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FIGURE 4 Active front deflector and active underbody panels (© Magna)

Once optimal system design, shape and sions requirements as powertrain
location are known, proper packaging improvements and vehicle styling
can be protected. This allows for opti- cannot bridge the gap. By incorporat-
mised travel, which is a key driver in sys- ing active aero early in the design
tem function, durability and reliability. process, automakers and consumers
get the biggest possible benefits
of drag reduction. Magna continues
CONCLUSION
to lead in this area by providing
It is clear active aero technologies must innovative, cost-effective and high-
be applied to meet future fuel and emis- quality solutions.

0.300

0.295

0.290
11 counts
0.285
Coefficient of drag c D [-] 0.280

0.275

0.270

0.265

0.260 Standard vehicle c = 0.281
D
AUP best case c = 0.270
D
AUP 75 % deployed
0.255 AGS closed
0.250
40 50 60 70 80 90 100 110 120
Velocity [km/h]

Standard vehicle layout (AGS closed) FIGURE 5 Wind tunnel results for production vehicle
AUP (75 % deployed, AGS closed) (© Magna)
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