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By Counterman
The future of mobility is electric, notes
link hidden, please login to view, which predicts that in 2035, around 50% of the newly manufactured cars and light commercial vehicles worldwide will be fully electric and 30% hybrid. Another 20% of all newly manufactured passenger cars will have only an internal combustion engine in 2035. The regional markets paint a nuanced picture of the powertrain mix, as Matthias Zink, CEO, Powertrain & Chassis, explained in his keynote address at the 2026 Vienna Motor Symposium: “Whereas here in Europe, we are gearing up for a ban on internal combustion engines more or less due to current legislation, we are seeing significant demand for hybrid vehicles in markets outside the EU far beyond 2035.”
2035 Powertrain Mix and Regional Markets
Above all, in North and South America and in Southeast Asia, hybrids are set to dominate new vehicle production within the next 10 years. In Japan, hybrids will account for as much as around 77% of production.
“In this context, our technology-neutral product strategy embracing all powertrain system options helps us to manage these mixed market developments and above all, address increasing customer demand for hybrid solutions,” says Zink.
Volume Production for Dedicated Hybrid Transmissions
The company said it sees potential in the efficiency and flexibility of hybrid powertrain technologies in close collaboration with vehicle manufacturers worldwide. This is why Schaeffler offers components, including complete systems, for diverse hybrid topologies—mild, full, and plug-in hybrids and vehicles with range extenders. These vehicles play a role in reducing CO2 emissions and achieving fleet targets when driven predominantly in electric mode.
Schaeffler started developing complete systems for the hybrid powertrain more than 10 years ago. A current example is the company’s MultiMode dedicated hybrid transmission, which goes into volume production this year worldwide at various European and Asian vehicle manufacturers. It is an integrated system with two electric machines, power electronics, and hydraulics for cooling and actuation of the clutch and parking lock. Schaeffler supplies the associated software and functions from a single source.
The total weight of the compact module is 125 kilograms and delivers up to 145 kilowatts of peak power. It is suitable for full and plug-in hybrids and offers three driving modes: electric, serial and parallel. In serial mode, this flexibility allows the internal combustion engine to operate consistently at optimum efficiency. Several presentations at the Vienna Motor Symposium addressed the dedicated hybrid transmission.
Zink explained the strategic rationale behind it: “We are convinced that hybrids offer consumers an easy introduction to electric mobility. If driven extensively in electric mode, these vehicles make an important contribution to the decarbonization of the mobility sector. Every gram of CO2 saved counts.”
Components for the Hybrid Powertrain
Internal combustion engines in hybrid powertrains also have to be efficient and meet future emission standards and noise requirements. Ideally, they should be designed so that the driver doesn’t detect any difference between electric and internal combustion engine driving mode. Schaeffler sees innovation potential in this requirement.
The company said it is developing damping solutions like the spoke damper, which eliminates torsional vibrations at the crankshaft and minimizes installation space. Its position directly in the crankcase means there is no need to seal off the crankshaft, which reduces friction. The spoke damper is already in volume production at Chinese manufacturers, with further production starts set to take place in the course of this year.
To improve engine efficiency without compromising driving dynamics, Schaeffler also offers next-generation camshaft phasing units. These incorporate a brushless DC (BLDC) motor including control unit, integrated electronics, and software for optimized valve control across a wide range of loads and speeds. The high adjustment speed and precision allow for efficient combustion.
Last year, Schaeffler marked the production launch of the latest generation of camshaft phasing units at its plant in Taicang, China, and is supplying customers worldwide.
Growth Segment: Sensor Technology
Thanks to the merger with
link hidden, please login to view in 2024, Schaeffler said it now has a sensor technology portfolio used, for example, in emission control and exhaust gas aftertreatment. For improved emission control when using renewable fuels, Schaeffler offers the Flex Fuel sensor. This high-precision sensor is mounted between the fuel tank and engine and measures the ethanol content in the fuel before it is injected. “Following our merger with Vitesco Technologies, we have a well-rounded, innovative product portfolio, expanded capabilities in the key R&D segments, an increased global presence, and greater vertical integration,” said Zink. “We are therefore in a good position to work with our customers as a key partner to successfully shape the transformation – in Germany, Europe and worldwide.”
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By Counterman
The Schaeffler division is making two additional Vitesco repair solutions available to the independent aftermarket: a Voltage Stabilization System (VSS) for micro hybrid vehicles from PSA and Toyota, and a 48V DC/DC converter for mild hybrid vehicles from Ford.
link hidden, please login to view said the VSS, available immediately, prevents voltage drops that can occur during automatic start-stop operation in micro-hybrid vehicles. The system consists of an Energy Storage System (ESS) with high-performance capacitors and a Power Electronics Unit (PEU). During the engine start process, the capacitors release energy stored while driving within a very short time, compensating for the high-power demand. Starting the engine via a starter-generator requires a comparatively high amount of energy.
If this energy is drawn solely from the conventional 12-volt electrical system, the voltage can briefly drop by several volts, causing visible flickering of the vehicle’s lighting and electronic displays. Schaeffler said that by stabilizing the voltage supply, the capacitors ensure smooth engine restarting and contribute to longer battery life, improved driving comfort and compliance with current emissions standards.
Schaeffler Vitesco Voltage Stabilization System power electronics unit Schaeffler Vitesco 48V DC/DC Converter: Efficient Energy Management
The Schaeffler Vitesco 48V DC/DC converter, available in May, is used in mild-hybrid vehicles equipped with a 48V starter generator and an additional battery to enable more efficient power delivery and boost performance during acceleration. The converter links the vehicle’s 48-volt electrical system with the 12-volt onboard electronics, ensuring stable voltage levels and preventing energy losses.
The converter is a component of energy management in mild-hybrid vehicles and for achieving type-approval compliant CO2 emissions. Its bidirectional design allows 12-volt components to be supplied from the 48-volt network while charging the starter battery. Conversely, in the event of a temporary failure, the 48-volt system can also draw energy from the 12-volt network.
Schaeffler Vitesco 48V DC/DC converter Significant Potential for the Aftermarket
Until now, both the Schaeffler Vitesco Voltage Stabilization System and the Schaeffler Vitesco 48V DC/DC converter were available exclusively as original equipment components. This is a further expansion of the portfolio to include OE-quality Vitesco products.
These technologies have been installed in large numbers of vehicles worldwide for many years. The Schaeffler Vitesco Voltage Stabilization System enables a 1:1 replacement in approximately 2.7 million vehicles worldwide from PSA and Toyota.
The
link hidden, please login to view Vitesco DC/DC converter is used in around 1 million Ford vehicles globally, including Fiesta, Focus and Puma models equipped with the 1.0-liter EcoBoost mHEV engine. “By integrating Vitesco products, we are expanding our portfolio for electrified vehicles,” said Stephan Niese, director, global product management, E-Mobility, at Schaeffler Vehicle Lifetime Solutions. “In this way, we help the aftermarket unlock the potential of e‑mobility and enable workshops to offer their customers professional, future‑ready and profitable vehicle service.”
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By Counterman
Schaeffler announced its LuK TorCon torque converter product line has expanded with the release of the LuK 8L90 TorCon. The company said the 8L90 TorCon is engineered to outperform rebuilt alternatives up to five times longer.
Replacement Process and In-House Manufacturing
Designed to streamline the replacement process, the LuK 8L90 TorCon eliminates the need for model-specific cores that are typically required in torque converter rebuilding. The 8L90 TorCon is in stock and ready for installation.
link hidden, please login to view said it is manufactured to precise standards using all-new components and advanced manufacturing processes and is designed and built in-house from raw material to final assembly. Materials and Testing
Featuring LuK friction materials and INA premium thrust bearings, the LuK TorCon is engineered to withstand extreme operating conditions. Its fully furnace-brazed fins improve heat dissipation, reduce wear, and enhance long-term durability. The contamination-free manufacturing process includes 100% pressure and lockup testing, along with precision balancing, according to the company.
Applications and VIO
The LuK TorCon product line supports a broad range of applications for passenger cars and pickup trucks. Schaeffler said its expertise in manufacturing OE torque converters allows it to capture several applications through a single SKU.
The TorCon (TC0020) is compatible with select 2015 to 2022 General Motors trucks, vans and SUVs equipped with 8L90 transmissions. It covers multiple engines and has a current VIO of over 700,000, offering versatility when choosing a new torque converter.
link hidden, please login to view plans to release additional SKUs in the coming months.
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