Fitment rates of automated manual transmissions (AMTs) in Europe are well ahead of the industry in North America. With penetration already high in Europe, bringing new and unique technologies to market is the best way to gain a competitive advantage. Here, Artur Koba, Regional Product Strategy Manager EMEA Truck, explains to Martin Kahl how Eaton plans to enter the medium-duty segment in Europe with an all-new AMT
What are the prospects for Eaton’s AMTs in Europe over the next ten years?
Eaton will be bringing AMTs to Europe in the near term. We are working on a number of projects that will significantly impact fuel efficiency through engine downsizing and downspeeding. We will be starting with the medium-duty market but are looking at products for heavy vehicle applications. We are working with major global OEMs, and this will be launched in the relatively near term.
Will this new AMT be available alongside your current offering?
We will keep both technologies in the market for a transitional period defined by the market and OEM needs.
Right now, in Europe, penetration of AMTs in the medium duty segment below 16t stands at around 20%. It will grow to 40-50% in the next few years. That is why we are targeting that segment. In terms of manual technology, we are strong in this area and our technology is proven but we will have a different proposition for AMT in the future.
In the heavy-duty segment, the situation is completely different: there is almost 90% AMT penetration in Western Europe, and the technology is very well developed. If we were coming to market, it would be with something different from what is already out there.
How confident are you that hybrid technology can help OEMs to reduce emissions and improve efficiency?
Our hybrid solution for medium-duty trucks can significantly improve fuel efficiency, and reduce CO2 and NOx emissions, because it can reduce fuel consumption by 15-40% compared to a non-hybrid equivalent. That has a significant impact.
Right now, the issue is how much each OEM needs to reduce emissions, and it’s a challenge. Every medium-duty truck manufacturer in Europe has tried our technology, but where we are strongest is in 12 metre hybrid city buses, which provide a great payback.
Can your hybrid technology be added to an existing product or does it need to be designed into an all-new product?
It depends on the engine. We have done this in the factory, but it is not something that can be done in a garage.
What are the prospects for alternative powertrain technology in European medium and heavy-duty trucks?
There have been several positive tests for buses with CNG and electric technology, but I just cannot see an electric powertrain in a medium or heavy-duty truck. It would be so heavy that the payload would be totally inefficient. The future lies in making diesel engines more efficient. There have been several tests with hybrid technology on heavy-duty trucks, but heavy-duty hybrid line-haul trucks will probably never be able to deliver the payback. Such a truck would require large batteries and motors, and the battery will not be able to regenerate in line-haul applications.
However, I see hybrid coming back with Euro VII, where I understand the legislation is likely to focus on CO2 reduction.
Martin Kahl is the Editor of Automotive World
