Getrag has premiered its 2eDCT600 two-speed powershift transmission in Frankfurt – the gearbox is dedicated to purely electric vehicles and also for plug-in hybrid and range extender vehicles.

The scalable transmission features a new actuator concept, allowing the power to be transferred via overlapping shifting through the disc clutches from one speed to the other without the need of synchronisation or a dog clutch.

It’s designed for a maximum electric motor input torque of 500 Nm with axially parallel and coaxial drive train assemblies, and can optionally be equipped with a limited slip differential. Additonally, an optional parking brake can be operated electrically.

The company says that in comparison to known single-gear electric drives in hybrid or purely electric vehicles, the two-speed approach offers better starting performance and higher maximum speed.

Also showcased in Frankfurt are the 6HDT451 dual-clutch transmission (a hybrid variation of the Powershift 6DCT451) and accompanying DC500 wet dual-clutch. This one, developed for front transverse installations in middle class and upper middle class segment applications, features an integrated electric machine for high-torque mild-hybrid drivetrains, offering up 450 Nm of torque to be transferred. A seven-speed derivative and park-by-wire option will be available.

Ford has officially unveiled its new 1.0 litre EcoBoost engine, which will be first utilised in the Euro-market Focus in early 2012 followed by the C-MAX in the same year. The all-new B-MAX will be next. The 3-cylinder engine is said to be equivalent to a conventional 1.6 litre engine when it comes to performance. The new engine has improved twin variable camshaft design, direct injection as well as turbocharging.

The turbo is able to reach nearly 250,000 rpm and is said to have virtually zero turbo lag. The exhaust manifold is cast into the cylinder head, which helps lower the temperature of the exhaust gases and this enables the engine to run with the optimum fuel-to-air ratio across a wider rev band. The cooling system is also able to help reduce fuel consumption. Referred to as split cooling, it basically warms up the engine more quickly. Unlike the larger EcoBoost engines, the 1.0 litre unit uses a cast iron block which reduces the amount of energy needed for warm-up by up to 50% compared to aluminium.

Other features include variable air-conditioning compressor, variable oil pump, special coatings for engine components and intricate development of engine geometry which help reduce frictional losses, an all-new camshaft actuator to speed up response times and so on. Furthermore, two main engine drive belts are immersed in oil which makes the engine run quieter and more efficiently, while maintaining the durability of a chain system.

It is also worth mentioning that the engineers deliberately unbalanced the flywheel and pulley to offset the engine configuration. According to Ford, this along with new engine mounts help deliver a more refined performance. This has been proven following a 720,000 km test which also includes 360,000 km of durability trials and 10,000 km of environmental testing.

The 1.0 litre EcoBoost will be available in two forms, including a 99 hp and an 118 hp variant, which also offers 170 Nm of torque between 1,300 – 4,500 rpm. These variants will be offered with a 5-speed manual and a 6-speed manual transmission respectively. Ford did not reveal the engine’s fuel economy figures, but said that it can output less than 120g/km of CO2 emissions. More information will be revealed at a later stage.

The Blue Oval also confirmed that the new engine will be made available in North America, China and in other regions although it did not specify a timeline. Continue reading to view more images of the 1.0 litre EcoBoost.
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