The Active Aero Truck project set out to reduce the aerodynamic drag of heavy trucks, thereby lowering fuel consumption, emissions and noise. The overall goal was to achieve measurable improvements in energy use and environmental performance for road freight vehicles, which account for roughly 20‑30 % of total traffic emissions. The research was organised into three interrelated sub‑projects: an active aerodynamic component that could be retrofitted to tractor‑trailer units, a comprehensive “Active Aero Truck 2020” concept for the entire tractor‑trailer combination, and a forward‑looking “Active Aero Truck Future” design that incorporates full aerodynamic optimisation and alternative powertrains. The consortium, led by EDAG, was expected to complete the work within a 36‑month period.

Technical results were obtained through a systematic programme of numerical design, scale wind‑tunnel testing and prototype validation. A catalogue of aerodynamic measures was generated and each measure was evaluated in a full‑scale wind‑tunnel model. The most promising single component, the Baseflap, achieved a drag‑coefficient reduction from a baseline of 0.449 to 0.379, a 17.1 % improvement. Fuel consumption was lowered by 1.49 l / 100 km for this component, translating into an annual operating‑cost saving of €3 797.98 and an amortisation period of only 3.8 months. Other components showed smaller but still significant gains: a Speed‑Lip reduced drag by 3.9 % (Cw = 0.439) and cut fuel use by 0.22 l / 100 km, yielding €552.71 in yearly savings and a 21.7‑month payback. The component with the lowest cost benefit was the Gap‑Lining, which, despite a 3.9 % drag reduction, incurred higher manufacturing costs and therefore a 21.7‑month amortisation. The study also quantified long‑term fuel savings: the Baseflap would save 2 307.5 l over an 8.5‑year life, corresponding to a reduction of 6 114 kg of CO₂. These figures were derived from the measured drag coefficients, the assumed vehicle speed profile, and the fuel‑to‑energy conversion factor.

An active prototype of the Baseflap was fabricated from advanced composite materials and installed on a full‑scale truck. Wind‑tunnel tests confirmed that the component could change shape during operation, achieving the predicted drag reduction in real‑time. The project’s technology readiness level (TRL) was verified at each stage, with the final prototype reaching TRL 6, indicating that the system had been demonstrated in a relevant environment.

Collaboration within the consortium was structured to cover the entire value chain. EDAG supplied expertise in vehicle concept development, lightweight composite design, finite‑element analysis, and small‑batch production. The consortium also included partners responsible for numerical simulation, wind‑tunnel testing, and prototype manufacturing, ensuring that each design iteration could be validated experimentally. The project was funded through a German research programme aimed at reducing transport emissions, and the consortium’s activities were coordinated under a joint project management framework. The 36‑month schedule allowed for iterative design, testing, and optimisation, culminating in a demonstrator that proved the feasibility of active aerodynamic solutions for heavy trucks.