Heeft u vragen m.b.t. AVA of de meetings.

Mail ze dan naar: info@antonov-Clubsite.nl

Uw vragen zullen dan worden meegenomen en zullen worden geplaats in de map "verslagen en upodates".
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Juni 2006: Beste geïnteresseerde in de Antonov technologie. Ik heb besloten dat de vragenlijsten en antwoorden (Q&A sessies) die met de Antonov board worden gehouden niet meer te plaatsen. De reden hiervoor is, dat dit direct op ander forums wordt gekopieerd, helemaal uit zijn verband worden getrokken en teksten worden veranderd. Inherent hieraan onstaan er weer disicussies in een negatieve toon richting Antonov enz. Hopelijk heeft u begrip voor dit besluit.
Om volledig op de hoogte te blijven van de laatste ontwikkelingen en het laatste nieuws kan ik u adviseren om lid te worden van het: http://www.antonovforum.com
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Vragen m.b.t. Q & A van 7 december 2005.
Questions forum members Meeting 7th december.

Question 1 (Menko)
I like to know when we can expect more news about the conversion from the shareholders loans into equity. This should give a stimulus to the share price.

Question 2 (Ad Modial)
Like to know the status of altenator project. demo sept 05 on webside?
and the progress in discussion with Tier-1 supplier

Question 3 (Pnin)
How does the shareholder structure of the enterprise look?
Bovell: Our shares are broadly strewn. 20 % of the possession is allotted to Germany, in each case 25 % to England and Holland.
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How it is possible that Bovell said during the interview with Schmiders Investment that 20% of the shares stand in Germany (Berlin), whereas these do not occur in the annual report?
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SAIC have more than 50% possession in Ssangyong. The Korean are currently very worried about SAIC moving there entire Ssangyong production to China.
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Is it possible for SAIC to produce Rover on one of those production linen? Or do we have to consider these j.v more as a threat?
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With which other Chinese OEMS Antonov is talking, except SAIC/Nanjing, Chery and Changan?
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Are there still negotiations with TaTA?

Question 3 (Ron)
Last presentation 2004 How about all the interested parties/potential costumors? What is still in procres or over/ended: like Tata, Maruta, Gajra, Polaris, Mahindra etc,

Question 4 (Durobinet)
When does Antonov reach break even status?

You once said that -even if MGRover wouldn't survive- that there was no problem for Antonov because Antonov was directly involved with SAIC. Has this changed lately?
I mean, we know that Antonov works or was working together with Ricardo and SAIC. Can you tell us exactly what this means and how far you are in this project and is there a sort of contract or JV coming one of these days?

How is it possible that in a press release Hein Vergeer was talking about 200.000 AMM's which in fact afterwards was changed in only 4000 AMM's? These numbers are not very close so how come a mistake like this?
Question 5 (Ron)
Do you think there will be an future for Antonov in China and Indian markets SAIC/Nanjing
And about the Rover cars. Has Antonov bought them before the callopse of Rover or do they "forget" them?
Question 6 (Adijas)
You said SAIC is dependent on NAC for the Rovers. Is that vice versa? And if so, there are no indications that NAC wants to talk with SAIC. They are talking to a lot of other carmakers (like FAW). Does this concern you?

It looks like Hybrids are the future. Is Antonov ready to play a part in this future? Are there talkings about the hybrid patents for instance with SAIC?

Question 7 (Ron)
The Rotrex Supercharger with the Antonov AMM-Module is in the picture now. How about the DCA, MCA en AAD What are the latest result with these anutomatic transmissions.

Question 8 (Automaat)
I like to know the aprox. expected revenue for the AMM, for the ones already produced, but more importent for the ones that are going to be produced in licence.

Question 9 (Ron)
Luuk Glansdorp World Champ karting. Good Antonov advertisement. How about the sponsoring in 2006.
The Board of Antonov plc is pleased to announce that it has today launched its
Antonov Mechanical Module ('AMM') two-speed supercharger at the eighteenth
Performance Racing Trade Show in Orlando, Florida. What are the results ?
Top management and engineers from Powertrain to SAIC (sourcing by Ricardo) with all the Knowledge of the AAD etc. for the Rover (streetwise and CityRover) May I espect that Rover Look-a-like cars would be build by Saic with AAD's and DCA's
What do you think about the outcome of the Antonov/Toyota trial.
Do you ever think there will be build Rovers in Great Britain.

Question 10 (Antoboy)
Is there any news about independent test results and progress ?

Question 11 (Mr.Crystalclear)
Antonov launches two-speed supercharger
1 December 2005
http://www.antonov-transmission.com/press_248.htm
The Board of Antonov plc is pleased to announce that it has today launched its Antonov Mechanical Module (“AMM”) two-speed supercharger at the eighteenth Performance Racing Trade Show in Orlando, Florida.

Question:
When you say "Antonov launches ...", do you mean that
1. Antonov PLC (or AAT) had a stand at the Performance Racing Trade Show, or that
2. Antonov personnel were present on a Wheel-to-Wheel Tecstar stand, or that
3. Wheel-to-Wheel Tecstar launched the product on behalf of Antonov?

This will support Wheel-to-Wheel Tecstar’s preparation of revised installation kits for various vehicles within the significant US tuner market
Question:
Is it true to say that Wheel-to-Wheel Tecstar basically launched non-Antonov based Rotrex products at the show?
(ie W2W are selling non-Antonov stuff now and just planning Antonov stuff for later?)

Question:
Are Wheel-to-Wheel Tecstar actually selling any Antonov based Rotrex superchargers to anybody (ie public, racing teams, other distributors), other than on a trial/test basis?
The remainder of this initial batch of superchargers will be used to satisfy the requests received by the Company from eight different vehicle manufacturers and Tier 1 suppliers to purchase units for evaluation purposes.

Question:
How many car manufacturers evaluated earlier preproduction versions of the Antonov/Rotrex supercharger, rather than wait for the definitive product?

Question:
Have Honda actually contractually commited to manufacturing any Antonov based products, and if so, are they now technically in breach of contract due to the length of time it is taking?

Question:
Are Antonov transmissions expected to be present in SAIC first own-branded export vehicles, for example the vehicles SAIC is trying to sell to Dutch deals in 2006. In case of the stock answer: "that is a matter for SAIC", I'd like to at least know if Antonov's transmission designs are ready soon enough to possibly appear in these vehicles, bearin in mind SAIC would need time to tool up, etc after the design is finished and tested, etc.

Question:
When does the company expect vehicles with Antonov transmissions (as the main gearbox, not as an accessory) to reach the market?

(I know this question has been asked many times. But circumstances change and companies are only obliged to inform shareholders of significant changes for the bettter - not for the worse. I feel it is important to re-ask the question, in order to confirm the story has not changed.)

Question:
What sort of royalty/margin would Antonov expect to make on mass production of Antonov/Rotrex compressors, whre mass production means volumes of 100,000 or so per annum?

Question:
What is the status with Gajra? What do we expect them to make, how many, when, and for what application. (Rather than state AMM, please specify whether for use as a gearbox, accessory drive or for use with superchargers!)

Question:
In the Toyota dispute, how much is unacceptably too little for settlement and how much would Antonov gladly settle for?

(I know precise figures are commercial secrets, but some sort of ball park figures would be worth having, maybe with a factor of 5 or better between them, eg $2m is not enough and $10m is, or $6m is not enough and $30m is.)

Question:
When should the recent Antonov hybrid patent be granted?

(18 months after filing, but when is that?)

Question:
Is there any manufacturer currently interested in the 4th generation AAD?
(Interested in the sense of known to be continuing development or in commerical negotiations with Antonov.)
Question (Willy)
How about below? "Is this Antonov yes or no"? Is seems that BorgWarner takes is all

About BrogWarner:
Although automatic transmissions are gaining a greater market share, especially in northern Europe, consumer resistance remains strong. Europe's skeptical consumers, however, may be persuaded to change by the new dual-clutch transmissions. Matthew Beecham reports.
Of the three main vehicle markets of the developed world, Europe remains unique in that nearly 80% of passenger cars are sold with manual transmission. Motorists with an interest in performance prefer changing gear for themselves, while those more concerned with economy still believe that—quite apart from their extra cost—automatic transmissions deliver inferior economy.

The direct shift gearbox, powershift gearbox, twin-clutch gearbox are just a few of the terms used to describe the dual-clutch gearbox. The gearbox concept combines the advantages of a conventional manual shift with the qualities of a modern automatic transmission. It originated in motor sport and is characterized by having two part gearbox units, which operate the odd and even gears, respectively. It means that when changing gear the engine torque is transferred continuously from one gear to the other. The result is gentle, jerk-free gear changes with the same relaxed driving style found in an automatic combined with the efficiency of a manual transmission.

The VW Group pioneered dual-clutch technology and continues to push it in the European market. BorgWarner played a key role in the development of VW's DSG 6-speed automatic gearbox, which combines the smoothness of a state-of-the-art torque converter with the fuel efficiency of a lighter and cheaper to manufacture 6-speed manual. “Our DualTronic will continue to feature in VW front-wheel drive cars as well as gradually penetrate into different market segments,” said Bernd Matthes, President and General Manager of Borg Warner Transmission Systems about the company’s DualTronic transmission system. “There are no limits or technology barriers. It has a broad application range covering the entire vehicle market.”

BorgWarner predicts that demand for the technology will grow from nothing today to a quarter of the European passenger car market by 2014, and will give it a foothold in the US and Japanese markets during that time. “By 2014, we see dual clutch transmissions capturing 25% of the European market,” said Matthes. “It will serve as a replacement for the traditional automated manual transmissions, CVTs and traditional planetary type automatics. With the trends towards more automation in Europe, we see replacement of pure manual transmission.”

Matthes believes there were a number of key technology advances which made the production of the dual-clutch transmission possible. He said: “Let’s start with the clutch itself. Over the past few years we have made some major advances to the friction material such as improving heat resistance. Also, there have been improvements in oil which, together with the friction material, provide a system that is more stable under the certain conditions. There have also been some advances with the control module. Over the last decade, the electronic control module has become more powerful and yet cheaper. For the DualTronic we also developed a special type of solenoid for more precise clutch control. So electronics and solenoids on the control side as well as improved friction materials and oil have been the key technology breakthroughs.”

BorgWarner is still the only player in the dual clutch market although other manufacturers are set to enter it. “Our customers will clearly not allow us to be the only players in this market,” said Matthes. “But the main competition that is taking place right now is not so much between us and other players but between the wet clutch technology – which we favour because it is more robust, easier to handle and has a wider application range – and dry clutch technology. The dry clutch manufacturers such as LuK, ZF Sachs and Valeo are developing their own solutions. We will see some of those in the future on the lower end of the vehicle lines. But I do not see those coming into mid-size vehicles or even larger compact vehicles. There is a clear border line when it comes to torque capability and functionality. On the wet clutch side, we are still the key player and I would assume we shall remain so for the foreseeable future. Whereas the others are now working on their first generation, we are now working on our second generation. “

LuK is also working on its dual-clutch transmission solution. The company began work on this area in 2003. LuK refers to it as a ‘parallel shift gearbox’. “Depending on the application, we can offer our customers designs for the wet or the dry version,” said Dr Wolfgang Reik, head of LuK’s R&D department. “On the basis of the development projects underway at present, we believe that the clutch could be part of mass-production by the end of 2007.”

Although LuK has already shown a dry clutch version of its dual-clutch transmission, the German supplier is keeping its options open. Reik added: “We are quite certain that the wet twin clutch offers advantages in some circumstances for specific applications. For example, where particularly high torques are present and we are therefore working in parallel on developing both designs.” The company says it can supply both wet and dry clutches depending on the OEM’s requirements.

Meanwhile, Continental Automotive Systems has developed a control unit for a dual-clutch transmission which entered production in 2003. The company is bracing itself for a booming market. “Right now we are running five separate development projects for future automatic transmission. Four of the resultant control units will form part of double-clutch transmissions,” said Bernd Stockmann, manager of the company’s transmission profit centre within the Chassis and Powertrain business unit.

Stockman says the obvious fuel savings should fuel demand. He said: “The percentage of fuel saving is very much depending on the compared engine/transmission combination. A rough number is somewhere between 5 to 10% fuel saving compared to an automatic transmission. The fuel consumption of a DCT is somewhere in the area of a vehicle with manual transmission. DCT in combination with a diesel engine shows a big improvement in the area of vehicle launch performance, known as the ‘rubber band effect’, caused by the torque converter, which is known in combination with step automatic transmissions can be eliminated due to the double clutch concept.” The company’s dual-clutch transmission control unit is currently available on the VW Beetle, Golf, Touran, Passat, Jetta, Golf Plus, and Caddy; Audi TT and A3; Skoda Octavia; and Seat Altea, Toledo, and Leon.

Other carmakers are trying to catch up. Ford is the second major carmaker to commit to dual-clutch transmissions.
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