Suppliers' responsibilities in vehicle development are growing. Schaeffler Chief Technology Officer Peter Gutzmer aims to expand the company's value creation across a wider range of functions. He spoke with Klaus-Dieter Floerecke, a reporter with Automotive News Europe sister publication Automobilwoche.

What role do suppliers play in the improvement of engine technology?

In general, there is more work in development networks. This has resulted in a sharp increase in the suppliers' share of the development of new engine lines. The vehicle manufacturers continue to provide adaptations in their vehicle platforms and in the overall systems. But as a whole, suppliers must provide more development expertise and take over greater development responsibility. This trend will continue as a result of the growing complexity.

Can you give us an example?

An example is our fully variable electro-hydraulic UniAir valve control. We supply this system to Fiat- Chrysler. But this only works if we network intensively very early on with the customer, starting during the specification phase, clarifying who will cover particular areas and who will take over particular work packages.

Is downsizing still important?

Yes. If you look at the internal combustion engine, three- and four-cylinder engines will determine the future, combined with other systems such as electrification. The two-cylinder engines will likely remain a niche application with a role in range extenders. For internal combustion engines, we see further increases in performance and torque. This will primarily be achieved with turbochargers or complementary charging systems.

Will this result in additional sales of high-tech, high-value components?

Yes, we are preparing for the eventuality that our customers' demand for development work will continue to rise. The complexities are growing. We want to try to increase the value that we create with a wider range of functions.

Can you provide more details?

For example, an electrical actuator is added onto the camshaft adjuster. In the case of the dual clutch, the product is enhanced with electric actuation. We try to find common areas where the actuator's control and electrical equipment can complement and benefit each other.

The turbocharger is playing a major role in downsizing. As a manufacturer of turbochargers, or as a provider of turbocharger rolling bearings, how do you see the competition from superchargers?

With small loads and at low rotational speeds, the turbocharger is at a serious disadvantage in its response compared with superchargers. But we do not believe that the bulk of future engines will be equipped with superchargers. Here we have developed a tailor-made, roller-bearing solution. And it even functions at temperatures of up to 1,000 degrees Celsius found in turbochargers. We are also working on another solution to optimize the response of turbochargers. At the same time, the actuating elements and electro-mechanical expertise are important. In the future, we expect turbo-charger systems with electrically supported drives.

What is the importance of the engineering subsidiaries AFT and IFT, now known as Schaeffler Engineering, and how is the unit integrated within the company as a whole?

The company will have mechatronic expertise for internal combustion powertrains with electrification. Here we will create a team that forms an interface between Schaeffler and customers on system development to meet the requirements for integrating systems. But we will also present our own ideas to the customer, such as our wheel-hub drive. Because of our expertise, we can develop everything from software packages, as we have with our wheel-hub drive eWheelDrive, to prototype control devices and electronics.

In the future, do you expect the bulk of your future technology development work to be done in Europe or will this move to high-growth markets?

We will continue to maintain the basic areas in Germany that require a great deal of knowledge and expertise. That is why we entered into a joint research project with the Karlsruhe Institute of Technology. Other companies are entering into such partnerships as well. That means that basic development will take place where the development expertise and the centers of the auto and engine manufacturers are located. And for us, that essentially means Germany, Japan and the United States.

And what about work on applications?

They and engineering services take place in the best-cost countries or the newly industrializing countries such as China and India.

So that means that you do not intend to cut development capacity in Germany?

Yes. But I definitely worry that we will have to look for talent in countries such as India or China because the engineering profession has lost some of its attractiveness in Germany. Simpler activities such as technical drawings will migrate or be replaced by electronic systems. We have already managed to lose expertise in fields such as the energy and nuclear industries. If we are not careful, our development expertise will be lost – and not for reasons relating to costs as is the case in manufacturing.

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