Automated manual transmission

Automated manual transmission (AMT), also known as a clutchless manual, is a type of semi-automatic or automatic transmission that is closely based on the mechanical internals of a manual transmission.[1][2][3][4][5]

BMW SMG III shifter, with a selector for the shift speed located below the shifter

Semi-automatic versions control the clutch automatically — often using electro-mechanical, hydraulic, or pneumatic actuation — and still require the driver to initiate the gear change. Fully-automatic versions can control both the clutch operation and the gear shifts, therefore requiring no driver input for gear changes.[6][7]

The usage of AMTs in passenger cars increased in the mid-1990s, as a more sporting alternative to the traditional hydraulic automatic transmission. During the 2010s, AMTs were largely replaced by the increasingly widespread dual-clutch transmission design.

Design and operation

Automated manual transmissions can be semi-automatic or fully-automatic in operation. They will generally use one of the following methods of actuation for the clutch and/or shifting: hydraulic[8][9], electro-mechanical[10], pneumatic[11][12][13], or electromagnetic[14].

Gear shifting, clutch actuation, shift-timing, and rev-matching are all under automated control via the electronic sensors, computers, and actuators.[15][16] When shift gears, the driver selects the desired gear with the transmission shift lever, servo-controlled electronic sensors and actuators connected to the TCU (transmission computer) will automatically operate the clutch and throttle to match revs and to re-engage the clutch in milliseconds. Torque and power transfer to the drive wheels will also be electronically-controlled. Most modern implementations of this transmission function in a sequential mode, where the driver can only upshift or downshift by one gear at a time. However, this is not the case for all modern transmissions. For example, BMW's "SMG" and Ferrari's "F1" transmission can skip gears on both downshifts and upshifts, when selecting gears manually via the paddle-shifters. Older transmissions (usually from the 1990s and prior) will retain H-pattern shifters, plus the shift gate, and will require the driver to select the required gear ratios manually. The clutch will, however, be an electronic servo-controlled unit connected to actuators and sensors which control the clutch.[17]

"Clutch-by-wire" is an alternate method of clutch actuation. The system generally uses an actuator (e.g., hydraulic or electro-mechanical) and electronic sensors to monitor and control clutch positioning, depending on the circumstances.[18][19]

Depending on the mechanical build and design, some (mostly modern) automated manual transmissions will automatically shift gears at the right points (like a conventional automatic transmission), while semi-automatic and clutchless manuals require the driver to manually select the gear even when the engine is at redline, since they only automate part of the transmission (namely the clutch), and will not shift gears by themselves..[20] Despite the superficial similarity, automated manual transmissions differ significantly in internal operation and driver's 'feel' from a manumatic, the latter of which is an automatic transmission (automatics use a torque converter instead of a clutch like in an automated manual, to manage the mechanical linkage between the transmission and motor) with the ability to override the automatic transmission's computer, and actuate shifts manually.[21]

Usage in passenger cars
2000-2006 BMW SMG-II shifter

The automated manual transmission has its origins in early clutchless manual transmissions that began to appear on mass-production cars in the 1940s and 1950s. An early example of this transmission was introduced with the Hudson Commodore in 1942, called Drive-Master. This unit was an early semi-automatic transmission, based on the design of a conventional manual transmission which used a servo-controlled vacuum-operated clutch system, with three different gear shifting modes, at the touch of a button; manual shifting and manual clutch operation (fully-manual), manual shifting with automated clutch operation (semi-automatic), and automatic shifting with automatic clutch operation (fully-automatic).[22][23][24]

Another early example is the 1955 Citroën DS, which used a 4-speed "BVH" transmission. This semi-automatic transmission used an automated clutch, which was actuated using hydraulics. Gear selection also used hydraulics, however, the gear ratio needs to be manually selected by the driver. The 1956 Renault Dauphine 3-speed manual transmission was available with an optional Ferlec automated clutch, which used an electromagnetically-operated clutch system.[25][26] Other clutchless manual transmissions included the 1967 NSU Ro 80 (3-speed Fichtel & Sachs)[27] and 1967 Porsche 911 (4-speed Sportomatic), both of which used vacuum-actuated clutches and hydraulic torque converters. The 1968 Volkswagen Beetle and Volkswagen Karmann Ghia offered a 3-speed Autostick transmission, which used an electric switch on the gear shifter to operate the electro-pneumatic vacuum clutch.[28][29]

In 1963, Renault switched from the automated clutch to a fully-automatic 3-speed Jager transmission, which consisted of an electro-mechanical control unit that operated both the clutch and shifting, effectively making it one of the earliest automated manual transmissions.[30][31][32] The Jager transmission was controlled via dash-mounted electronic push-buttons.[33]

The Isuzu NAVi5 5-speed automatic transmission was introduced in the 1984 Isuzu Aska mid-size sedan (sold in the Japanese domestic market only). This transmission, originally designed for trucks, was based on a manual transmission with the addition of hydraulic actuators for the gear shifter and the clutch. Initial versions did not allow direct selection of gear ratios, instead only allowing drivers to lock out higher gears (as per many traditional automatic transmissions). Later versions added a manual mode, allowing the driver to control the gear selection.

Valeo electronic clutch transmission system, used in the Ferrari Mondial T

Several companies owned by Fiat S.p.A. were influential in the development of automated manual transmissions. Ferrari's involvement with automated manual transmission began with the 7-speed semi-automatic (paddle-shift) transmission used in the 1989 Ferrari 640 Formula One racing car. In 1992, the Ferrari Mondial T introduced the option of a "Valeo" 5-speed semi-automatic transmission.[34] This transmission used an electro-mechanical actuator to automatically operate the clutch, while the gearshift mechanism was a standard H-pattern shifter operated as per normal transmissions.[35] In 1997, the Ferrari F355 became available with an "F1" 6-speed transmission, which uses paddle-shifters located behind the steering wheel or can be driven in a fully-automatic mode.[36] The F355's successors offered similar transmissions,[37] until the company switched to a dual-clutch transmission for the Ferrari 458 in 2009.

Ferrari F430 F1 steering wheel with paddle-shifters

Sister company Alfa Romeo introduced the related "Selespeed" 5-speed automatic transmission for the Alfa Romeo 156 in 1999.[38][39] This was followed by Maserati's 2001 introduction of the related "Cambiocorsa" 6-speed automatic transmission in the Maserati Coupé.[40]Selespeed was also used in the Fiat Punto and Stilo models.

BMW's involvement with automated manual transmissions began in 1993, when the "Shift-tronic" 6-speed semi-automatic was offered on the Alpina B12 coupe (based on the E31 850CSi).[41][42] Using an automated clutch paired to a standard H-pattern shifter (as per the Ferrari Mondial T), the transmission was supplied by LuK and fitted to less than 40 cars.[43] Mass-production of automated manual transmissions began for BMW in 1997 with the introduction of the "SMG" 6-speed automatic transmission in the BMW E36 M3 coupe.[44] Although the name "SMG" was an abbreviation of "Sequential Manual Gearbox", the transmission internal were as per a typical (synchromesh-equipped) manual transmission, not a true sequential manual transmission. The SMG was replaced by the SMG-II when the E46 M3 was introduced in 2000.[45] BMW's final AMT (before being replaced by a dual-clutch transmission) was the 7-speed SMG-III used in the 2004-2010 BMW E60 M5 and related BMW E63 M6. The SMG-III could achieve a shift time of 65 milliseconds in its most aggressive mode[46]

From 2002 to 2007, the Toyota MR2 (3rd generation) was available with an "SMT" 6-speed automated manual transmission. The SMT system utilized an electro-hydraulic activation system for both the clutch and shifting, but no H-pattern shifter like with the standard transmission. Instead, there was a shift lever that could be pulled and pushed forward or backward to upshift and downshift, as well as the addition of electronic steering-wheel-mounted shift buttons.

Brands within the Volkswagen Group have typically used dual-clutch transmissions instead of automated manual transmissions, however a 6-speed "E-gear" automated manual transmission was introduced for the 2004 Lamborghini Murciélago.[47] and Lamborghini Gallardo.[48][49] The E-gear was used on the successors to the Murciélago and Gallardo, and it was also available on the 2007-2012 Audi R8 (Type 42), marketed as the "R-tronic" transmission.[50][51][52]

Applications
Year of
introduction		ManufacturerTransmission NameModel(s)
1996 Alfa Romeo Selespeed 156, 147, GT, 159, Brera, Spider
2007 Q-Select 8C Competizione / 8C Spider
2001 Aston Martin SSM Vanquish
2005 Sportshift Vantage (2005)
2009 - One-77[53]
2020 - Valkyrie
1999 Audi - A2
2006 Audi R-Tronic R8 (Type 42)[54][55]
1997 BMW SMG E36 M3[56]
2000 SMG-II E46 M3, E46 3 Series, E85 Z4, E60 5 Series, E63 6 Series
2004 SMG-III E60 M5, E63 M6[57]
1955 Citroën BVH DS[58]
1976 C-Matic CX, GS[59]
2004 EGS C4,
2003 Sensodrive C2, C3
2015 Dacia Easy-R Logan, Sandero, Duster
2017 Dallara - Stradale
1993 Fiat Selespeed Punto, Stilo
1995 Dualogic Bravo, Idea, Palio, Punto, Siena
1988 Ferrari Valeo Mondial T
1994 F1 355 F1, 360, 575M Maranello, Enzo, 612 Scaglietti, F430, FXX, 599
2004 Ford Europe Durashift EST Fusion, Fiesta, Transit
2010 Honda I-SHIFT Civic, Jazz
1942 Hudson Drive-Master Hudson Commodore
1950 Supermatic Hudson Commodore[60][61]
2020 Hyundai iMT Venue[62]
1984 Isuzu NAVi5 Aska, Gemini
2004 Lamborghini E-gear Murciélago, Gallardo, Reventón, Sesto Elemento
2011 ISR Aventador, Veneno, Centenario, Sián
2004 Lancia DFN Musa, Ypsilon
2010 Lexus ASG LFA
2001 Maserati Cambiocorsa Coupé and Spyder, MC12
2003 DuoSelect Quattroporte V
2007 MC-Shift GranTurismo
2021 Mercedes-AMG - ONE
2004 Mitsubishi AllShift Colt
1967 NSU - Ro 80
2005 Peugeot 2-Tronic Peugeot 107, Peugeot 1007
1967 Porsche Sportomatic 911[63][64]
2005 Proton AMT Savvy
1956 Renault - Dauphine
2001 Quickshift Modus, Twingo
2015 Easy-R Kwid, Symbol III
1994 Saab Sensonic 900 NG[65][66][67][68][4]
1998 Smart Softouch Fortwo, Forfour, Roadster
2020 SSC North America - Tuatara
2015 Suzuki AGS Celerio
2017 AGS Swift Dzire
1999 Toyota SMT MR2 (W30)
2005 MMT Aygo, Yaris, Corolla, Corolla Verso, Mark X, Auris[69]
2004 Opel/Vauxhall Easytronic Corsa, Tigra, Meriva, Astra, Zafira, Vectra
1968 Volkswagen Autostick Beetle, Karmann Ghia[70][71]
1998 - Lupo
2009 - Gol
2011 ASG Up, Fox

Usage in semi-trucks / tractors
  • Volvo I-Shift: an automated manual transmission, introduced in 2001 and used in trucks and buses. This system is an add-on for the conventional unsynchronized manual transmission.[72]
  • ZF AS Tronic: an automated manual transmission, introduced in 2003 and used in trucks, buses, and coaches.
  • Eaton AutoShift: introduced in the early 2000s as an add-on to traditional non-synchromesh manual transmission for heavy trucks.[73]

See also
Automotive transmissions
Manual
Automatic / Semi-automatic

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