The Type E family is a power-split hybrid transmission that retrofits into haul trucks already in your fleet — lifting productivity and cutting fuel now, with a staged path to battery-electric later. You upgrade the driveline, not the whole machine.
No discrete gears to shift through, no torque hole on the ramp. Ratio is managed electrically across the whole climb, and the range section keeps the engine in its efficient band.
A planetary set divides engine torque between the wheels and a motor-generator. Varying that motor's speed varies the overall ratio — smoothly, with no step change.
A powershift range carries the loaded climb mechanically in the driveline's sweet spot, so battery energy tops up the effort rather than carrying it.
A fixed final stage delivers torque to the existing wheel groups. The launch converter is retained and locked as a cushion — nothing in the truck's structure changes.
The value is in cycle time, not just litres. Holding a faster loaded climb lifts cycles per hour — and lifting the load up the ramp costs nearly the same energy at any speed.
The engine runs in its efficient band and braking energy is recovered instead of burnt as heat in the retarder. Fuel comes down without chasing it as the primary goal.
Replace the diesel engine with an electric motor later and the same transmission becomes a battery-electric drive. Hybrid now, full electric when the site is ready — no stranded asset.
It drops into trucks already on site and keeps the hydraulics and structure intact — avoiding the near new-truck pricing that sinks full series-electric conversions.
Each application recalibrates the same E-CVT architecture — ratios, motor sizing and battery — to a specific machine and duty cycle.
The reference application. A power-split E-CVT for the 789D, developed against a real GPS haul cycle from a deep-pit operation. Productivity-led business case, with fuel and regen behind it, and a clean conversion path to battery-electric on the same hardware.
The high-volume class. This size is traction-limited on the ramp rather than gear-limited, so the Type E leads with climb boost and regen. On-board energy management sets it apart from fixed-logic series conversions.
A four-range, diesel-neutral E-CVT that replaces the prime mover's 18-speed AMT, paired with self-contained powered wagon modules — hybrid first, then grid-charged wagons, then full electric on the same hardware.
A pure power adder for laden ramp ascent where the engine has no headroom. Adds the benefit of lower ventilation load and diesel particulate exposure — a stepping stone to battery-electric underground.
The same E-CVT architecture calibrated for the mid-size fleet — extending the platform across more of the fleet on a common core.
On the numbers. Performance figures shown are modelled projections from our own derived duty-cycle data and verified OEM specifications — not yet field-validated. Ranges reflect duty cycle: deeper pits and steeper, longer ramps sit toward the top of each band; flat-dominated hauls toward the bottom. Full modelling and assumptions are available under NDA.
Modelled on our own derived duty-cycle data — the conventional driveline against the Type E, for the 789D and the road train alike. Conservative figures.
Modelled projections from our own derived duty-cycle data — conservative figures, not field-validated.
Give us a truck, a pit and a haul profile, and we'll show you what the Type E does on your numbers — climb speed, cycles per hour, fuel and payback.
PROJECT 412