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ATV Antonov

59.00
0.00 (0.00%)
28 Mar 2024 - Closed
Delayed by 15 minutes
Share Name Share Symbol Market Type Share ISIN Share Description
Antonov LSE:ATV London Ordinary Share GB00B3SHND79 ORD 10P
  Price Change % Change Share Price Bid Price Offer Price High Price Low Price Open Price Shares Traded Last Trade
  0.00 0.00% 59.00 - 0.00 00:00:00
Industry Sector Turnover Profit EPS - Basic PE Ratio Market Cap
0 0 N/A 0

Antonov Share Discussion Threads

Showing 876 to 895 of 975 messages
Chat Pages: 39  38  37  36  35  34  33  32  31  30  29  28  Older
DateSubjectAuthorDiscuss
22/5/2007
12:00
Logically the customer should be the rumoured SAIC plus Nanjing joint venture that would reform MG Rover, introduce economies of scale and end intellectual property disputes among the Chinese.

MG should restart production in England (albeit very limited production) in about a week's time I believe. So somebody ought to develop a modern automatic transmission for small Rovers - ahh, the Antonov TX6 maybe? Lol.

=

It will be nice to get a second customer as then the market will have to start factoring in the possibility of a third. I feel the whole Chinese car industry is being pushed by their government to free themselves from the IP of GM, VW, Honda, and I think that applies to Aisin, ZF, Borg Warner too. Antonov is their way to do this. India could be next, as MG Rover were working with Tata and Sonalika.

crystalclear
22/5/2007
08:30
Antonov says Zhejiang Geely, Emporio Intl programmes generating sales


LONDON (Thomson Financial) - Antonov PLC said its programmes with Zhejiang
Geely Automobile Gearbox Co and Emporio International Sarl to commercialise its
automotive technology are both progressing well and have started to generate
revenues.
The automatic transmission concept developer said the six-speed automatic
programme with Geely is running on time, adding that it is in discussions with
another automotive company for a second programme based on this technology.
Antonov also said its internal reorganisation work is nearing completion.
TFN.newsdesk@thomson.com
bsu/faj/jlw

ariane
13/5/2007
20:52
crystal

urgh?

what are you on?

The guy was chopped by incoming management!





"Seagull Holding N.V. to Terminate Listing on Euronext Amsterdam
Amsterdam, the Netherlands; Atlanta, Georgia, USA - 10 May 2007

Further to the press release of 24 April 2007 in which it was announced that Rocket Software Europe Holding B.V. ("Rocket") declared the offer for all issued and outstanding shares in the capital of Seagull Holding N.V. ("Seagull") unconditional, the press release of 27 April 2007 in which it was announced that all tendered shares in the offer (more than 95 percent of the issued and outstanding share capital in Seagull) have been delivered and paid, and the offer memorandum dated 15 March 2007, Rocket and Seagull announce that it has been decided to, in consultation with Euronext Amsterdam N.V., terminate Seagull's listing on Euronext Amsterdam N.V. per 8 June 2007.

The last day of trading in the shares of Seagull will be 7 June 2007."

erinbrok
12/5/2007
10:00
Marius has fun with his Lamboughinis.

Top picture: Antonov logo on car roof
Bottom picture: racing in China.

crystalclear
12/5/2007
09:54
So (see previous posting,) it seems likely that Marius knows Mory and has put "his man" into Antonov. Marius has been a fan of the supercharger, and I tried to tell him [he was too busy to listen] at his informal Antonov share meeting in Eindhoven that the TX6 is where the real money is.

Since then, Geely have taken a contract with Antonov and decided (according to Geely's 2006 annual report and accounts) to put it into production in their forthcoming large saloon car.

I think the penny is beginning to drop with Marius that Antonov is going places, and he needs to make serious decisions about what to develop (DCA, alternator drive, etc) and how quickly, while Geely tool up to manufacture the TX6 6-speed.

crystalclear
11/5/2007
16:12
Where do you get the salesman bit from? Doesn't seems so on the RNS and a quick google on him.

Would love to double up, but can't see this doing anything but drift down at the moment.

Shame as its great technology

erinbrok
11/5/2007
16:00
...nice to get another kick in the balls from the MMs.... totally justified given the huge volumes since the share price was 100p+
littlebert
10/5/2007
22:42
Geely plan to be making a million cars a year around 2010 and two million by 2015. Geely also plan to sell transmissions to other Chinese carmakers.
But Geely is one customer for the TX6 and others would be a bonus.

MG Rover were working with Tata and Sonalika in India. The Indian car companies would surely like to make their own transmissions too.

So if he is a salesman, great.

crystalclear
10/5/2007
18:31
He's more of a salesman than a bean counter, which can only indicate things need selling, not financing..... good in my books.
littlebert
10/5/2007
11:16
Another suit joins the board. Why does this outfit need a NON-exec who is a finance man?

Worrying.

erinbrok
09/5/2007
17:32
I editted a previous posting as I figured it was a non-event.

The MMs are likely to let the shares drift down; there is a fair bit of production priced into the shares already and so the shares are only worth this much if you believe in the TX6 and that it will be widely adopted in China (etc?) over the years to come.

Eaton believe that, otherwise they would not be developing the hydraulics and controls, or whatever they are doing - mechatronics, is that the new word for it?

So the point of buying or holding shares at the moment is probably not to make a short term profit, but a long term profit, and not to get in at the best possible price, but to ensure that one can get in at all.

For example, I think Nanjing are due to reopen MG production in the UK at the end of this month. Nanjing have been looking for a partner after spending a lot on MG Rover, and the obvious partner is SAIC that have the other part of the intellectual property. SAIC have gone with an alternative (ie non-Antonov) transmission for their larger cars (old Rover 75s), and are starting to think about their Rover 25s now.

So SAIC and Nanjing (or their consollidation of MG Rover parts) are likely to be interested in Rover compatible 6-speed transmissions, and Shanghai Automotive Gearworks might take a licence for the 6AT, or they might buy from Geely while Ricardo 2010 or GIF develop them a dual clutch transmission. Either way, Antonov stand a reasonable chance.

And the smaller Chinese OEMs that cannot develop their own transmissions might buy from Geely.

The failure of Powertrain Limited [Rover's transmision company] may have been a blessing in disguise, as the TX6 is now an Antonov transmission and not a Powertrain Limited transmision using Antonov intellectual property.

As always, there are things that can go wrong. But chance is firmly on our side now, and what matters is ability to be able to hold the shares as production increases.

crystalclear
08/5/2007
19:57
I'm assuming you edited an old post there Crystal? If not and you've got a time machine, I could do with lending it :-)

Market reaction seems to point to Mr Mo' Mo' not being a popular chappie! ... surely "play a key role in supporting the Company as it focuses on building
revenues via the commercialisation of its technology" is a good thing?

littlebert
19/4/2007
15:34
Antonov TX6 technical background
The Antonov TX6 automatic transmission is an all-new design of gearbox conceived in 2003, which lead fairly swiftly to a proof-of-concept vehicle demonstrator built in 2004. The highly compact system is the
result of some original thinking on kinematics and transmission architecture, which for the first time has created a combination of planetary gears and parallel transfer of torque in an automatic transmission; whereby the engine's output is transferred to two parallel multi-speed modules, each of which can independently accept torque and power and transfer it to the differential.
In each module, lower speeds are produced by simple planetary gears with brakes to actuate them. The higher ratios are engaged by direct clutches using the countershaft drive gearing to obtain the required ratio. Each shift is produced with only two friction elements, one engaging and one disengaging simultaneously. Using these friction elements the transmission can select up-shifts and down-shifts in any combination. Reverse can be designed into either module. As the forward and reverse start clutches and the lower drive ratios are all selected by indirect brakes, smooth shifting is easily obtained making calibration quicker and simpler.
The selection of ratios is very flexible; the transmission can produce any overall ratio and any steps between any of the speeds. When power is transmitted in the lower ratios, only one of the planetary gears is carrying torque. The speed of the two modules is slightly reduced with respect to engine speed. There are three direct drives on 4th, 5th and 6th speeds and there are no freewheels in the design thereby offering high efficiency.

The start device comprises wet brakes in one of the modules. This enables easy and effective launch calibration with low thermal loading of the friction elements. Significantly, it enables the traditional torque converter to be eliminated which considerably reduces cost, mass and size whilst further improving efficiency. The system is modular and five, six or more speed versions can be chosen to suit a particular cost and application requirement.
The result is a compact, lightweight automatic transmission applicable to a wide range of vehicles. The simple design consists of standard components similar to those of current production automatics offering low cost of development and ease of commercialisation for high volume series production.
To speed up the development process, the first prototype unit was based on a number of standard components to ease the cost of manufacturing. Initial rig testing was carried out to prove the concept was workable and internal development on lubrication flow was completed during the development phase.
Base calibration was carried out in the vehicle and the transmission was successfully demonstrated to the first client to express an interest in 2005, followed by further refinement and the commencement of a production design.
Initial development was undertaken to confirm the optimum kinematics configuration following extensive exploration of alternative arrangements. The development was aimed at minimising transmission losses whilst maintaining freedom of ratio selection. By November 2005 the design development was well
underway to optimise the package for manufacture and assembly with initial CAE completed to confirm component sizing.

The key rotating and mechanical parts include the primary shaft with dynamic seal and ring gear, transfer and drive gears, differential with final drive gear, carrier with satellite gears, disk outer support, clutch piston, brake and clutch disks, oil pump and transmission casing. All these parts can be manufactured using the standard processes of forging, casting, cutting, drawing, turning, gear hobbing, milling, grinding, drilling, thermo-forming, gluing, welding and heat treatment. There are no unusual production needs requiring heavy capital investment in exotic manufacturing methods.
Similarly, all the hydraulic components are recognisable to any mechanic. They comprise the hydraulic pack (including relay valve, linear solenoids and damper), clutch & hydraulic pistons also the oil pump, screen, filter and cooler as well as the oil itself. As there is no torque converter, the pump is used only for lubrication and actuation. Gearbox lubrication requires 12 litres per minute at 3 bars while the actuators need about 9 litres per minute at 12 bars. During start from rest, the start brake requires 20 litres per minute at 3 bars. The transmission design will also accommodate a 2-stage or variable cylinder pump if required.
The current demonstrator is running on in-house software using a DSpace controller offering the potential to rapidly prototype the code onto a production controller. However for the production programme a TCU has been specified which makes use of an existing production controller, avoiding the need for investment
in tooling.discussions with several potential production suppliers indicate that there are existing suitable transmission controllers in production. The lack of a torque converter also means no lock-up clutch, thereby freeing up a spare driver on the controller so that a production 5-speed controller can be easily adapted to control the Antonov 6-speed transmission. The use of an existing production controller also brings the benefits of existing software for onboard diagnostics and failsafe functions.
The Antonov 6-speed automatic is compact. It has a length of 335mm 350mm compared with 353mm for the Aisin BVA 6-speed transmission and the center distance from engine centre to output shafts is 182mm compared with 189 for the Aisin transmission. It is also lightweight; with a mass of less than 65kg compared with 83kg for the Aisin gearbox. This enables the Antonov 6-speed transmission to be applied to a full range of vehicles and offers excellent efficiency and driveability. A demonstrator vehicle based on a small family car has been available for some while for OEM and Tier 1 assessment.

crystalclear
19/4/2007
13:26
It would be strange for Antonov to release a press release in Dutch and not in English, but it has already happened, when the took Dutch driver and Le Mans winner Peter Kox as test driver.

I would like to see confirmation of this in English from a trustworthy source, but whether Eaton makes stuff for the TX6 or some other company in China hardly matters. It is a sort of confirmation that Geely will make the TX6, which (barring problems) we already know. Any confirmation must have a tiny value, as it shows things are on course.

My guess is that this will merely support the price from falling, rather than add to market cap, in the short term, but we will see.

crystalclear
19/4/2007
13:17
Persbericht Antonov - overeenkomst met Eaton Corporation
AMSTERDAM (FD.nl/Betten) - Hier volgt een persbericht uitgegeven door Antonov:

Antonov plc: Antonov zet expertise Eaton Corporation in ter ondersteuning productie TX6 Six Speed automatische transmissies

Antonov maakt bekend dat overeenkomst is bereikt met Eaton Corporation, een toonaangevende leverancier in auto-onderdelen, voor het leveren van hydraulische transmissiebesturingen voor de TX6 Six Speed automatische transmissies van Antonov. Een licentie voor grote volumes serieproductie voor de TX6 werd onlangs verstrekt aan een van de meest toonaangevende autofabrikanten in China.

Met deze productielicentie krijgt de fabrikant niet-exclusieve wereldwijde rechten voor het produceren en verkopen van transmissies met de gepatenteerde automatische transmissie met 6 versnellingen. Naar verwachting zal in 2008 gestart worden met serieproductie.

Eaton, een wereldleider in de ontwikkeling van hydraulische kleppen en relais die nodig zijn voor de selectie van versnellingen in automatische transmissiesystemen, gaat haar technologie integreren in de TX6 automatische transmissies van Antonov. Eventuele rechten voor intellectueel eigendom die voortvloeien uit uitvindingen die samen ontwikkeld zijn, zullen worden gedeeld. Antonov behoudt daarbij de rechten met betrekking tot mechanische transmissies en Eaton verkrijgt de rechten met betrekking tot hydraulische systemen en besturingen.

John Moore, CEO van Antonov, verklaarde:

'Wij zijn verheugd dat Eaton bereid is haar aanzienlijke technische potentieel in te zetten ter ondersteuning van het TX6-programma bij de overgang naar grote productievolumes. China is een belangrijke markt voor Antonov en deze overeenkomst met Eaton ondersteunt de commercialisatiestrategie van Antonov in deze regio nog verder. De auto-industrie staat voor een enorme uitdaging: het aanzienlijk reduceren van koolstofemissies van voertuigen. Bestaande technologieën zijn zo langzamerhand uitontwikkeld, het is dus van belang op zoek te gaan naar nieuwe mogelijkheden tot innovatie. Antonov is niet gestoeld op één enkele uitvinding. Het draait om een continue stroom van innovaties die inspelen op de behoeften in de markt. De nieuwe TX6 automatische transmissie is een uitstekend voorbeeld van dit doorlopende proces. Het resultaat is een compact automatisch transmissiesysteem dat de efficiency van een handmatige transmissie min of meer evenaart.'
Voor verdere informatie zie tevens: www.antonovat.com

(c) Het Financieele Dagblad in samenwerking met Betten Beursmedia News (contact: webred@fd.nl/ 020-5928456)

Copyright (c) 2007 Het Financieele Dagblad

crystalclear
03/4/2007
15:56
cheers crystal

interesting link

waldron
03/4/2007
15:05
Okay, you cannot shuffle the board like that unless the guys in charge agree, and Roumen doesn't seem to have a problem with this.

Production design seems to be being relocated to the UK. Roumen probably doesn't want to move his family and is keeping France as R&D. I don't have a problem with that. Does he want to have to keeping flying to the UK for every papershuffling decision? Probably not. Has he finally got somebody in charge that he trusts to do a better job than he can do himself of negotiating contracts and sorting out production problems etc? It seems so.

This is all positive in the long run.

John Moore needs to get a few more Chinese manufactures to take on the TX6 design.

Geely can do it with the right centre distance to suit the placing of Rover engines relative to drive shaft - if those are the right terms, and with gear teeth numbrs to suit the ratios of their cars and their customers.

But on the other side of China there must be other car makers that don't want to share profits 50/50 with the German, American or Japanese and want to make their own transmissions. Here is their chance on a plate for a 6AT that can powershift from any gear to any other, not just between odd and even gears like dual clutch transmissions.

I think final volumes from Geely will be high, but grab a second OEM, and the stock market will have to start factoring in the possibility of a third.

The road to success is littered with disappointments. Nothing from Gajra, nothing from Honda, Toyota wiining in court, Great Wall Motors not dropping into place. But the progress is nevertheless relentlessly forwards. Geely ought to be paying money which should show on the books at the next results and have production prototypes at around the same time.

The Chinese are not slow, for example, both SAIC and Nanjing are already producing MG Rover derived vehicles now. Geely will have Antonov cars on the road soon. Not long after that I expect them to start exporting. The Chinese will repeat the success of the Japanese and Koreans, at the expense of the European and American manufacturers. Car manufacturing will become a cut-throat business.

I even expect the 4th generation AAD to be revived once car costs become so competetive that big name companies are struggling for survival. However, all in its time, one step at a time.

This step, moving production design and decision making to the UK and leaving Roumen as inventor and ideas man in France, is okay by me. Roumen is after all an intellectual ideas man, as his engine, car design and cure for aerteriosclerosis show. ()

crystalclear
03/4/2007
08:21
As I see it, if they are producing rather than developing, then the suits should be in charge. I'm heartened by the fact he is staying as an advisor and not going off somewhere.
littlebert
02/4/2007
20:42
Oh dear, why am I long these shares?

Love the technology, so why has the technologist been demoted?

Looks like the suits (ps I'm one) are in charge. Should we jump ship?

Mind you shouldn't complain as I'm in on a free ride having bought sub £0.40 and sold some to recover all my outgoings, but its still a shame.

erinbrok
02/4/2007
10:33
Looks like the step from a research company to a production company is in full swing then.
littlebert
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