No engine, more human space: Meet the ‘Man Max’ of GAC
A famous sci-fi TV series had for its opening line, “Space, the final frontier.” In a way, the automotive industry quietly carried that line as well for the design, engineering, up to the marketing of vehicles. Anywhere in the car was fair game to acquire more space. But the one place where real estate was traditionally off limits to humans was the engine bay, be it at the front or the back.
Now however, with the rise in popularity of the battery electric vehicle (BEV), those spaces where the big and clunky internal combustion engines (ICEs) used to occupy can now be put to, let’s say, more human use. And with the help of a retired Toyota engineer, a Chinese new energy vehicle (NEV) manufacturer has translated its design philosophy “Man Maximum, Machine Minimum” design philosophy into real-world use with strikingly elegant designs.
Masato Katsumata, chief technology officer of GAC International, shared his insights during a one-on-one interview last July 29 at Makati Shangri-La. Katsumata, a veteran Japanese automotive engineer who spent 34 years with Toyota Motor Corp before joining China’s Guangzhou Automobile Group Co Ltd (GAC), explained how modern EV architecture fundamentally liberates automotive design.
Without a bulky ICE up front, he noted, design engineers can finally deliver cabin spaces that are significantly larger, more flexible, and more comfortable for drivers and passengers alike.
The “Man Maximum, Machine Minimum” (M/M) ethos, originally pioneered by Honda in the 1960s, is a human-centric philosophy aimed at maximizing interior room for occupants while minimizing the footprint of mechanical components.
Katsumata pointed out that this principle serves as the core foundation for GAC’s dedicated ground-up architecture, the Aion Electric Platform (AEP), which underpins models such as the AION UT hatchback, AION V SUV, and the AION RT (sedan) and AION Y (compact crossover SUV).
Following the launch of GAC’s multi-purpose vehicle (MPV) lineup, the GAC GN6, the GAC E8 HEV, and the flagship GAC GN8 PHEV Executive, Katsumata walked me through the AION UT to illustrate the concept.
“Under internal combustion or hybrid configurations, the perennial challenge is striking the right balance between exterior dimensions and interior space,” Katsumata explained. “The BEV era offers a breakthrough opportunity for packaging engineers. With an internal combustion engine, a massive chunk of space is locked away in what we call the engine compartment, space occupied entirely by machinery that the customer cannot use.”
“But with BEVs, there is no more combustion engine,” I noted.
“Exactly,” Katsumata said. “With no engine at all, we hand that space back to the passenger cabin. That is why a BEV is not just about zero emissions and fuel economy; its spatial efficiency makes it an exceptionally green and practical vehicle for consumers.”
Low stance vs. floor height
While eliminating the engine opens up the front trunk or “frunk,” EV packaging brings its own unique engineering hurdles.
“On the flip side, floor height is a constant headache,” Katsumata laughed, noting that the 120 mm to 140 mm thickness of a floor-mounted battery pack raises the cabin floor compared to conventional ICE-powered models.
Katsumata also explained that the added mass of the battery highlighted an inherent dynamic trade-off: “The battery makes an EV heavier than a comparable ICE vehicle, which is the negative side. However, because that heavy mass is positioned very low in the chassis, it yields a much lower center of gravity, improving stability and ride dynamics.”
Katsumata pointed out that most electric car brands rely on the same third-party suppliers for their batteries and electric motors. Because the tech under the hood is so similar across the board, he explained that a carmaker’s real advantage comes down to how smartly they design the cabin and maximize interior space.
Mechanical engineering in a software-defined era
The conversation turned to the automotive industry’s rapid turn toward software-defined vehicles (SDVs). How does a seasoned mechanical engineer navigate an industry increasingly driven by lines of code?
“Software and AI (artificial intelligence) cannot build a car entirely on their own, at least not for the next decade,” Katsumata remarked. “Vehicle hardware may become modular and standardized like smartphone components, but someone still has to design, engineer, and package those complex modular elements. That will always require mechanical engineers.”
Yet, he acknowledged that consumer expectations have changed dramatically.
“A decade ago, mechanical engineers defined the vehicle’s entire concept and packaging. Today, customer demand is split 50/50 between mechanical execution and software experience. Some occupants care less about outright driving dynamics and more about in-cabin infotainment, using vehicle power to turn the parked cabin into a karaoke lounge,” he said.
“Product value is migrating swiftly from hardware to software. Today it might be a 50/50 split; in five years, it could be 30/70 in favor of software. The scope for pure mechanical engineers may be shrinking, but our core craft will never go out of style.”
The infrastructure reality check
When asked whether BEVs will soon dominate global vehicle sales, Katsumata offered a grounded, practical perspective rooted in energy infrastructure.
“Widespread adoption ultimately depends on infrastructure, policy, and market forces,” he said. “Consider how vast and established the global network of fuel stations is. Shifting that ecosystem to robust EV charging networks requires government leadership and massive capital investment. OEMs cannot force the transition alone.”
He concluded: “Geopolitical factors, fuel supply volatility, and soaring pump prices will inevitably push even conservative buyers toward electric mobility. When fueling a standard 60-liter tank becomes prohibitively expensive, consumers will naturally look at BEVs with a fresh perspective.”
