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The variator, although considered by manufacturers to be a good solution for a modern car, is not universal and its uses are limited. However, our drivers rarely think
Modern mass cars are increasingly equipped with small-volume turbocharged engines, which are combined with a variator. And it seems like the perfect solution. The turbo engine provides high torque with an acceptable level of harmful emissions, and the variator is able to maintain a gear ratio in which you are always at maximum torque. This is both economics and ecology. Some pluses. In addition, CVTs have long been able to work not only with a single shaft drive, but also confidently cope with all-wheel drive transmissions.
At least, according to marketers, who very often offer all-wheel drive cars to consumers as SUVs for all occasions. And this deceives the unfortunate car owners who, believing in advertising miracles, are really actively trying to slide off the asphalt. However, it quickly becomes clear that not everything is so clear. A feature of the variator is the ability to smoothly change the gear ratio from minimum to maximum, which is good. But there is a problem.
The car, as a rule, begins to slip at low speed, and the variator obediently switches to the lowest gear ratio. At the same time, the stabilization system or electronically controlled four-wheel drive clutches come into play, because we forcibly activated the off-road mode. In other words, when we need high torque, the CVT delivers it diligently. The only problem is that at this time the load on the input shaft cone will not only be as high as possible, but can significantly exceed the strength characteristics.
Yes, this will not lead to an instant breakdown of an expensive unit: nevertheless, protection elements are provided in the design (for example, in the form of a chain jump). But in any case, overheating and accelerated wear of the device begin. In addition, you may find yourself in a situation where you can stick to your nose even on very conditional off-road roads. A similar problem happened to the author of these lines: a car with all-wheel drive and a variator, driving through very shallow snow after two hundred meters, simply stopped responding to the gas and stopped. Then I had to wait almost 30 minutes for the box to cool down and start showing signs of life again.
It is not for nothing that some modern “varicose veins” use a viscous coupling to reduce the shock load. But the off-road properties of such a transmission do not get much better. What to do to extend the life of an expensive node? The AvtoVzglyad portal recommends not testing it for strength in off-road conditions. If possible, situations should be avoided in which the variator is forced to switch to lower gear ratios. If a piece of loose snow awaits you, it is better to overcome it on foot, and not try to get past it “in tightness” or “under construction”. The same goes for climbs, especially steep ones.
If the car is equipped with an all-wheel drive transmission, then we activate it only when we cannot do without it at all. Yet this type of box is more suitable for the city or trips on good highways. And further. At least once every 50,000 kilometers it is worth changing the oil in it, even if the car manufacturer recommends doing it much less often.
Modern mass cars are increasingly equipped with small-volume turbocharged engines, which are combined with a variator. And it seems like the perfect solution. The turbo engine provides high torque with an acceptable level of harmful emissions, and the variator is able to maintain a gear ratio in which you are always at maximum torque. This is both economics and ecology. Some pluses. In addition, CVTs have long been able to work not only with a single shaft drive, but also confidently cope with all-wheel drive transmissions.
At least, according to marketers, who very often offer all-wheel drive cars to consumers as SUVs for all occasions. And this deceives the unfortunate car owners who, believing in advertising miracles, are really actively trying to slide off the asphalt. However, it soon becomes clear that everything is not so simple at all. A feature of the variator is the ability to smoothly change the gear ratio from minimum to maximum, which is good. But there is a problem.
The car, as a rule, begins to slip at low speed, and the variator obediently switches to the lowest gear ratio. At the same time, the stabilization system or electronically controlled four-wheel drive clutches come into play, because we forcibly activated the off-road mode. In other words, when we need high torque, the CVT delivers it diligently. The only problem is that at this time the load on the input shaft cone will not only be as high as possible, but can significantly exceed the strength characteristics.
Yes, this will not lead to an instant breakdown of an expensive unit: nevertheless, protection elements are provided in the design (for example, in the form of a chain jump). But in any case, overheating and accelerated wear of the device begin. In addition, you may find yourself in a situation where you can stick to your nose even on very conditional off-road roads. A similar problem happened to the author of these lines: a car with all-wheel drive and a variator, driving through very shallow snow after two hundred meters, simply stopped responding to the gas and stopped. Then I had to wait almost 30 minutes for the box to cool down and start showing signs of life again.
It is not for nothing that some modern “varicose veins” use a viscous coupling to reduce the shock load. But the off-road properties of such a transmission do not get much better. What to do to extend the life of an expensive node? The AvtoVzglyad portal recommends not testing it for strength in off-road conditions. If possible, situations should be avoided in which the variator is forced to switch to lower gear ratios. If a piece of loose snow awaits you, it is better to overcome it on foot, and not try to get past it “in tightness” or “under construction”. The same goes for climbs, especially steep ones.
If the car is equipped with an all-wheel drive transmission, then we activate it only when we cannot do without it at all. Yet this type of box is more suitable for the city or trips on good highways. And further. At least once every 50,000 kilometers it is worth changing the oil in it, even if the car manufacturer recommends doing it much less often.
Source: Avto Vzglyad
Donald Salinas is an experienced automobile journalist and writer for Div Bracket. He brings his readers the latest news and developments from the world of automobiles, offering a unique and knowledgeable perspective on the latest trends and innovations in the automotive industry.
