ZF has developed an electric drive unit that spins at up to 30,000 rpm, roughly 67 percent faster than its comparable 18,000 rpm system, and targets production by 2030. The supplier says it is already in talks with several automakers about series applications.

The unit, named the 'High Revolution Drive', is a compact 3-in-1 electric drive (a design combining the electric motor, power electronics and transmission in one housing). At the same power output as conventional drives, ZF states, it is smaller and lighter. The concept builds on the company's existing SELECT platform, which ZF says lets automakers integrate the drive into new vehicles faster and at lower development cost.

The version presented delivers peak output of 200 kW and peak wheel torque of 3,500 Nm.

How does the high-speed concept work?

The engineering principle, as ZF describes it, is straightforward: at the same power output, a higher rotational speed reduces the required motor torque. Because torque is closely linked to rotor volume, the electric motor can be designed smaller and lighter.

To convert that high speed into usable torque at the wheel, ZF pairs the motor with a two-stage helical cylindrical gear transmission (a gear stage using angled teeth for smoother, quieter meshing) with a ratio of approximately 18:1. The full system must work as one unit rather than as separately optimised parts.

"The High Revolution Drive draws on ZF's full systems expertise," said Thomas Meiser, Head of the E-Mobility Business Unit at ZF. "Rather than optimising individual components in isolation, we systematically coordinate the electric motor, power electronics and transmission."

How much smaller and lighter is it?

The numbers ZF cites are concrete:

• Nearly 25 percent smaller than a comparable SELECT drive running at 18,000 rpm
• Nearly 25 percent lighter than that same comparable system
• A 50 percent reduction in required magnet mass, which ZF says lowers costs and reduces dependence on critical supply chains
• System efficiency of nearly 93 percent, on par with the comparable SELECT system even at high rotational speeds and a high gear ratio

The magnet-mass figure carries strategic weight. Permanent-magnet motors typically rely on rare-earth materials, and halving the magnet requirement reduces both bill-of-materials cost and exposure to constrained supply chains, a persistent concern for automakers scaling electric vehicle output.

The lower weight also contributes to increased electric range, according to ZF.

What markets and voltages does it cover?

ZF is aiming the drive at the high-volume passenger car market, with drive outputs of approximately 150 to 200 kW. The architecture is scalable for different power ratings and supports both 400-volt and 800-volt electrical systems, the two standards used across current and next-generation electric vehicle platforms.

The company positions the development within its platform strategy. The High Revolution Drive is designed as a variant of the modular SELECT platform and uses existing technologies. ZF says this keeps product costs predictable while giving automakers flexibility in how the drive is produced.

"With SELECT, we do not have to start from scratch for every new drive variant," Meiser said. "We use our modular system to tailor new concepts to different customer requirements."

Why 30,000 rpm and not faster?

Higher motor speeds make noise and vibration harder to control, one of the central engineering challenges of the concept. ZF says it addresses this with decades of gear and transmission experience and coordinated design of the components.

"Robustness and low noise and vibration levels were stringent development targets from the outset," Meiser said. "To achieve this, we considered the electric motor, gearing, bearings and tooth geometry as an integrated system. For the configuration presented, 30,000 rpm is the economic and technical sweet spot."

That last figure defines the commercial logic: ZF could pursue even higher speeds, but 30,000 rpm balances the motor shrinkage benefits against the transmission, bearing and acoustic demands that rise with speed. The result is a drive that matches the efficiency of the existing SELECT system while cutting size, weight and magnet content simultaneously.

What happens next?

Production is targeted for 2030, and ZF reports active talks with several automakers. The combination of a 50 percent magnet-mass reduction, 25 percent size and weight savings, and compatibility with both 400- and 800-volt systems positions the unit for volume passenger car programmes in the second half of the decade.