If you rake the windscreen more gently and move the front seats back, a car gets longer and heavier than you might expect. If you increase the thickness of noise baffle on every panel of the car, it gets heavier. And make the carpet a bit plusher too, please. If you fit fancy front seats, a car gets heavier. All of the windows need to be motor powered, and even when one person with no baggage drives the car, it needs central locking. Which is why the battery is as big and heavy as it was twenty years ago; just when the battery gets a smidge more efficient, somebody defines an electrical power sucker to be essential.
At the same time, engineers have worked on weight reduction: aluminium for load bearing items which used to be made from iron or steel, substituting plastic when it will do. If you look at the engine and transmission train on a two wheel drive car, weight saving is obvious. Weight loss is as easy to see as weight gain from a stodgy car interior.
Four wheel drive, of course, is a good way to add stodge and profit. I presume that the erudite readers of TNF appreciate that four wheel drive, per se, does not amount to much. It's a tech fix, not the only fix, and it is oft inappropriate.
Inclining the windscreen reduces aerodynamic drag, or that is what most people think. It makes some cars look appealing. To make the most difference, the windscreen has to be 15 degrees or less above the horizontal, otherwise separation and turbulence occur. Look at 15 degrees on a bit of paper; did you walk up a slope like that without noticing? Second best is something like a quarter sphere bubble screen, as popularised on French Le Mans cars. You can't see much out of either of those windscreen designs.
Laminar flow over a car is implausible, so we should acknowledge that designs try to manage turbulent flow. Super car designers manage turbulent flow; hatchback designers do the same thing; the big difference is that hatchback designers keep your rear screen clean so that you can see the overtaking super car.