The Automotive Transmissions Report

Share Article just published a new market research report: The Automotive Transmissions Report.

The transmissions sector is no longer primarily driven by cost control and installed capacity, but is emerging as a critical technology that can deliver much needed benefits in a cost-effective fashion compared to other areas of technology. Furthermore, transmission technology is also critical to future powertrain development in terms of its ability to deliver both drivability and emissions-reducing performance.

The transmission essentially controls the driving experience that the customer enjoys and makes a significant contribution to the fuel consumption performance of the vehicle. Therefore, as OEMs strive to differentiate their product offering transmission choice and performance have become an essential element of the ‘DNA’ of the vehicle.

About this report

The fifth edition of this popular report begins by examining transmission development drivers along with transmission development changes. The report goes on to examine transmissions technology, with particular attention to Manual Transmissions (MT), Dual Clutch Automated Manual Transmissions (DCT), Automatic Transmissions, Continuously Variable Transmissions (CVT), Hybrid Transmissions and Electric Vehicle Transmissions.

Furthermore the report details clutch development and market development and features in depth profiles and analysis of 12 major suppliers active within this sector.


Changing sector drivers

Transmission development drivers

Emissions regulations
The United States
Test cycles
Transmission efficiency gains
Consumer and regional preferences
Performance characteristics
Noise Vibration Harshness (NVH)
Product differentiation
Investment and installed capacity
The influence of engine development on transmission development

Transmission development challenges

Torque density
Ratio spread
Transmission costs
Safety regulations

Transmissions technology

Manual Transmissions (MTs)
Automated manual transmissions (AMTs)
Dual clutch automated manual transmissions (DCT)
Commonality of componentry
Coping with downsizing and downspeeding
Dry clutch or wet clutch?
Electro-hydraulic or electro-mechanical actuation?
DCT Suppliers

Automatic transmissions

Automatic transmissions gear set configurations
Six-speed automatic transmissions
Seven-speed automatic transmissions
Eight-speed transmissions
Global AT production mix forecast by number of ratios
Manual override systems on automatic transmissions

Continuously variable transmissions (CVT)

Market considerations

Other transmission technologies

Infinitely variable transmissions (IVT) or toroidal transmissions
VMTs Positively Engaged, Infinitely Variable Transmission
Antonov TX6

Hybrid transmissions


Electric vehicle transmissions

Oerlikon Graziano and Vocis
Fallbrook Technologies

Clutch development

Electric Actuation
Hybrid integration

Market development

Global transmissions manufacturing
Regional manufacturing

Supplier Profiles

Aichi Machine
GKN Driveline
Kongsberg Automotive

List of Figures

Figure 1: Driveline improvements are capable of reducing CO2 emissions by 15% [Source: ZF, CTI Innovative Automotive Transmissions Conference, 2010]
Figure 2: Changing industry drivers from an OEM perspective [Source: IHS, International CTI Symposium North America 2012]
Figure 3: Global transmission installed capacity by region [Source: IHS]
Figure 4: Comparison of fuel economy regulations [Source: IHS, International CTI Symposium North America 2012 ]
Figure 5: Global CO2 (g/km) progress normalised to NEDC test cycle [Source: IHS, International CTI Symposium North America 2012]
Figure 6: EU emission standards - gasoline vehicles (top) and diesel vehicles (bottom) [Source: CONCAWE]
Figure 7: US Transportation Sector emissions scenarios
Figure 8: US targets for future GHG reductions (% reduction from 2005 levels) Source: Alliance of Automobile Manufacturers
Figure 9: US vehicle trends 1975 – 2009, fuel economy, power, weight [Source: US EPA, 4th CTI Symposium and Exhibition Automotive Transmissions and Drive Trains North America, June 2010]
Figure 10: Average fuel efficiency 2010 and 2015 targets for gasoline vehicles [Source: JAMA]
Figure 11: Fuel economy standards to 2015 for selected countries (US mpg) [Source: Various]
Figure 12: World emissions standards timetable, 2005 – 2015 [Source IHS, International CTI Symposium North America 2012]
Figure 13: Differing test cycles for different markets [Source: IHS, International CTI Symposium North America 2012]
Figure 14: Transmission and drivetrain efficiency gains from 5-speed ATs including hybridisation [Source: ZF Friedrichshafen]
Figure 15: Relative engine operating efficiency and flexibility CVT, DCT, AT [Source: Jatco, International CTI Symposium North America 2012]
Figure 16: Relative fuel consumption and loss sources [Source: Bosch, International CTI Symposium North America 2012]
Figure 17: A roadmap towards low carbon and high efficiency technologies [Source: IHS, International CTI Symposium Berlin 2012]
Figure 18: J D Power Initial Quality Survey data comparing DCT and CVT transmissions [Source: DCT facts]
Figure 19: Consumer add-on transmissions prices [Source: Bosch, International CTI Symposium North America 2012]
Figure 20: Europe transmission forecast
Figure 21: North America proportions
Figure 22: Japan/ Korea transmission forecast
Figure 23: South America transmission forecast
Figure 24: Greater China transmission forecast [Source: IHS, International CTI Symposium North America 2012]
Figure 25: Transmission shift quality issues from JD Power IQS data [Source: Bosch, International CTI Symposium North America 2012]
Figure 26: Typical NVH phenomena in automotive drive lines [Source: AVL, International CTI Symposium North America 2012]
Figure 27: The influence of engine trends on transmission launch performance [Source: FEV, International CTI Symposium North America 2012]
Figure 28: Average vehicle weights by sector [Source: IHS SupplierBusiness]
Figure 29 Transmission value contribution by technology [Source: CTI Symposium North America, May 2011]
Figure 30 Willingness to pay extra for AMTs, CVTs and DCTs [Source: CTI Symposium North America, May 2011]
Figure 31 Typical price ranges for transmission technologies (Europe) [ Source: CTI Symposium North America, May 2011]
Figure 32: Global MT production, 2010 – 2020 [Source: IHS]
Figure 33: Schematic diagram of an AMT installation with electromechanical system automation [Source: ZF]
Figure 34: Global AMT production, 2010 – 2020 [Source: IHS]
Figure 35 Global DCT production, 2010 – 2020 [Source: IHS]
Figure 37: A 3 dimensional model of FEV’s 7-xDCT gearset [Source: FEV]
Figure 36: The FTP C635 transmissions family in MT and DCT form [Source: FPT]
Figure 38: Getrag’s FWD DCT product roadmap [Source: Getrag]
Figure 39: Getrag’s FWD DCT family based on 7DCT300 [Source: Getrag]
Figure 40: Getrag's 6DCT250 DCT with dry clutch [Source: Getrag]
Figure 41: LuK dry and wet double clutch assemblies for DCTs [Source: LuK]
Figure 42: ZF’s Traxon modular heavy duty transmission [Source: ZF]
Figure 43: 2010 Honda Accord Crosstour five-speed AT [Source: Honda]
Figure 44: Relative CO2 output improvements for AT together with powertrain electrification [Source: ZF]
Figure 45: A simple epicyclic planetary gear set
Figure 47: A Ravigneaux gear set
Figure 46: Mazda's SKY-Drive six-speed automatic transmission
Figure 48: Bosch Mechatronic Control Module
Figure 49: Cutaway of Ford’s 6R140 Torqshift transmission [Source: Ford]
Figure 50: Mercedes-Benz 7G-Tronic automatic transmission
Figure 51: AT and DCT ratio trend, 2012 to 2020 [Source: IHS]
Figure 52: ZF eight-speed AT [Source ZF]
Figure 53: ZF 9HP [Source: ZF Friedrichshafen]
Figure 54: Mercedes-Benz 9G-Tronic [Source: Daimler]
Figure 55: Global AT mix by number of ratios, 2010 – 2020 [Source: Source: IHS]
Figure 56: Tiptronic shifter on a 2003 Porsche 911 [Source: Porsche]
Figure 57: Audi-LuK MultiTronic link-plate chain [Source: Audi]
Figure 58: Jatco's next-generation CVT, the first to apply an auxiliary gearbox [Source: Jatco]
Figure 59: A Fixed Pitch Continuously Variable Transmission (FPCVT) assembly with two FPCVT units connected in series [Source: Green Car Congress]
Figure 60: Honda’s CR-Z CVT [Source: Honda]
Figure 61: CVT production, 2010 – 2020 [Source: IHS Automotive]
Figure 62: CVT production by region 2010 – 2020 [Source: Bosch]
Figure 63: JD Power US Initial Quality Survey data for transmissions [Source: J D Power]
Figure 64: Key technologies in improving CVT performance [Source: Jatco, 2012 CIT conference, North America]
Figure 66: A schematic of a toroidal transmission [Source: Torotrak]
Figure 65: Partial (left) and full (right) toroidal spaces within an IVT [Source: SAE ]
Figure 67: Torotrak IVT variator
Figure 68: VMT Technologies' concept for a positively engaged IVT [Source: VMT Technologies]
Figure 69: Comparison chart of existing transmissions with the Universal Transmission [Source: VMT Technologies ]
Figure 70: Antonov TX6 [Source: Antonov]
Figure 71: Toyota THS power-split transmission [Source: Toyota]
Figure 72: two-Mode transmission exploded view [Source: Global Hybrid Cooperation]
Figure 73: Cutaway of a two-mode transmission [Source: Global Hybrid Cooperation]
Figure 74: Jatco's new transmission for parallel hybrid vehicles featuring motor independent drive [Source: Jatco]
Figure 75: FEV’s 7H-AMT [Source: FEV]
Figure 76: Antonov's three-speed transmission for electric vehicles [Source: Antonov]
Figure 77: BorgWarner’s 31-03 eGearDrive single speed transmission [Source: BorgWarner]
Figure 78: Xtrac transmission for the Rolls-Royce 102EX [Source: Xtrac]
Figure 80: Torsional damping comparison: conventional and pendulum types with a six-cylinder diesel engine [Source: Daimler, CTI Symposium, North America, May 2012. ]
Figure 79: Hyundai clutch schematic [Source: SAE]
Figure 81: ZF’s hydrodynamically cooled clutch [Source: ZF Sachs ]
Figure 82: LuK's dry double clutch unit [Source: LuK]
Figure 83: LuKs Multi Function Torque Converter (MFTC) [Source: LuK]
Figure 84: LuKs torque converter with its pendulum type absorber [Source: LuK]
Figure 85: Global transmissions production by region, 2012 – 2019 [Source: IHS]
Figure 87: Global transmission mix by type percent and total [Source: IHS]
Figure 87: Global transmissions production by region and type, 2012 – 2019 [Source: IHS]
Figure 88: North American vs global transmissions layout, 2012 – 2019 [Source: IHS]
Figure 89: European transmissions production automatic vs manual shifting, 2012 – 2019 [Source: IHS]
Figure 90: North America transmissions production automatic vs manual shifting, 2012 – 2019 [Source: IHS]
Figure 91: China transmissions production automatic vs manual shifting, 2012 – 2019 [Source: IHS]
Figure 93: Japan/ Korea transmissions production automatic vs manual shifting, 2012 – 2019 [Source: IHS]

List of Tables

Table 1: Range of fuel consumption reduction potential, 2015-2020, for powertrain technologies
Table 2: Euro VI emission standards, g/km [Source: DieselNet]
Table 3: Current passenger vehicle emissions regulations in Japan [Source: JAMA]
Table 4: Transmission types: strengths and weaknesses
Table 5: MT and AMT attribute comparison [Source: ZF]
Table 6: Attribute comparison MT versus AMT [Source: CTI Symposium: Automotive Transmissions and Drive Trains, North America, 2010]
Table 7: Dry versus wet DCT performance [Source: Fiat Powertrain Technologies, CTI Automotive Transmissions and Drive Trains Symposium, North America, 2010]
Table 8: Comparison of specifications for Jatco’s next generation CVTs [Source: Jatco, 2012 CIT conference, North America]
Table 9: Top 20 transmissions manufacturers 2012 and 2020 [Source: IHS] - See more at:

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The Automotive Transmissions Report

For more information:
Sarah Smith
Research Advisor at
Tel: +44 208 816 85 48

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