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GKN Driveline introducing eAxle for mass-market C-segment vehicles

GKN Driveline has developed an eAxle module—derived from the technology used in cars such as the Porsche 918 Spyder and BMW i8—that will enable C-segment vehicles to offer buyers a plug-in hybrid option with improved performance and a reduction in CO2 emissions of more than 50%.

The new eAxle is an evolution of the system GKN designed for the Porsche 918 Spyder. The single-speed design minimizes weight to just 20.9 kg (46 lbs) while optimizing efficiency, installation space and costs for mass-market vehicle applications. A two-staged geartrain with a gear ratio of 12.5 provides up to 2000 N·m torque and 65 kW power for a dynamic pure-electric mode and balanced wheel torques for all-wheel drive mode.

GKN eAxle

An electromechanically actuated dog clutch disconnects the electric motor at higher vehicle speeds and an open coupling minimizes rotating losses when disengaged. Precision engineering of the gear teeth and other acoustic measures ensure noise emissions are minimal.

GKN leads the industry in eAxle technology and we want to make plug-in hybrids a simple upgrade for consumers and manufacturers. With our systems now proven in halo hybrid sports car programmes and premium SUVs, automakers are working with us to launch eAxle technology in a much broader range of vehicles. Innovations by our hardware and software engineers will place the performance and efficiency benefits of plug-ins within the reach of many more motorists.

—GKN Automotive President of Engineering Peter Moelgg

Development by GKN is helping move the balance of power in vehicles from internal combustion towards electric drives. A typical C-segment plug-in hybrid could now have an engine output of around 100 kW, with a GKN eAxle supplying an additional 65 kW of electrical power. The eAxle can improve 0-100 km/h acceleration times by several seconds, provide a useable pure electric range and reduce a vehicle’s CO2 emission rating to less than 50 g/km, the company said.

Front-wheel drive vehicle platforms can integrate GKN’s compact, lightweight single-speed eAxle modules into the vehicle’s rear assembly to provide a combination of plug-in hybrid and electric all-wheel drive functionalities.

Our vehicle integration teams can support automakers in the tuning of their vehicle’s eAWD mode, ensuring that the torque delivery results in the right front-rear balance and delivers the brand’s trademark driving characteristics.

—Rainer Link, GKN Driveline Managing Director of eDrive Systems

GKN has been pioneering the introduction of eAxle technology since 2002, launching the industry’s first high voltage eAxle applications with PSA Peugeot Citroen in 2010. The company was awarded Official Porsche Technology Partner status for its contribution to the plug-in hybrid Porsche 918 Spyder program. It launched the world’s first two-speed eAxle in the plug-in hybrid BMW i8 and also supplies the eAxle on the Volvo XC90 T8 Twin Engine PHEV program.



"The eAxle can improve 0-100 km/h acceleration times by several seconds, provide a useable pure electric range and reduce a vehicle’s CO2 emission rating to less than 50 g/km, the company said."

So, this 46 lb + ~<100 lb motor has the above?


I guess you need this axle + the motor + the battery + the control systems.
Still, if this gets you a PHEV + 4 wheel drive that is easy to integrate, it is no bad thing.


This seems to be a 4+win add-on solution that could benefit most if not all future AWD PHEVs?

The days of 60 mpg to 75 mpg AWD PHEVs may not be that far away?


Doubt the half shafts (axles?) are included est + 15kg.

65KW would cover a lot of applications unfortunately being single speed it would need one (other) axle to supply the torque.As with other thru the road single speed e motors this needs road speed to become effective.Then this
"An electromechanically actuated dog clutch disconnects the electric motor at higher vehicle speed"
UGH? on a Porshe (performace car?)

As desribed it isn't appropriate for serious off road 4WD where high torque is required from stationary.

There may be e-motors with two or more ratios that would solve that.

There are various suitable companion (front) axles with torque infill or some other variable ratio offerings from other manufactures are described (not sure which ones are available)

Still very useful and appearing simple so 'cheap and cheerful' is sure to be welcomed by the industry.


I think the question is how cheaply can you add PHEV functionality to a normal car like a Ford Focus (assuming you are Ford, not some guy in a garage).
IMO a PHEV provides the best mix of cost, range and EV miles because you can size the battery to the average day, and do the above average days on petrol or diesel.
You get the benefit of rapid charging of the petrol tank while you can charge the battery at night or whenever.


Better put my hands up for being very wrong .
It does the opposite to my first post reading and criticism, giving full e drive and torque from standstill.
In fact it will work very well in the low - medium speed range specified and by disconnecting at higher road speeds reduce losses.

My apology.

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