UK-based automatic transmission specialist Antonov is well on target for production of a new six-speed gearbox for Chinese automaker Lifan.
Its Chinese joint venture Chongqing EFA Transmission in Bishan, 20 miles (30km) from Chongqing, with Chongqing Landai Industry, an established maker and exporter of 300,000 manual transmissions and millions of components a year, is on track to start output in January 2012 and Lifan has committed to an initial 20,000 units a year.
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Antonov’s TX-6 automotive gearbox is an electronically controlled and hydraulically actuated automatic transmission.
Major technical innovations in the TX-6 gearbox include the elimination of the traditional torque converter from a planetary transmission resulting from the novel layout of epicyclic gearsets in two parallel shafts, instead of the usual single shaft arrangement found in conventional automatic transmissions. This more compact twin-shaft layout for the transfer of torque and power has helped reduce the cost, weight and size of the gearbox, whilst significantly improving mechanical efficiency, Antonov said.
Overall length is 325mm and it weighs 78kg and is currently suited to engines producing 150 to 180Nm of torque. It could be developed to take about 300Nm as there is “nothing in there that isn’t scalable”, according to chief commercial officer Simon Roberts.
The joint venture will have capacity for 200,000 gearboxes a year and envisages eventually having two parallel assembly lines. One will be a low-volume, flexible line making up to 50,000 units a year that will be used to introduce new products which transfer later to the high-volume line.
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By GlobalDataProduction partners include Continental for transmission control unit and software, Hofer for the hydraulic block design, Magna to produce the block and oil pump. Koyo for bearings, Castrol for fluid and Filtran for the oil filter. South Korea’s Hanwha Corporation, with form including six-speed transmission lines in Mexico for GM and Geely in China, is designing, installing and commissioning the assembly lines.
While Lifan is the original OEM to be supplied, others are in the region and Antonov sees great potential. In a market headed for 17-18m locally made vehicles this year, 85% have manual transmission but the company expects this to change to 75% to 85% auto in five years as Chinese buyers eye more sophisticated western-like technology.
The JV will also have an advantage as it has been developed so runs of 20,000 to 40,000 are viable, a quantity more established auto transmission makers might consider too small.
Chinese automakers will need to improve technology to match these upcoming automatics; some still don’t use electronic throttles, Antonov noted during a press briefing at its Warwickshire headquarters.
Antonov has prototype TX-6 ‘boxes in three VW Golfs and a Lifan, all using UK-made parts. The next prototype box to be made, in March, will use Chinese-made parts as the JV ramps up local supply.
A brief test drive on familiar local roads showed the transmission to be very fast and smooth shifting, with excellent kickdown response. Launch from rest is slightly rough as the wet clutch engages but not too bad in simulated stop-start conditions; the odd whine and harmonic we’d let any test mule get away with, and await a trial in a final production Lifan 620 in a year or two with much interest.
The company is also working on a three-speed automatic for electric vehicles which is on target for installation in a Jaguar prototype early next year. The three-speeder improves performance and efficiency and keeps the motor operating in its most efficient speed range.
It is also working on a UK ministry of defence contract to develop a two-speed high-output alternator which will significantly improve available electrical power at low engine speed. The first vehicle trial begins early in 2011.
Significance
Antonov is an interesting player in the transmissions market as it is developing – and now beginning to win contracts for – a new range of transmissions, from a standing start in terms of market presence. In general, it is very rare for an entirely new supplier to enter an established, if fast-changing, automotive component market. So Antonov’s arrival and signs of success are noteworthy from a market structure and competitive perspective as much as they are from a technological point of view. It is also interesting that the company’s early market penetration is with the new, fast-growing group of vehicle companies in China, rather than established vehicle companies who have long-established and difficult-to-dislodge suppliers such as ZF.
