22 | AutoPartsAsia | NOVEMBER 2017
we can have higher EGR. Basically,
we can configure the opposed-piston
engine to meet emission standards
with different after-treatments; the fuel
economy will not be 20 percent more
than the existing engine but it will still
be at par or even better.
Q: The opposed-piston gives two
options - to go the cheaper route
and have a trade-off in the fuel
economy or go the regular route
and get 20 percent fuel economy?
A: Yes, exactly. If you compare
four-stroke engine with the opposed-
piston engine the number of
components in the latter will be lower
but it will still have the 20percent plus
fuel advantage.
Q: The cost benefit is very evident.
In which case what prevents your
customers from jumping into
opposed-piston? What holds them
back?
A: There are many companies
looking at opposed-piston
engines now; papers have also
been published. All of them have
concluded that it is at least 15 percent
better in their applications. They are
going towards the path of having
opposed-piston as one of their
products.
Q: Is there anything preventing the
others?
A: What is preventing them is that
some companies are technology
laggards. They want to wait till
everything is developed and proven
in the market before adopting it. We
see this all over the world, even in
the US. It depends on a company’s
strategy.
Q: Wherever you go, people in
general view that the IC engine is
going to die. Do you think this will
hamper the prospects of
opposed-piston?
A: Not really because
there are several things.
Electrification is the
competitor in the light car
segment due to its cost.
Though OEMs in the US
are under pressure to have
electric vehicles in their
portfolio, people are not
buying. Some companies
are losing money selling
electric vehicles because
even though the products
are available in the market
the consumer is not
responding - especially
now as oil prices are lower.
People are buying biggervehicles and the miles driven have
gone up; in the US miles driven has
increased 11 percent. It will take a
few decades for EVs to penetrate
the light car market. If the oil price
remains stable, people who are cost
conscious will go in for IC engines.
Q: Is there a sweet spot in this
scenario for Achates?
A: There is no electrification or
hybrids being talked about in the
truck or CV segment. The large trucks
with 5 litre or 10 litre engines will not
see any electrification. Achates Power
is in a sweet spot right now as it is
fully geared to meet the 2025 CAFE
(Corporate Average Fuel Economy)
regulations. We are in a good position
because consumers are looking for
immediate solutions that are cost
competitive.
Q: Do you have plans of setting up
a testing or demonstration centre in
India like the one you have in San
Diego?
A: When we are supporting our
customers here, a time will come
when it becomes more viable and
appropriate to have a big support
centre here itself to cater to them.
The prototypes will then be tested at
customer sites for which we will need
testing facilities here.
Q: Does Achates outsource
prototypes?
A: No, we develop the prototype
ourselves. We have three engine test
beds in California but in the US itself
we may have to outsource some of
the testing to other test beds. A stage
may come when we could get some
A48 Engine work done in India.A48 Engine in Test Cell