Torotrak Share Discussion Threads

[lefrene] 14/9/2016 11:12

Looking at the Caterpillar RNS it seems someone needs to synchronise their calendars. The Caterpillar deal is for 42 months beginning this December, that takes us up to Mid 2020, and yet Torotrak is talking 2018 for their hydraulic ERS.

It at least is a vote of confidence in TRK tech, it helps pay the wages of the gentlemen in white coats, and nice that they don't have to hurry to get something sorted in the usual two years, now they have a whole three and a half years to fill in. I guess America is not too concerned about CO2 or the cost of fuel in construction equipment.

[thanksamillion] 14/9/2016 11:10

DAFFY

You wobdered correctly.

;-)

[dafad] 14/9/2016 08:46

more news to come today i wobder

[supernumerary] 13/9/2016 10:45

Here you go, one that works. Doesn't say much though.

[oliversanvil] 13/9/2016 08:21

hxxp://www.m-eng.com/wp-content/uploads/TOR9861-Torotrak-at-Cenex-LCV2016-releas

[supernumerary] 12/9/2016 15:19

Clearly an advance on what, though? See my 13401. You have to look at what's coming down the track from elsewhere in 3 years time...

[alchemy] 12/9/2016 13:53

Reads well , telling the Germas about it with their proven steps..1.5tsi engine et al means take up would be some years down track. But clearly an advance.

[oliversanvil] 12/9/2016 13:35

hxxp://www.m-eng.com/wp-content/uploads/TOR9849-Torotrak-V-Charge-at-Dresden-2016-release-APP.pdf

[supernumerary] 12/9/2016 12:36

Well done Oliver - that's the longest and least readable post I've ever seen on advfn. Takes some doing ;¬)

Why don't you edit it all out and just post the link to the original?

[oliversanvil] 12/9/2016 12:02

Press Release
Press Release

Torotrak to present extreme engine downsizing
solution
at Dresden
supercharging
conference
V
-
Charge system with mechanical variable drive
outperform
s conventional boosting methods
on downsized gasoline engine
08 September
201
6
...
A
t the
21
st
Supercharging Conference in Dresden on 15/16 September,
T
orotrak Group
will
present results from engine testing that verify previous claims for V
-
Charge
, a
v
ariable
d
rive
m
echanical
s
upercharger. In comparison
with the incumbent
fixed
ratio
posit
ive d
isplacement
su
percharger on a 1.0
L GTDI engine, V
-
Charge achieved
improved
BS
FC
(brake specific fuel consumption)
, better
transient performance
and
a maximum BMEP
(brake mean effective pressure)
of 31bar
.
In a paper entitled ‘
Simulation and Verification of
V
-
Charge Variable Drive Supercharger
Performance on a 1.0l GTDI Engine
’ on the second day of the conference,
Tobias Knichel
,
Torotrak Group’s Business Development
Director
,
will
share details of the development
program.
These will include simulation using
a GT
-
Power model
and
engine dynamometer
testing which was carried out
at the University of Bath Powertrain and Vehicle Research
Centre (PVRC)
. The presentation includes
full load, part load and transient test results
.
The V
-
Charge e
quipped 1.0L 3
-
cylinder
Ecoboost engine has
similar
performance
to
a 1.5L 4
-
cylinder version
, combined
with improved driveability
,
despite a 33 percent reduction in
displacement
. This signals
the potential for
a new level of downsizing
, enabling the industry to
further reduce th
e CO
2
output
of high volume vehicles
without compromising driver
satisfaction.
The ability to control
compressor speed
on V
-
Charge independently of en
gine speed,
allows
parasitic losses to
be reduced and the need to de
-
clutch is decreased
. The use of a cen
trifugal
compressor, instead of a positive displacement Roots type blower, reduces power
consumption, improves efficiency and requires less package space.
Packaging is also simplified by the quiet operation of V
-
Charge
, dispensing with the need for
soundpr
oofing
. Test results for NVH show the
sound pressure
of a V
-
Charge installation
i
s up
Page
2
of
3
to 15.9dB(A) lower than a
similar Eaton system with encapsulation
, and
19.7 dB(A) lower than
the similar Eaton system without encapsulation
.
The paper concludes by indica
ting that
V
-
Charge
is
well placed to satisfy the first stage
of
boosting
on the most aggressively downsized engines
because it
has a continuous air power
ca
pability of up to 17kW
. It can also provide a flexible handover to the turbocharger at any
engine sp
eed, enabling simpler boost control.
Though tested on a gasoline application,
Torotrak anticipates that V
-
Charge will achieve similar gains on a downsized diesel engine.
About Torotrak
Torotrak (LSE: TRK) is
an innovator and supplier of
low carbon vehicle
technologies
,
focussing on
mechanical solutions
that increase efficiency and reduce CO
2
emissions in
vehicles. These include the V
-
Charge variable
-
drive supercharger,
a range of Torotrak
gearless traction drive
transmissions
,
and the Flybrid energy recove
ry system
,
which
uses a
mechanically
-
driven flywheel to capture kinetic energy during braking and efficiently return it to
the wheels. The company’s engineering team works with proven, global tier one technology
partners to provide a validated route from p
rototypes to production. Customers inclPress Release
To
rotrak to present extreme engine downsizing
solution
at Dresden
supercharging
conference
V
-
Charge system with mechanical variable drive
outperform
s conventional boosting methods
on downsized gasoline engine
08 September
201
6
...
A
t the
21
st
Supercharging Conference in Dresden on 15/16 September,
T
orotrak Group
will
present results from engine testing that verify previous claims for V
-
Charge
, a
v
ariable
d
rive
m
echanical
s
upercharger. In comparison
with the incumbent
fixed
ratio
posit
ive d
isplacement
su
percharger on a 1.0
L GTDI engine, V
-
Charge achieved
improved
BS
FC
(brake specific fuel consumption)
, better
transient performance
and
a maximum BMEP
(brake mean effective pressure)
of 31bar
.
In a paper entitled ‘Press Release
To
rotrak to present extreme engine downsizing
solution
at Dresden
supercharging
conference
V
-
Charge system with mechanical variable drive
outperform
s conventional boosting methods
on downsized gasoline engine
08 September
201
6
...
A
t the
21
st
Supercharging Conference in Dresden on 15/16 September,
T
orotrak Group
will
present results from engine testing that verify previous claims for V
-
Charge
, a
v
ariable
d
rive
m
echanical
s
upercharger. In comparison
with the incumbent
fixed
ratio
posit
ive d
isplacement
su
percharger on a 1.0
L GTDI engine, V
-
Charge achieved
improved
BS
FC
(brake specific fuel consumption)
, better
transient performance
and
a maximum BMEP
(brake mean effective pressure)
of 31bar
.
In a paper entitled ‘
Simulation and Verification of
V
-
Charge Variable Drive Supercharger
Performance on a 1.0l GTDI Engine
’ on the second day of the conference,
Tobias Knichel
,
Torotrak Group’s Business Development
Director
,
will
share details of the development
program.
These will include simulation using
a GT
-
Power model
and
engine dynamometer
testing which was carried out
at the University of Bath Powertrain and Vehicle Research
Centre (PVRC)
. The presentation includes
full load, part load and transient test results
.
The V
-
Charge e
quipped 1.0L 3
-
cylinder
Ecoboost engine has
similar
performance
to
a 1.5L 4
-
cylinder version
, combined
with improved driveability
,
despite a 33 percent reduction in
displacement
. This signals
the potential for
a new level of downsizing
, enabling the industry to
further reduce th
e CO
2
output
of high volume vehicles
without compromising driver
satisfaction.
The ability to control
compressor speed
on V
-
Charge independently of en
gine speed,
allows
parasitic losses to
be reduced and the need to de
-
clutch is decreased
. The use of a cen
trifugal
compressor, instead of a positive displacement Roots type blower, reduces power
consumption, improves efficiency and requires less package space.
Packaging is also simplified by the quiet operation of V
-
Charge
, dispensing with the need for
soundpr
oofing
. Test results for NVH show the
sound pressure
of a V
-
Charge installation
i
s up
Page
2
of
3
to 15.9dB(A) lower than a
similar Eaton system with encapsulation
, and
19.7 dB(A) lower than
the similar Eaton system without encapsulation
.
The paper concludes by indica
ting that
V
-
Charge
is
well placed to satisfy the first stage
of
boosting
on the most aggressively downsized engines
because it
has a continuous air power
ca
pability of up to 17kW
. It can also provide a flexible handover to the turbocharger at any
engine sp
eed, enabling simpler boost control.
Though tested on a gasoline application,
Torotrak anticipates that V
-
Charge will achieve similar gains on a downsized diesel engine.
About Torotrak
Torotrak (LSE: TRK) is
an innovator and supplier of
low carbon vehicle
technologies
,
focussing on
mechanical solutions
that increase efficiency and reduce CO
2
emissions in
vehicles. These include the V
-
Charge variable
-
drive supercharger,
a range of Torotrak
gearless traction drive
transmissions
,
and the Flybrid energy recove
ry system
,
which
uses a
mechanically
-
driven flywheel to capture kinetic energy during braking and efficiently return it to
the wheels. The company’s engineering team works with proven, global tier one technology
partners to provide a validated route from p
rototypes to production. Customers include major
vehicle manufacturers and their suppliers in the light duty, heavy duty and off
-
high
way sectors
as well as leading
motorsport teams.
www.torotrak.com
Torotrak Media
C
ontact
Paul Chadderton at Market Engineering
paul.chadderton@m
-
eng.com
[phone]
Torotrak Group Contact
Sophie Wragg, Marketing Associate
Sophie.w
[e-mail]
[phone]
Images
V
-
Charge
-
variable drive mechanical supercharger

Simulation and Verification of
V
-
Charge Variable Drive Supercharger
Performance on a 1.0l GTDI Engine
’ on the second day of the conference,
Tobias Knichel
,
Torotrak Group’s Business Development
Director
,
will
share details of the development
program.
These will include simulation using
a GT
-
Power model
and
engine dynamometer
testing which was carried out
at the University of Bath Powertrain and Vehicle Research
Centre (PVRC)
. The presentation includes
full load, part load and transient test results
.
The V
-
Charge e
quipped 1.0L 3
-
cylinder
Ecoboost engine has
similar
performance
to
a 1.5L 4
-
cylinder version
, combined
with improved driveability
,
despite a 33 percent reduction in
displacement
. This signals
the potential for
a new level of downsizing
, enabling the industry to
further reduce th
e CO
2
output
of high volume vehicles
without compromising driver
satisfaction.
The ability to control
compressor speed
on V
-
Charge independently of en
gine speed,
allows
parasitic losses to
be reduced and the need to de
-
clutch is decreased
. The use of a cen
trifugal
compressor, instead of a positive displacement Roots type blower, reduces power
consumption, improves efficiency and requires less package space.
Packaging is also simplified by the quiet operation of V
-
Charge
, dispensing with the need for
soundpr
oofing
. Test results for NVH show the
sound pressure
of a V
-
Charge installation
i
s up
Page
2
of
3
to 15.9dB(A) lower than a
similar Eaton system with encapsulation
, and
19.7 dB(A) lower than
the similar Eaton system without encapsulation
.
The paper concludes by indica
ting that
V
-
Charge
is
well placed to satisfy the first stage
of
boosting
on the most aggressively downsized engines
because it
has a continuous air power
ca
pability of up to 17kW
. It can also provide a flexible handover to the turbocharger at any
engine sp
eed, enabling simpler boost control.
Though tested on a gasoline application,
Torotrak anticipates that V
-
Charge will achieve similar gains on a downsized diesel engine.
About Torotrak
Torotrak (LSE: TRK) is
an innovator and supplier of
low carbon vehicle
technologies
,
focussing on
mechanical solutions
that increase efficiency and reduce CO
2
emissions in
vehicles. These include the V
-
Charge variable
-
drive supercharger,
a range of Torotrak
gearless traction drive
transmissions
,
and the Flybrid energy recove
ry system
,
which
uses a
mechanically
-
driven flywheel to capture kinetic energy during braking and efficiently return it to
the wheels. The company’s engineering team works with proven, global tier one technology
partners to provide a validated route from p
rototypes to production. Customers include major
vehicle manufacturers and their suppliers in the light duty, heavy duty and off
-
high
way sectors
as well as leading
motorsport teams.
www.torotrak.com
Torotrak Media
C
ontact
Paul Chadderton at Market Engineering
paul.chadderton@m
-
eng.com
[phone]
Torotrak Group Contact
Sophie Wragg, Marketing Associate
Sophie.w
[e-mail]
[phone]
Images
V
-
Charge
-
variable drive mechanical supercharger
ude major
vehicle manufacturers and their suppliers in the light duty, heavy duty and off
-
high
way sectors
as well as leading
motorsport teams.
www.torotrak.com
Torotrak Media
C
ontact
Paul Chadderton at Market Engineering
paul.chadderton@m
-
eng.com
[phone]
Torotrak Group Contact
Sophie Wragg, Marketing Associate
Sophie.w
[e-mail]
[phone]
Images
V
-
Charge
-
variable drive mechanical supercharger

Torotrak to present extreme engine downsizing
solution
at Dresden
supercharging
conference
V
-
Charge system with mechanical variable drive
outperform
s conventional boosting methods
on downsized gasoline engine
08 September
201
6
...
A
t the
21
st
Supercharging Conference in Dresden on 15/16 September,
T
orotrak Group
will
present results from engine testing that verify previous claims for V
-
Charge
, a
v
ariable
d
rive
m
echanical
s
upercharger. In comparison
with the incumbent
fixed
ratio
posit
ive d
isplacement
su
percharger on a 1.0
L GTDI engine, V
-
Charge achieved
improved
BS
FC
(brake specific fuel consumption)
, better
transient performance
and
a maximum BMEP
(brake mean effective pressure)
of 31bar
.
In a paper entitled ‘
Simulation and Verification of
V
-
Charge Variable Drive Supercharger
Performance on a 1.0l GTDI Engine
’ on the second day of the conference,
Tobias Knichel
,
Torotrak Group’s Business Development
Director
,
will
share details of the development
program.
These will include simulation using
a GT
-
Power model
and
engine dynamometer
testing which was carried out
at the University of Bath Powertrain and Vehicle Research
Centre (PVRC)
. The presentation includes
full load, part load and transient test results
.
The V
-
Charge e
quipped 1.0L 3
-
cylinder
Ecoboost engine has
similar
performance
to
a 1.5L 4
-
cylinder version
, combined
with improved driveability
,
despite a 33 percent reduction in
displacement
. This signals
the potential for
a new level of downsizing
, enabling the industry to
further reduce th
e CO
2
output
of high volume vehicles
without compromising driver
satisfaction.
The ability to control
compressor speed
on V
-
Charge independently of en
gine speed,
allows
parasitic losses to
be reduced and the need to de
-
clutch is decreased
. The use of a cen
trifugal
compressor, instead of a positive displacement Roots type blower, reduces power
consumption, improves efficiency and requires less package space.
Packaging is also simplified by the quiet operation of V
-
Charge
, dispensing with the need for
soundpr
oofing
. Test results for NVH show the
sound pressure
of a V
-
Charge installation
i
s up
Page
2
of
3
to 15.9dB(A) lower than a
similar Eaton system with encapsulation
, and
19.7 dB(A) lower than
the similar Eaton system without encapsulation
.
The paper concludes by indica
ting that
V
-
Charge
is
well placed to satisfy the first stage
of
boosting
on the most aggressively downsized engines
because it
has a continuous air power
ca
pability of up to 17kW
. It can also provide a flexible handover to the turbocharger at any
engine sp
eed, enabling simpler boost control.
Though tested on a gasoline application,
Torotrak anticipates that V
-
Charge will achieve similar gains on a downsized diesel engine.
About Torotrak
Torotrak (LSE: TRK) is
an innovator and supplier of
low carbon vehicle
technologies
,
focussing on
mechanical solutions
that increase efficiency and reduce CO
2
emissions in
vehicles. These include the V
-
Charge variable
-
drive supercharger,
a range of Torotrak
gearless traction drive
transmissions
,
and the Flybrid energy recove
ry system
,
which
uses a
mechanically
-
driven flywheel to capture kinetic energy during braking and efficiently return it to
the wheels. The company’s engineering team works with proven, global tier one technology
partners to provide a validated route from p
rototypes to production. Customers include major
vehicle manufacturers and their suppliers in the light duty, heavy duty and off
-
high
way sectors
as well as leading
motorsport teams.
www.torotrak.com
Torotrak Media
C
ontact
Paul Chadderton at Market Engineering
paul.chadderton@m
-
eng.com
[phone]
Torotrak Group Contact
Sophie Wragg, Marketing Associate
Sophie.w
[e-mail]
[phone]
Images
V
-
Charge
-
variable drive mechanical supercharger
Page
3
of
3
Tobias Knichel
–
Business Development Director for
Torotrak Group

[underhill] 20/8/2016 17:40

hxxp://asia.nikkei.com/Business/Companies/Japan-s-IHI-to-pump-up-turbocharger-business

[lefrene] 18/8/2016 12:35

Thanks supernumerary, and they are all going to use a TRK ivt to reduce the size of the leccy motors? Yes of course they are.

[supernumerary] 18/8/2016 11:42

Interesting article in this week's Economist:



[...]
The hybrid possibilities of high voltage are shown by an experimental Ford Focus being put through its paces by the Advanced Diesel-Electric Powertrain (ADEPT) consortium, in Britain. ADEPT, which includes Ford itself, Ricardo, an engineering consultancy, the University of Nottingham and others, uses 48 volts to power components ranging from the water pump to an electric turbine.
[...]
Exactly how well ADEPT’s Focus performs will be announced soon, but it is expected to cut fuel consumption by 10-12% compared with even the most frugal cars in its class. In volume production the 48-volt systems it runs on would be significantly smaller and cheaper than those needed to build full hybrids, which use large and costly battery packs. When it comes to better fuel economy and lower emissions, some in the car industry reckon mild hybrids could yield 70% of the benefits of a full hybrid (even as those cars switch to 48 volts) at 30% of the cost.
[...]

[bhoddhisattva] 16/8/2016 16:45

Sadly he now leads the Catapult project paid for by you dear taxpayer supposedly to make other engineering and manufacturing cos. more successful.

The only advice I can see him giving them is on executive remuneration (and how to get away with it); PR (to keeop the share price up and not infringe Stock Exchange rules) and how to write the Three Envelopes for his successor.

I am stil not convinced he and his colleagues did not mislead and transgress on disclosure and directors obligations.

[puffintickler] 10/8/2016 16:44

I'm not expecting a 100 bagger either, surprisingly.

[thanksamillion] 09/8/2016 13:34

So would a one bagger to be absolutely honest about it!

[andrewbaker] 09/8/2016 12:53

The loss of a major customer didn't help turnover. The low oil price has meant potential customers have not been so concerned about cutting harmful emissions or performance improvements, as fuel cost levels are relatively low.

Essentially, whilst these factors will be more relevant and important in the future, right now, they are not. Lower harmful emissions will be a significant factor in the years ahead, for example; but are on the back burner for now (pun intended, lol).

So, what to do? I'm already well underwater, and frankly, as such, intend to hang in there. The Cantor Fitzgerald re-iterated target price of 11p. from April was made when the price was around 5p., and it's gone down since; so - and the quick ratio looks good - I'll accept for now that the overall world/European/UK economies are not strong enough to produce current demand for what the company has to offer, but that that will change going forward.

I do hope that my analysis of what's happening is correct. As I posted around a year-ish ago, whilst I am not expecting a 100 bagger to get back to £5 per share, a ten bagger here would be nice.

[oliversanvil] 15/7/2016 08:17

My little buy this morning down as a sell? What's going on ? Encouraging peeps to sell for some reason perhaps with the bid up this am!

[jpjp100] 05/7/2016 11:28

"There is no active programme being pursued in conjunction with Allison Transmissions Inc."

that, it would seem, is the official end of IVT isn't it?

[grahamg8] 04/7/2016 17:45

Shares keep going down so lets award all the staff a 50% pay rise. I suppose it will make sure they are loyal to the Directors, and not ask too many awkward questions. Something like 'I thought the Directors run the company on behalf of the shareholders don't they?'