upper drag-inducing surfaces of said otherwise exposed major forward upper tire sidewall surface portion on each otherwise exposed upper lateral side of the wheel assembly remain shielded from the diverted headwind otherwise impinging thereon by the headwind instead being further diverted by impinging upon surfaces of the respective lateral side portion positioned immediately adjacent thereto;

the lateral side portion extending radially inwards toward the axle substantially further than the radially inward extent of radially innermost tire surfaces wherein respective uppermost tire sidewall surfaces and respective uppermost inner wheel surfaces positioned radially inside radially innermost tire surfaces both remain shielded from the diverted headwind otherwise impinging thereon by the combined assembly;

the combined assembly being further disposed so that taken all together a substantial portion of otherwise exposed forward-facing said upper circumferential and sidewall tire surfaces further comprising major upper drag-inducing surfaces of the wheel assembly remain substantially shielded from the headwind otherwise impinging directly thereon; and

the combined assembly being disposed so that the headwind impinges thereon wherein the headwind is diverted from impinging upon said substantial portion of said major upper drag-inducing surfaces to flow laterally around a lateral upper side of the wheel assembly or above the wheel assembly and wherein the headwind is nowhere diverted in substantial part downwards by impinging upon the combined assembly.

59. The apparatus of claim 58, wherein the combined assembly is limited in overall drag-inducing surface extension by limiting the combined assembly itself to extend no further both upwards and downwards from the level of the critical elevation and no further both forward and rearward of the critical wheel surface and no further laterally distant apart from the critical wheel surface than to a combined extended disposition thereof so that when taken all together while the vehicle is operated at a normal highway speed under null wind conditions any further surface extension of the combined assembly would further increase drag induced thereon beyond a critical amount to cause a vehicle propulsory counterforce to increase above an amount required when the combined assembly is otherwise absent from the vehicle

wherein the vehicle propulsory counterforce is the propulsive force required to countervail an overall vehicle drag force consisting of a net wheel drag force directed upon the wheel assembly as magnified against the axle combined with a frame drag force induced solely from headwinds impinging upon the combined assembly itself

and wherein the normal highway speed is the greater of one-half of the maximum nominal operating speed of the vehicle or of 60 km/h,

whereby any effective reduction in drag upon the wheel assembly as reflected through the vehicle frame and thereby countervailed by vehicle propulsive counterforces is not less than the offsetting effective vehicle drag induced by the combined assembly itself being directly attached to the vehicle frame.

60. The apparatus of claim 58, wherein the wheel assembly is disposed on a forwardmost wheel of the vehicle wherein the forwardmost wheel is any forward or rearward wheel not preceded immediately ahead by another wheel disposed both in-line therewith and in sufficient proximity thereto wherein said immediately preceding wheel would thereby deflect the headwind from otherwise impinging substantially unimpeded directly upon a forward-facing upper circumferential portion of said major primary vehicle-drag-inducing portion of the wheel assembly.

61. The apparatus of claim 58, wherein the vehicle is a cycle.

62. The apparatus of claim 60, wherein the wheel assembly is disposed on a rearward wheel of the vehicle.

63. The apparatus of claim 58, wherein the vehicle is a motor vehicle comprising at least three wheels.

64. A wind-diverting apparatus for reducing aerodynamic drag upon an open-wheel terrestrial vehicle, said vehicle having a wheel assembly otherwise exposed to a headwind impinging substantially unimpeded thereon wholly above a medial level of an axis of an axle of the wheel assembly, comprising:

the wheel assembly disposed on a forwardmost wheel of the vehicle wherein the forwardmost wheel is any forward or rearward wheel not preceded immediately ahead by another wheel disposed substantially aligned directly in front thereto;

a wind-deflecting wheel fairing assembly attached directly to a nonrotatable structural member wherein the nonrotatable structural member is a frame or a body of the vehicle;

the fairing assembly comprising wind-deflecting surfaces aligned upstream immediately in front of an upper forward-facing portion of the otherwise exposed wheel assembly, said upper forward-facing portion consisting of circumferential surfaces of said wheel assembly that are positioned forward of the axle above the medial level;

the fairing assembly having a critical portion thereof comprising fairing surfaces thereof that are aligned directly upstream immediately adjacent to said upper forward-facing portion of the wheel assembly;

the critical portion of the fairing assembly having sufficient surface extension thereof wherein at least 15 percent of said upper forward-facing portion of the wheel assembly is aligned directly behind said critical portion;

the fairing assembly disposed wherein a lowermost portion of a lower forward-facing portion of the wheel assembly is substantially exposed to headwinds impinging thereon, said lower forward-facing portion consisting of circumferential surfaces of said wheel assembly that are positioned forward of the axle below the medial level and said lowermost portion thereof comprising surfaces thereof that are positioned at a lowermost level located at an elevation above the ground equal to 17.5 percent of the outer diameter of the wheel assembly; and

the fairing assembly disposed to divert the headwind from otherwise impinging upon a substantial portion of forward-facing surfaces of the wheel assembly that are located above the medial level to flow above or laterally around the wheel assembly wherein the headwind is nowhere diverted substantially downwards by impinging upon surfaces of the critical portion of the fairing assembly that are disposed above a level in elevation above the ground equal to 95 percent of the outer diameter of the wheel assembly,

whereby both substantial critical high vehicle-drag-inducing upper wheel surfaces are substantially shielded from headwinds and substantial low vehicle-drag-inducing lower wheel surfaces are substantially exposed to headwinds.

65. The apparatus of claim 64, wherein the vehicle is a motor vehicle comprising four wheels.

66. The apparatus of claim 65, further comprising:

the fairing assembly disposed wherein a substantial portion of said lower forward- facing portion of the wheel assembly is substantially exposed to headwinds impinging thereon, said substantial portion of said lower forward-facing portion comprising at least 33 percent of said lower forward-facing portion.

67. The apparatus of claim 65, further comprising:

the fairing assembly disposed wherein a substantial portion of said lower forward- facing portion of the wheel assembly is substantially exposed to headwinds impinging thereon, said substantial portion of said lower forward-facing portion comprising at least 50 percent of said lower forward-facing portion.

68. The apparatus of claim 65, further comprising:

the fairing assembly limited in overall drag-inducing surface extension by extending no further in any direction than to a combined extended disposition thereof so that when taken all together while the vehicle is operated at a normal highway speed under null wind conditions any further surface extension of the fairing assembly would further increase drag induced thereon beyond a critical amount to cause a vehicle propulsory counterforce to increase above an amount required when the fairing assembly is otherwise absent from the vehicle

wherein the vehicle propulsory counterforce is the propulsive force required to countervail an overall vehicle drag force consisting of a net wheel drag force directed upon the wheel assembly as magnified against the axle combined with a frame drag force induced solely from headwinds impinging upon the fairing assembly itself,

and wherein the normal highway speed is the greater of one-half of the maximum nominal operating speed of the vehicle or of 60 km/h,

whereby any effective reduction in drag upon the wheel assembly as reflected through the vehicle frame and thereby countervailed by vehicle propulsive counterforces is not less than the offsetting effective vehicle drag induced by the fairing assembly itself being directly attached to the vehicle frame.

69. A wind-diverting apparatus for reducing aerodynamic drag upon an open-wheel terrestrial vehicle, said vehicle having a wheel assembly otherwise exposed to a headwind impinging substantially unimpeded thereon wholly above a medial level of an axis of an axle of the wheel assembly, comprising:

the wheel assembly disposed on a rear wheel of the vehicle;

a wind-deflecting wheel fairing assembly attached directly to a nonrotatable structural member wherein the nonrotatable structural member is a frame or a body of the vehicle;

the fairing assembly comprising wind-deflecting surfaces aligned substantially upstream immediately in front of an upper forward-facing portion of the otherwise exposed wheel assembly, said upper forward-facing portion consisting of circumferential surfaces of said wheel assembly that are positioned forward of the axle above the medial level;

the fairing assembly having a critical portion thereof comprising fairing surfaces thereof that are aligned directly upstream immediately adjacent to said upper forward-facing portion of the wheel assembly;

the critical portion of the fairing assembly having sufficient surface extension thereof wherein at least 33 percent of said upper forward-facing portion of the wheel assembly is aligned directly behind said critical portion;

the critical portion of the fairing assembly comprising substantial wind-deflecting surfaces disposed above a critical elevation equal to 75 percent of the outer diameter of the wheel assembly;

the fairing assembly disposed wherein a lowermost portion of a lower forward-facing portion of the wheel assembly is substantially exposed to headwinds impinging thereon, said lower forward-facing portion consisting of circumferential surfaces of said wheel assembly that are positioned forward of the axle below the medial level and said lowermost portion thereof comprising surfaces thereof that are positioned at a lowermost level located at an elevation above the ground equal to 22.5 percent of the outer diameter of the wheel assembly; and

the fairing assembly disposed to divert the headwind from otherwise impinging upon a substantial portion of forward-facing surfaces of the wheel assembly that are located above the medial level to flow above or laterally around the wheel assembly wherein the headwind is nowhere diverted substantially downwards by impinging upon surfaces of the critical portion of the fairing assembly that are disposed above a level in elevation above the ground equal to 95 percent of the outer diameter of the wheel assembly,

whereby both substantial critical high vehicle-drag-inducing upper wheel surfaces are substantially shielded from headwinds and substantial low vehicle-drag-inducing lower wheel surfaces are substantially exposed to headwinds.

70. The apparatus of claim 69, wherein the vehicle is a motor vehicle comprising four wheels.

71. The apparatus of claim 70, further comprising:

the fairing assembly disposed wherein a substantial portion of said lower forward- facing portion of the wheel assembly is substantially exposed to headwinds impinging thereon, said substantial portion of said lower forward-facing portion comprising at least 33 percent of said lower forward-facing portion.

72. The apparatus of claim 70, further comprising:

the critical portion of the fairing assembly having sufficient surface extension thereof wherein at least 50 percent of said upper forward-facing portion of the wheel assembly is aligned directly behind said critical portion.

73. The apparatus of claim 72, further comprising:

the fairing assembly disposed wherein a substantial portion of said lower forward-facing portion of the wheel assembly is substantially exposed to headwinds impinging thereon, said substantial portion of said lower forward-facing portion comprising at least 33 percent of said lower forward-facing portion.

74. The apparatus of claim 72, further comprising:

the fairing assembly disposed wherein a substantial portion of said lower forward-facing portion of the wheel assembly is substantially exposed to headwinds impinging thereon, said substantial portion of said lower forward-facing portion comprising at least 50 percent of said lower forward-facing portion.

75. The apparatus of claim 70, further comprising:

the fairing assembly limited in overall drag-inducing surface extension by extending no further in any direction than to a combined extended disposition thereof so that when taken all together while the vehicle is operated at a normal highway speed under null wind conditions any further surface extension of the fairing assembly would further increase drag induced thereon beyond a critical amount to cause a vehicle propulsory counterforce to increase above an amount required when the fairing assembly is otherwise absent from the vehicle

wherein the vehicle propulsory counterforce is the propulsive force required to countervail an overall vehicle drag force consisting of a net wheel drag force directed upon the wheel assembly as magnified against the axle combined with a frame drag force induced solely from headwinds impinging upon the fairing assembly itself,

and wherein the normal highway speed is the greater of one-half of the maximum nominal operating speed of the vehicle or of 60 km/h,

whereby any effective reduction in drag upon the wheel assembly as reflected through the vehicle frame and thereby countervailed by vehicle propulsive counterforces is not less than the offsetting effective vehicle drag induced by the fairing assembly itself being directly attached to the vehicle frame.