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Saxomat
Saxomat
Saxomat
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Schematic view of the Saxomat automatic clutch control valves unit:
1 – solenoid,
2 – solenoid valve,
3 – vacuum check valve,
4 – pressure reducing valve,
5 – vacuum regulator valve,
A – vacuum chamber,
B – intermediate chamber,
C – atmosphere chamber.
The solenoid valve is shown activated, the clutch is fully depressed.

Saxomat was a type of automatic clutch available as an option on the Fiat 1800, Lancia Flaminia, Saab 93, Borgward Isabella, Goliath/Hansa 1100, Auto Union 1000, Ford Taunus, Trabant, as well as certain models from BMW, Opel, Steyr-Puch, NSU, Glas, Wartburg and Volkswagen. Opel sold it as Olymat; Trabant and Wartburg named the system Hycomat. The Hydrak, used in some Mercedes-Benz vehicles between 1957 and 1961, was a similar system with a hydrodynamic torque converter in place of the Saxomat's centrifugal clutch, this H.T.C. system was standard on the NSU Ro 80 and was optional on the Porsche 911 (Sportomatic). The system also reappeared in the 1990s as Saab Sensonic, but Saab shelved that technology in 1998. Hyundai also introduced a similar concept as the Intelligent Manual Transmission (iMT) in 2020 with the latest generation Hyundai i20.

Cars with a Saxomat clutch did not have a clutch pedal. The Saxomat consisted of two independent systems: the centrifugal clutch, and the servo clutch. The centrifugal clutch was engaged above a certain engine speed by centrifugal force acting on spinning weights inside the clutch, similar to a centrifugal governor.

The servo clutch used an electric switch that supplied manifold vacuum via an actuator valve to a reservoir that disengaged the clutch. The clutch is disengaged automatically whenever the gear-shift lever was touched.

See also

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Saxomat

View on Grokipedia
from Grokipedia
The Saxomat was an electro-pneumatic semi-automatic system developed by the German automotive components manufacturer Fichtel & Sachs in 1956, designed to enable manual gear shifting without a traditional pedal. This innovative technology combined a centrifugal master , which automatically engaged above a certain engine speed, with a vacuum-activated servo for low-speed starting and gear changes, controlled by an electrical on the gear and . Introduced in the post-World War II period, the Saxomat provided accessible driving aids by simplifying vehicle operation to just accelerator and brake pedals while retaining a manual gearbox. It was offered as a factory option on several mid-1950s to European production cars, including the Fiat 1800, , , , Goliath 1100, DKW Auto Union 1000, models, , NSU, and Glas vehicles, and was produced until approximately 1969, marking an early precursor to fully automatic transmissions in the .

History and Development

Origins and Invention

In the aftermath of , the European underwent rapid expansion, with global motor vehicle production increasing almost 10-fold over the subsequent 35 years, driven by economic recovery and rising demand for accessible personal mobility. In and elsewhere, manufacturers sought to balance affordability with improved drivability, as fully automatic transmissions remained expensive and mechanically complex for mass-market vehicles. This context fueled innovation in semi-automatic systems that automated aspects of manual shifting, reducing driver effort while retaining the simplicity and of conventional gearboxes. The Saxomat system originated from the engineering efforts of Fichtel & Sachs AG, a Schweinfurt-based company renowned for its and transmission components since its founding in 1895. Developed in under the company name Fichtel & SACHS, it represented an electro-pneumatic semi-automatic designed to handle starting and shifting functions without a traditional clutch pedal. The internal development team at Fichtel & Sachs, leveraging the firm's expertise in vacuum-assisted mechanisms from earlier and automotive products, conceived the system to address the limitations of purely manual controls in post-war vehicles. Early prototypes emerged from focused at Fichtel & Sachs facilities, where testing emphasized reliable for everyday driving conditions. These phases refined the integration of dual elements—a centrifugal master for low-speed engagement and a servo-assisted component for gear changes—paving the way for the system's production readiness by late , when it was first supplied to automobiles. This dual- approach marked a significant step in semi-automatic technology, influencing subsequent advancements in automated transmissions.

Commercial Introduction

The Saxomat semi-automatic clutch system, developed by Fichtel & Sachs, entered commercial production in 1957 as an optional upgrade for select European automobiles, marking the transition from prototype testing to market availability. The first installations appeared on the , where it was introduced in April 1957 to enable clutchless shifting between second and third gears, appealing to drivers seeking simplified operation without a full . By late 1957, it was also offered on the Sonderklasse model from , positioning it as a novel feature for compact cars at the time. In 1958, adoption expanded to additional models, including the and the newly launched 1000 Sonderklasse, where the system complemented the vehicles' manual gearboxes for enhanced drivability. The following year, 1959, saw its integration into the 1800 sedan upon that model's debut, further broadening its presence in the mid-size segment. Fichtel & Sachs priced the Saxomat as an affordable option, such as the approximately 310 (in 1965) surcharge added to a standard , making it accessible for everyday motorists. Marketing efforts by Fichtel & Sachs and partnering automakers emphasized the Saxomat's role as a "clutchless manual" transmission, highlighting its ease of use for urban driving and reduced fatigue compared to traditional operation, while retaining the efficiency of a manual gearbox. Advertisements and brochures from the era portrayed it as an innovative solution for novice drivers and those in stop-start traffic, contributing to its initial uptake across brands like Saab and during the late 1950s expansion phase.

Technical Design

Key Components

The Saxomat system features a as its primary engagement mechanism, consisting of bronze friction weights that expand outward due to as RPM increases, thereby connecting the to the transmission without requiring driver input. These weights, typically six in number, are housed within the clutch assembly and begin to engage the clutch at speeds above approximately 1,200 RPM, ensuring smooth power transfer once the vehicle is in motion. Complementing the is the servo clutch, a vacuum-operated disc mechanism that allows for clutch disengagement during gear shifts. This component is powered by manifold from the intake, which activates a diaphragm to pull the clutch release , temporarily separating the clutch plates when the gear is moved. The servo clutch operates independently of engine speed, providing precise control for manual gear selection while maintaining compatibility with standard dry-plate clutch designs. Several supporting elements ensure reliable operation of the Saxomat system, including a for electrical control that triggers flow upon detecting gear movement, a to prevent and maintain system , a reducing to regulate intensity for smoother engagement, a regulator to stabilize supply from the manifold , and a for storing . These and the are integrated into a compact , often mounted alongside the servo . The entire Saxomat assembly integrates directly with standard manual transmissions, typically mounting the servo and on the transmission case—such as the left side in models—to minimize modifications and leverage existing clutch linkage. Developed by Fichtel & Sachs in the mid-20th century, this hardware setup allows for semi-automatic functionality without altering the core transmission.

Operational Mechanism

The Saxomat system operates through two primary clutches: a for initial engagement and a servo clutch for gear shifts, enabling semi-automatic functionality without a clutch pedal. During starting, the is cranked in neutral with the disengaged due to low RPM, preventing torque transmission to the ; as engine speed rises above a threshold (typically around 1,200 RPM), centrifugal weights extend to engage the clutch progressively, allowing smooth takeoff without manual intervention. For shifting, the driver lightly touches the gear lever, which activates an electrical switch connected to a ; this opens to direct manifold to the servo clutch's , disengaging the clutch and interrupting flow for manual gear selection in the transmission. Upon releasing the lever, the solenoid closes, and dissipates gradually through a controlled , re-engaging the servo clutch slowly to avoid jerking; pressing the accelerator increases , accelerating re-engagement for quicker . The remains active during this process above idle speeds, ensuring continuous power delivery once engaged. At idle or low speeds below the centrifugal threshold, the stays disengaged, facilitating easy starting, stopping, and maneuvering without stalling the , as no is transmitted to the wheels. This relies on the interplay of electrical triggering for control and pneumatic servo action, without a or automatic gear selection, maintaining a core.

Applications and Variants

Vehicles Equipped with Saxomat

The Saxomat semi-automatic system was integrated into a variety of European vehicles primarily during the and , serving as an optional feature to simplify gear shifting without a full . It appeared most frequently in German and Scandinavian models, where it complemented manual gearboxes by automating engagement via pneumatic and centrifugal mechanisms. Availability was typically limited to higher-trim or export , often adding significant cost that restricted adoption to a small percentage of production runs—sometimes less than 5% for popular models like the . Among Italian manufacturers, the (1957–1970) offered Saxomat as a rare option on its 2.5-liter V6 saloon and variants, paired with a four-speed manual gearbox for smoother urban driving; only around 75 saloon examples were produced with this $203 upgrade, reflecting its niche appeal in luxury segments. The 1800 (1959–1964), a mid-size six-cylinder sedan, also listed Saxomat compatibility in its specifications, though uptake remained low due to the era's preference for standard manuals in family cars. Swedish automaker Saab incorporated Saxomat starting with the 93 model from 1957, enabling clutchless shifts between second and third gears on its three-speed column-shift gearbox; it remained available through 1965 on the 93 and early 96 series, appealing to buyers seeking ease in the two-stroke-powered compact. German brands extensively adopted the , beginning with 's Isabella (1959–1961), where it was mated to the 1.5-liter four-cylinder engine in sedan and forms, as detailed in the model's owner manual for forward motion without stalling risks. The /Hansa 1100 (1957–1961), a compact rear-engine saloon from the group, provided Saxomat from 1959 onward as an optional clutchless setup for its four-speed synchromesh transmission, enhancing accessibility in the small-car market. Similarly, the 1000 (1958–1965), featuring a front-wheel-drive two-stroke three-cylinder, included Saxomat on select Sonderklasse trims with a four-speed semi-automatic configuration for refined shifting. Volkswagen equipped the with Saxomat from 1961 to 1967, notably on the 1200A model (e.g., 1965 variants), where the four-speed manual was adapted for two-pedal operation; however, its $200–$300 premium limited installations to under 10,000 units globally, mostly in export markets like the U.S. offered it on the (1957–1959) and the (1959–1965), pairing the flat-twin and flat-four engines respectively with a four-speed semi-automatic for urban ease, though sales were constrained by the models' high price relative to competitors. Glas vehicles, such as the (1955–1961) and 1200 (1959–1963), offered Saxomat as an option on their four-cylinder models with four-speed gearboxes, targeting family buyers in the compact segment. integrated a Saxomat-derived system, branded as Olymat, across Rekord series (P1 through C, 1957–1966), automating the clutch on 1.5- to 1.9-liter inline-fours for family sedans, with adoption peaking in the early before full automatics displaced it. NSU utilized Saxomat extensively in the Ro 80 (1967–1977), making it standard on the rotary-powered executive sedan with a three-speed semi-automatic to mitigate engine overrun issues, resulting in over 37,000 units produced before the company's absorption by . Ford applied it optionally to the P1 (1952–1962) from 1957, enhancing the 1.2-liter four-cylinder's three- or four-speed gearbox in Germany's "bath-tub" saloon era. Steyr-Puch fitted Saxomat to the 500 DL (1957–1974), a rear-engine kei-car equivalent with a 13.4 hp single-cylinder, for centrifugal-assisted shifting in its DeLuxe trim. models, such as the F102 Junior and 3=6 (1958–1966), offered it on two-stroke front-drive setups, with examples like the 1960 coupe using a four-speed semi-automatic for sporty appeal. Overall, Saxomat's implementation spanned from the mid-1950s into the 1970s in select markets, but its complexity and cost—often 10–15% above base price—confined it to enthusiast or export configurations, with total equipped vehicles estimated in the low tens of thousands across all brands. The Opel Olymat represented an early adaptation of the Saxomat system, supplied by Fichtel & Sachs for use in various Opel models during the 1950s and 1960s. This variant employed dual dry-plate clutches—a centrifugal clutch for automatic engagement at higher engine speeds and a servo-assisted clutch for starting and low-speed maneuvers—allowing drivers to shift gears without using a clutch pedal while retaining a manual transmission feel. Available primarily with three-speed gearboxes in models like the Opel Rekord P2 and Series A, the Olymat bridged the gap between fully manual and emerging automatic systems, emphasizing simplicity and cost-effectiveness for everyday vehicles. In East Germany, the Hycomat system emerged as a hydraulic variant of semi-automatic clutch technology, adapted for vehicles produced by VEB Sachsenring Automobilwerke under the Wartburg marque and later the Trabant from 1966 onward through the 1970s. Unlike the pneumatic operation of the original Saxomat, Hycomat utilized hydraulic actuators to control clutch engagement, facilitating clutchless shifting in four-speed manual transmissions and aiding accessibility for drivers with disabilities. This adaptation was particularly suited to the two-stroke engines and freewheeling gearboxes common in these economy cars, though production remained limited due to the region's economic constraints. Sachs further customized the Saxomat for performance-oriented applications in sports cars from and NSU during the early . For models (branded as Sportomatic), minor modifications to the four-speed Saxomat included reinforced components to handle higher outputs, providing semi-automatic shifting without a for a more direct driving experience. Similarly, NSU integrated a Sachs Saxomat into the Ro80 sedan, pairing it with a three-speed gearbox to complement the car's innovative , where adjustments focused on smoother low-speed engagement to mitigate the rotary's unique characteristics. These implementations highlighted the system's versatility for higher-performance contexts while maintaining its core electro-pneumatic principles. Beyond Sachs offerings, comparable semi-automatic systems from other manufacturers pursued similar goals of simplifying manual transmissions. Mercedes-Benz's Hydrak, introduced in and available until on models such as the W120 Ponton series, relied on a rather than clutches for transmission, combined with electro-hydraulic controls to automate engagement in a four-speed manual setup. This in-house development aimed to reduce driver fatigue but faced reliability issues with fluid leaks, leading to its short production run. Decades later, Saab's Sensonic, launched in the early and discontinued by 1998, represented a modern electro-hydraulic evolution, using electronic sensors and a hydraulic to manage operation in turbocharged and 9-3 models without a pedal. While innovative for blending manual control with automatic convenience, Sensonic's high cost and maintenance demands limited its adoption to fewer than 700 units.

Performance and Impact

Advantages and User Experience

The Saxomat system provided notable advantages in ease of use by automating operation, eliminating the need for a clutch pedal and thereby simplifying gear shifting for drivers, especially in urban environments where frequent stops and starts are common. This automation reduced driver during prolonged conditions by requiring only minimal effort to engage via the shift and accelerator input. From a cost perspective, the Saxomat was more affordable than contemporary full automatic transmissions, as it avoided the complexity and expense of a while building on the existing manual gearbox architecture, making it an attractive option for budget-conscious European buyers in the seeking enhanced convenience without premium pricing. Its design retained the mechanical simplicity and reliability of a standard , with the added benefit of an electrically controlled semi-automatic that ensured smooth engagement through a servo-assisted mechanism responsive to gear selection and position. Users experienced positive outcomes such as reliable non-stalling starts and effortless shifting, contributing to overall driving comfort in equipped vehicles like the , , and , where the system's quick response minimized interruptions during operation.

Limitations and Criticisms

Despite its innovative design, the Saxomat system faced significant maintenance challenges, particularly with its -operated components. The system was prone to leaks in hoses connecting the manifold to the and tank, as well as failures in the servo diaphragm, which could cause the clutch to fail to disengage properly or lead to engine stalling during operation. failures, often resulting from burnt electrical contacts or defective units, were common and necessitated replacements, while the overall setup required frequent adjustments to maintain reliable performance in vehicles. These issues contributed to higher upkeep costs and reliability concerns over time. In terms of driving experience, the Saxomat exhibited several quirks that frustrated users. Engagements at low speeds were often jerky due to the centrifugal master 's abrupt action, lacking the smooth creep function found in full transmissions. Drivers had to carefully manage engine RPM during gear shifts to prevent clutch grabs or slips, with jerks at idle possible if the was misadjusted or idle speed was too high. The absence of a traditional clutch pedal meant no manual override, amplifying these issues in stop-and-go . Market adoption of the Saxomat remained limited, largely due to its optional cost of approximately $75 in 1959, which added about 5% to the base VW price of $1,545, along with concerns over maintenance complexity and the semi-automatic nature of the system. This pricing, combined with the system's characteristics, resulted in low uptake rates, making it a rare feature primarily offered in from 1961 to 1967. The system was phased out by the late as improvements in full automatic transmissions provided more seamless alternatives without the need for driver intervention. Contemporary reviews criticized the Saxomat as an unsatisfactory compromise between manual and transmissions, failing to fully alleviate the effort required for shifting in heavy traffic while introducing its own operational hassles. The system's herky-jerky behavior and sensitivity to driver inputs, such as accidental gear contact disengaging , were highlighted as shortcomings that did not match the reliability of pure manuals or the convenience of emerging automatics.

Legacy and Modern Context

Influence on Automotive Technology

The Saxomat system, introduced by Fichtel & Sachs in 1956, served as an early precursor to modern automated manual transmissions (AMTs) and dual-clutch transmissions (DCTs) by demonstrating the feasibility of semi-automated clutch engagement without a traditional pedal. Its centrifugal master and vacuum- or electro-pneumatic gearshift mechanisms influenced the development of electro-hydraulic clutch controls in vehicles from the and , paving the way for more integrated in manual-based systems. Fichtel & Sachs' expertise gained from Saxomat development extended to broader advancements in clutch technology, directly contributing to components used in later automatic and dual-clutch transmissions. The company's innovations in dry clutches and dual-mass flywheels enabled smoother and more efficient power delivery in high-performance applications. This technological lineage is evident in Sachs' supply of clutch modules for modern DCTs. Saxomat's introduction encouraged the adoption of hybrid manual-automatic transmission strategies across , fostering a market for systems that balanced driver control with convenience. This influence is reflected in later AMTs like Volkswagen's DSG and ZF's 7 DCT 50, which evolved from semi-automatic concepts to fully automated units with pre-selected gears for seamless shifts. By the , similar hybrid approaches appeared in systems such as Renault's , an electro-hydraulic AMT that automated clutch and shifting operations while retaining a manual gearbox layout. ZF's acquisition of Sachs in integrated this legacy into global production of advanced transmissions.

Current Relevance and Restoration

In recent years, the Saxomat system has maintained a niche but dedicated following among enthusiasts, particularly those restoring Beetles and Saab models from the 1950s to 1970s. Owners value its unique semi-automatic operation, which eliminates the pedal while retaining manual gear selection, making it a sought-after feature for authenticity in period-correct restorations. For instance, a 1965 VW Beetle equipped with Saxomat underwent a full restoration after a decade in storage, with the owner sourcing components from a low-mileage donor to revive the vacuum-operated servo and assembly. Similarly, Saab's variant, known as Sensonic on later 900 NG models, is prized as a rare collector's item, with functional examples commanding attention in enthusiast markets despite their scarcity. Parts availability for Saxomat remains feasible through specialized suppliers, though original components can be challenging to obtain due to the system's age. Vendors like Classic Cult offer reproduction or salvaged items such as vacuum tanks, servomotors, and clutch rods from decommissioned units, while Paruzzi provides repair kits for the , including diaphragms and clamps for under €20. Sachs, the original manufacturer now under ZF Aftermarket, supports legacy interest through historical documentation and compatible aftermarket parts, though full assemblies are often sourced from salvage. This accessibility has enabled ongoing restorations, with enthusiasts documenting processes to share knowledge within communities focused on air-cooled VWs and Saabs. Restoration efforts frequently encounter challenges related to the system's degradation over time, such as cracking or hardening of rubber diaphragms and hoses in the servo unit, which can lead to inconsistent engagement or complete failure. These issues stem from exposure to heat and age, requiring careful disassembly—often involving removal of the swaged metal band on the servo—to replace the diaphragm with modern or rubber equivalents for improved durability. Rebuilding a servo typically involves testing for leaks via manual actuation and reassembly with specialized clamps; while repair kits are inexpensive, sourcing or refurbishing a complete unit can cost $800–$1,300 depending on condition and vendor. Enthusiasts report successful revivals by addressing these proactively during broader overhauls. The collectibility of Saxomat-equipped vehicles has grown, as the option was relatively rare—fitted to only a fraction of production Beetles and Saabs—adding to their appeal for collectors seeking distinctive features. Restored examples, such as a 1961 right-hand-drive VW Beetle with original Saxomat, have sold for premiums in specialized markets, reflecting demand for their engineering novelty and drivability. Saab Sensonic models, as a direct evolution, fetched €3,950–€6,750 for high-mileage but operational units as of the late 2010s; more recent low-mileage examples, like a 1995 Saab 900 SE Turbo Convertible Sensonic with 26,000 km, sold for approximately $10,095 in November 2024, underscoring the system's enduring fascination despite original limitations like vacuum dependency. This historical innovation finds echoes in contemporary automotive technology, notably Hyundai's Intelligent Manual Transmission (iMT) introduced in 2020 on models like the Venue and i20. The iMT employs a and sensors to automate operation without a pedal, allowing manual gear shifts much like Saxomat's , blending ease with driver control for urban driving. While iMT uses electronic controls for smoother engagement, the core concept of a pedal-free manual parallels Saxomat's mid-20th-century approach, demonstrating the system's foundational influence on modern clutchless designs. As of 2025, iMT remains available on select Hyundai models.

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