What is more reliable than a variator or automatic box. Which gearbox is better: automatic checkpoint against the variator

They overheat at high speed and non-visual outside of even asphalt! They denied even with non-critical loads!

Rumors about the dubious reliability of stepless transmissions (CVT) appear hardly no more quickly than the next new model with the variator is published. Moreover, they are born more often around all-wheel drive crossovers, the transmissions of which are most loaded and often work at the limit of possibilities - primarily on rough terrain. And these rumors are not devoid of grounds: there are problems! As practice shows, they happen in less insulting situations - even on urban asphalt.

That is why we brought three all-wheel drive crossover in diverse tests - the new "Nissan-Kashkai" with the modernized transmission of the last generation, Subaru-Forester and the updated Mitsubishi-Outlender. And outside the credit in our tests, the monotrifable "Toyota-RAV4" participated. Now you can buy it both, and it is with a variator.

Talking that stepless transmissions overheat at high speeds, many heard repeatedly. Testers "Driving" are aware of this on their own experience: overheating of the "Outlander" transmission last year's test (SM, 2013, No. 7) just pushed the idea of \u200b\u200bstarting these tests. Moreover, this time we took the updated "outlander" to which the manufacturer returned the radiator of the variator (at our insistence - see SM, 2014, No. 8). It is clear that the radiator must provide the optimal temperature of the node and protect it from overheating. Has help?

Checked cars with a mode close to the limit and characteristic rather for unlimited German autobahns. We have so few people go, and there is nowhere to ride, - but the purity of the experiment is important! In the high-speed ring of the landfill, we drove 250 km at an average speed of about 170 km / h. If the variators can withstand such a pace, then for their health, under normal operating conditions, you can not worry.

Waving a circle behind the circle, carefully follow the behavior of the machines. And ... I do not find anything interesting. No car showed even a hint of overheating of the transmission - everyone worked without the slightest complaints. So there is no winner in this test. But much more important is that no and defeated! So, the radiator of the variator implanted into the "outlander" in these conditions with its task copes brilliantly.

1. For the transmission of the updated this year "Outlender" can not worry: High speeds it will endure.

2. Forester with a 241-strong engine, naturally, is able to drive faster than rivals, but we did not find any signs of overheating transmission.

3. "Casca", too, without complaints, passed a high-speed test.

4. The front-wheel drive "Toyota" successfully passed the speed test in the same mode as all-wheel drive rivals.

This test was for cars the hardest. The height of the obstacles is 185 mm (this is not the highest border among those who are ready to storm drivers). Task: Climb on it with front, and then and rear wheels, putting a car at a right angle to the "sidewalk". Then you need to repeat the exercise, but by rear. You should travel, of course, in a latitude, because even the most ardent conquerors of sidewalks do not dare to hide on such a high border with overclocking.

Moving forward, "Subaru" overcame an obstacle without tension. And the back refused to come to the border. Moreover, the electronics, protecting the transmission, simply does not give the wheels to scroll, and the engine prohibits gaining momentum. How so? In the city, you can refuse such assault and turn on one hundred eighty, and if a similar "ambush" happens to off-road? Everything, reverse - in no way?

Similarly led himself and "Mitsubishi". Moreover, it refused to come to the border with a reverse course even after turning on the LOCK mode, which is rigidly blocking the rear wheel drive clutch.

And then the photographer suddenly asked to come to the border once again - again the front move. "Outlander" confidently twisted the border with the front wheels, and the rear - refused, although no emergency lamp flashed on the instrument panel. Just the engine was not unwound over 1200 rpm, and the wheels were standing in place. We decided to wait ten minutes. And guess: a car with a cooled transmission, as the first time, jumped the barrier and rear wheels.

"Cascai" turned out to be the most resistant. Moving forward, he easily passed the border and front, and rear wheels - and also confidently went back. But, overcoming the obstacle with the rear wheels, "Casca" got up. Further, the gunpowder was not enough: the front wheels are not spinning, the engine refuses to gain momentum. Nevertheless, by the number of the first time of the exercises "Casca" in this test leader. "Mitsubishi" and "Subaru" shared the second and third places.

They were frightened to the border and the mono-drive "Toyota". With a little twisting wheels, she refused to overcome it as an front and reverse. It is logical - and not ashamed for the front-wheel drive car.

5. "Mitsubishi" without a minimum passed the obstacle to the forefront, but he could not overcome him with his rear move.

6. Moving forward, "Subaru" easily took the 185-millimeter curb, and then refused to go.

7. The winner of the test was "Casca". He drove on an obstacle even with a rear - the truth is just the rear wheels.

8. The front-wheel drive "Toyota" such obstacles are not on the shoulder.

At high speeds, it was not possible to overheat the variators. Let's try to do it in transition modes, imitating frequent overtaking?

We make a few accelerations in a row in the "pedal to floor" mode - from 60 to 100 km / h and from 80 to 120 km / h. No car showed signs of discontent: overclocking time changes within the error.

Complete the task. After reaching 100 and 120 km / h - sharp braking to 60 and 80 km / h, respectively. And immediately - a new acceleration, again in the "pedal to floor" mode. Only after such bullying we managed to catch some thoughtfulness. After a sharp pressing of the gas pedal, the engines at first do not gain more than 2500 rpm and hold the car for a few moments. What is these moments? For Mitsubishi and Toyota - 0.2-0.3 s, in normal operation completely invisible. "Nissan" lost 0.8-1.0 s himself. But this owner is unlikely to feel "in everyday life." Especially since we received this data in almost racing mode - with sharp offek and braking.

Nevertheless, the first place in formal signs give "Subaru", the second - "Mitsubishi", the third - "Nissan". And the outline "Toyota" in this test spoke no worse than the second Mitsubishi.

Dry caring machine pass calmly. We climbed here mainly in order to test the cars on a cool, but dry ground-lifting. Cars did not compete in speed - too different engines. The task of the test is extremely simple: to rise and evaluate the behavior of transmissions several times. All the machines were used to maximize their capabilities: the Lock mode was chosen in Nissan, the 4WD button was pressed in Mitsubishi - X-MODE to "Subaru".

All all-wheel drive cars drove into a slide confidently, without whims, and therefore, no losers, no winner again. We did not find any signs of unnecessary voltage or overheating.

The front-wheelwater "Toyota" did not stop in this slide - did not have enough "hooking": they would like it in more tooth tires, she would overcome the rise, but with all-wheel drives it still does not even take her.

Probably ironing a plot of hours, you can achieve displeasure variants. But to imagine such a need for crossovers in real life is difficult. So, again draw.

1. "Outlander" with honor stood the "Obgon" test.

2. "Subaru" - the winner of the test "overtaking": overcame all the tests without the slightest complaints.

3. The greatest delay in the work of the variator after a series of "racing" accelerations and braking is "Nissan", but she also turned out to be a meager.

4. The thoughtfulness of the Toyota variator after several mockery accelerations and braking is minimal.

5. "Outlander" passed the "Lifting" test without comments.

6. The possibilities of the engine and transmission "Forester" are such that the steep rise can be overcome almost without acceleration.

7. Signs of discontent transmission "Nissan" on a dry cape with steep climbs and descents we did not reveal.

8. The front-wheel drive "Toyota" the rise did not take, but had full right to it.

Spinning-spinning

To change the gear ratio in the variator, a multi-zone steel belt is used, connecting two sliding pulleys with conical surfaces. The belt consists of a variety of plates bonded by steel ribbons. With conical pulleys, it contacts the side surfaces of the plates, on which there are minor, barely noticeable diagonal notches that improve the grip. The simultaneous convergence and discrepancy between the cones of the leading and slave pulleys changes the radii by which the belt is moving. Accordingly, the transfer ratio changes. This happens constantly, depending on the modes of movement. Therefore, the so-called transfers from the variator is virtual. The variator includes a movement directional selection mechanism, two pairs of cones with a steel strap, gearbox, main transmission with differential, control blocks.

At Mitsubishi-Outlander (his variator's work is shown in the schemes) the most common variator is installed - "Jatko-JF011e". The torque from the engine is transmitted through the torque converter (similar to the fact that in automatic transmissions) to the movement directional selection mechanism in which there is a planetary transmission and two sets of presses - frictions. Depending on the direction of movement (forward or backward), the control unit applies to the compression of one of the disk packets. Next, through the belt, the moment is fed to lower transmission. From her - on the main couple and to the leading wheels.

In the "Neutral" mode - n - both packets of disks mechanism change the direction of movement are dissolved. The epicycle of the planetary transmission is freely rotated along with the leading shaft of the variator - the moment is not transmitted to the master pulley.

In the parking mode - P - the situation is similar, only the lock mechanism is also involved, the latch of which is engaged in engaging with the gear crown of the slave pulley.

When translating the selector to position D, one of the packets of the disks is compressed, connecting the epicycle with the solar gear, installed on the drive pulley, between the cones of which the belt is gripped. Next, the moment through the belt is transmitted to the slave pulley, from it to a lower reducer, the main gear - and to the wheels.

For the movement by reverse (R), the front packet of the disks is squeezed, and the rear is compressed respectively. Drove, on the axes of which satellites stops. The moment from the driving shaft goes to the epicycle, and from it to satellite. The sun gear associated with the satellite, due to the stop of the drive rotates in the opposite direction. When moved by reverse, the radii of the pulleys remain in the initial position. This monitors the control unit.

1. This year, the variator radiator was returned to the updated "outlander". And correctly done!

2. Variator "Forester" has no radiator. However, it was not possible to overload the transmission.

3. On the "Cashkin" radiator of the variator is.

4. The radiator of the variator on RAV4 is combined with the cooling system radiator.

At Subaru-Forester, another variator - its own design. The TR580 model is installed on machines with atmospheric engines, and a pair of turbocharged engines - TR690. The fundamental difference from the Dzhatko variator is another belt design (produced by the German company "Luk"). It also transmits the force of the end surfaces, but not plates, but the pins connecting the belt links among themselves.

The moment from the engine is transmitted through the hydrotransformer, lowering the gearbox (there is also a safety clutch), a leading pulley, a belt, driven pulley, a second reduced gearbox, a mechanism for changing the direction of movement, the slave shaft. The safety clutch between the first lower reducer and the drive pulley is open when the engine is started until the oil pump does not work. As soon as the pressure rises, the coupling is blocked. This is done to protect the belt from slipping at the time of the load jumps when the engine starts.

On cars with the "Start-stop" system, when the engine stalls at stops, the primary shaft of the variator does not rotate, respectively does not work its oil pump - the pressure in the system is low. In order to at the next start of the motor, it was high enough, the variator is equipped with an additional pumping electric pump.

The transmission scheme from the engine is similar to Jakovskaya, but there are some kinematic features. A lowering reducer on layout reasons is divided into two mechanisms - to the chain and after it. The mechanism for changing the direction of movement and translation to the "neutral" is located after pulleys, so they always rotate with the chain when the engine is running. Main gear - conical hypoid, in a separate crankcase with its lubrication system.

Variators for Toyota makes the company "Aysin". Structurally, they are similar to "Jatko" variators. The belt also consists of plates associated with steel ribbons.

On "Nissans" there are variators "Jatko". The new "Casca" received an improved model based on JF011E. All nodes have been changed, even the transmission fluid is different. The range of gear ratios is expanded, a different control algorithm is applied.

Legends and facts

I could not identify a single-valued winner for four tests. It seems to be "Nissan", which, we recall, the latest version of the variator (this unit will soon register on other models of the Japanese brand), scored more on the floor than Subara. But having consisted, we decided to divide the first and second places between these cars. After all, "Nissan" lost with intensive accelerations of the second of the seconds is quite compensated by good results in the dough "Bordyur". "Mitsubishi" lagged behind the rivals a little bit. In general, all machines showed themselves very well and helped dispel some myths about the unvisability of variators. In the usual, everyday exploitation, stepless transmissions will not get troubled. Of course, if you remember simple truths: crossovers, especially with a stepless transmission, are not at all SUVs! These are urban and tracks that allow you from time to overcome not very complex obstacles. And the monotriferous and more honestly called a universal with an increased road lumen.

Buying a new conjugate with the need to find answers to a whole placer questions. To begin with, future car owners look at the appropriate body type, manufacturer, a specific model. Next, already taken into account the nuances of the configuration and specifications.

Classical mechanics will not surprise anyone. Everyone knows that this is the easiest, cheek, but at the same time the most reliable transmission option. Previously, the machines were very neatly due to their low level of reliability and high service cost. But modern automatic transmission came to a completely new level of quality and durability. There were new varieties of boxes. Therefore, more and more often motorists are interested in what is better: a variator or machine.

Features of ACP

When the choice is offered by the variator or an automatic transmission, objectively, without studying the question more detailed, to say what is better, impossible. To do this, you need to be performed the essence of each type of transmission, study its features, design and principle of operation.

Immediately it is worth noting that the classic machine and the variator will be compared to compare, which is actually a type of automatic box.

Machine control is carried out using a special selector or switch knob. It is usually installed in the area of \u200b\u200bthe central tunnel, but on some cars, mostly American manufacturers, located on the steering column.

The selector provides for the driver for the driver by moving the switch to choose one of the available modes of operation, including Drive, Parking and R, which is necessary for the movement by reverse. As automatic boxes improve, the number of modes increased significantly. Increasingly on modern cars, even with not the most expensive models, automata provide for special modes of motion required for winter movement, sports ride or maximum fuel economy.

The classic machine is constructively consisting of a planetary gearbox, a hydrotransformer and a special control system. The automatic transmission can be used on passenger cars, in cargo transport, buses and even on a wheel special equipment.

The hydrotransformer includes a turbine and pumping wheel, between which the reactor is located. The pumping wheel has a direct connection with the crankshaft of the motor, and the turbine is connected to the gearbox shaft. Depending on what mode the reactor works, it can be blocked by an overtook clutch or be in a state of free rotation.

The torque from the motor on the checkpoint is transmitted due to the fluid flow, in the role of which acts. It is supplied with the blades of the pumping wheel on the blade of the turbine type wheel. There are minimal gaps between the wheels of the hydrotransformer, and the blades themselves are performed by a special form to create a continuous circle to circulate the working fluid. This ensures the presence of a rigid connection between the motor and the gearbox required for the smooth transmission of traction effort.

The hydrotransformer is capable of converting the speed of rotation and betray the torque in a strictly limited range. Because of this, the planetary multi-stage box is connected to it, which also allows you to move on the machine with automatic transfers.

Transfer switches due to the creation of high oil pressure. In this process, friction clutches play a crucial role. The pressure arising between them is distributed by the control system consisting of a control unit and solenoid valves.

The conditional disadvantage of the automatic transmission can be called that it costs quite expensive, and also consumes more fuel. But this is quite controversial cons, as modern automata reached a new level of efficiency. Many of them are at least not inferior to the classic MCPP, and sometimes even exceed in terms of fuel economy.

The study of the features that the automatic box possesses does not give the opportunity to say that it is better if the variator is a competitor. First you need to consider the characteristics of the variator gearbox itself.

The essence and meaning of the work of the variator box, which is denoted as CVT, is no different from any other transmission. The essence of the device is to convert a torque that comes from the power unit to the wheels.

But a distinctive feature of the variator is that the moment is transmitted steplessly. There is a certain range of regulation. It is this characteristic that the classic automatic machine from the variator differs significantly.

As for the CVT abbreviation, it is decrypted as Continuosly Variable Transmission. You can translate such a name as a transmission or gearbox with a continuously changing torque.

You have already understood about what the variators differ from automata and what is the main difference between them. But this is objectively not enough to give some of the two options preference.

Also the difference between the variator from the classic automaton lies in the design features. Mix 3 main types of CVTs that are:

• chain;
• klinoremen;
• toroidal.

If we talk about the passenger car transport, then it was the most popular and common variable transmission variator transmissions.

1. The clinoremable variator includes a wedge belt. It is located directly between the two sliding pulleys. During the movement of the vehicle, these pulleys are constantly compressed and squeezed, thereby providing changes in the indicators of the gear ratio. The main task of the variator is to create a smooth and stepless change of torque. Such systems are actively used on passenger cars, in the composition of snowmobiles, two-wheeled techniques, etc.
2. The next variation of the variator boxes are chain CVTs. Power transmission here is carried out due to the beveled ends of the axis of chain links. And the self-pulling force is transmitted using a special chain. Such variators were not widespread, although sometimes there are found.
3. Toroid variators replaced the pulleys on the discs of the cone-shaped form. And instead of the belt, special videos involved here. They are characterized by the fact that they can transmit a fairly large torque. But to create similar details for the layout of the variator box, it is necessary to use steel high-strength varieties. This negatively affects the cost, because of which many automakers have abandoned the idea of \u200b\u200binstalling such a CVT to their vehicles.

Given the obvious differences in the design and principle of action, it is easy to understand that the difference between the two species of the PPC considered. In this case, the automatic box and the variator are a worthy solution, each of which has its strengths and weaknesses.

If we talk about the advantages characteristic of variatorial or stepless gearboxes, then the main advantage is considered to ensure continuous change of torque. There is no moment of delay, which is characteristic of automatic transmission, where there is a transition from one transmission to another. The steplessness and continuity of the variator contributes to the emergence of other advantages in the form of a more efficient fuel consumption and improve the dynamic characteristics of the motor. CVT machines consume less fuel and provide better dynamics when overclocking.

In this case, the variator has some obvious disadvantages. You should start with the fact that CVT is not intended for use. Installation on a car with high power does not allow the potential of the box. It will quickly collapse and wear out.

CVT can be considered a relatively new development in the field of automotive gearboxes. Therefore, engineers have not yet come up with how to increase the stability of the variator to high loads, towing and active ride with elevated circulation. In such conditions, the belt of the variator box is quickly wearing, and the breakdown of the entire transmission occurs. Repair and restore CVT is quite expensive, exceeding often the cost of repairing a classic machine.

Comparison of two gearboxes

To determine the favorite of this pair, you should conduct an objective comparative characteristic. It will also make it clear how you can visually distinguish the variator from the machine.

Initially, the main emphasis when compared to the operational characteristics. Consumers are fairly interested in the question of what is reliable: automatic or variator. Also, many want to know who will be a favorite in this indicator as an efficiency.

Let's start with an indicator of economy. It should take into account at the same time several parameters so that the assessment is the most objective and fair.

• Transmission lubricant oil. In each gearbox, including automatic and variator, a lubricant is used. Periodically you need to change the oil in the box. Although in the manual for the operation of some machines with automatic transmission, it is indicated that the oil is poured for the entire service life and it is not subject to replacement. This is a rather controversial question, in many ways depending on the specific operating conditions, the status of the box and the service life of the machine itself. If you compare the variator and classical automatic transmission, in the CVT box you need to change the transmission lubrication more often. At the same time, the fluid itself for variator gearboxes is more expensive than the ATF lubricant intended for the machine.
• Fuel consumption indicators. After studying the pros and cons who characterize the automatic and the variator, you probably noticed that the advantage of CVT is the high efficiency of fuel consumption. Therefore, on this item, the transfer on the side of the variator. Even the most modern automatic boxes cannot demonstrate similar efficiency as machines with CVT.
• Repair and service. Eternal and immortal gearboxes do not exist. It is a fact. Each transmission at some point requires repair work, maintenance and prevention. From the position of operating costs, the variator was significantly cheaper. The thing is that the composition of the CVT design includes complex, expensive and sensitive mechanisms. They are more likely to fail, and therefore require more money from the car owner.

Regarding the last paragraph, you need to make one amendment. The cost of the CVT box itself is lower, if compared with a competitor in the field of automatic transmission. But the classic automatic machine is cheaper.

Operating costs for repair and maintenance are largely dependent on how the car owner will relate to the car and monitor the state of the transmission. Even with the presence of a variator in case of proper operation, the absence of overloads and aggressive driving, CVT will serve for a very long time and will not require large financial investments over a long service life. But if we speak purely about maintainability and service cost, the advantage will still be on the side of the classic automatic box.

Now you should compare candidates for their reliability. In many ways, the reliability of the transmission is manifested in its ability to maintain its performance in severe operating conditions. These include:

• towing;
• riding off-road;
• aggressive driving style.

There is an obvious advantage on the side of the classic machine. It is the usual automatic boxes that are much better coped with such heavy operating conditions. Of course, they are inferior to mechanics, but in comparison with the variator, it is preferable.

It is important to understand that the weak point of the variator is its belt. Its current reliability at a fairly low level is applied to hard and complex driving conditions by car with CVT. In such submitted conditions, it does not stand for a long time, a breakdown and breakdown occurs. CVT will suit those who prefer to ride smoothly, carefully, without making sharp accelerations or braking, with the exception of emergency need.

Understanding the difference between variasts and automata, you can make certain conclusions. Moreover, each motorist perceives the information provided in its own way.

In addition, many wonder how to find out, it is an automatic on the machine, or the variator. There are several ways to identify the type of gear used. Visually presented boxes are really similar to each other.

1. Visual method. First of all, you can push off from external features. But this is one of the most unlohabited ways to determine the use of a machine or variator by car. Some CVTs have appropriate labeling on the selector, therefore it is recommended to carefully examine the gearbox lever. Not only the designations P, R, N and D are used on classic automata, but also often marks type 2, 3 and L. The variators use only the mode L. Although much depends on the specific box, and not always such a method of determination will be Right.
2. Technical documentation. If you do not know how a purely lever to distinguish the box of the variator from the machine, then the easiest way to look into the documents on the car. Open the gearbox. If you have a machine, then you will see the appropriate AT labeling. For variants, the CVT designation is always used.
3. Real operating conditions. Simply put, test drive. On variator gearboxes, the speed switching process is not felt. Therefore, the box is called a stepless. In the case of a machine, you can feel or noticed by the tachometer arrow, as the turns change with some delay at the time of transition from one transmission to another. Although new variators began to equip a special mode, which is designed to simulate change change.
4. Test on the hill. Another way to quickly determine which box was at your disposal. To do this, you need to go to the area of \u200b\u200bthe road with a small lifting, and stop the car completely there. Then let go of the brake pedal and do not press the gas. The selector remains in the DRIVE position (D or Drive). If the car is gradually moving in the rise, you have exactly automatic. In the case of a variator, the machine will first roll back a little, and then stop. But such a test is relevant for those variator boxes, where there is no anti-parameter system.

In the most difficult situation, when there are no documents, no designations on the selector are provided, and you can not define the box yourself, go to the service station or the nearest car service where the qualified master will answer all your questions.

Summarizing

Summing up, you can try to answer the question regarding what is better: a variator or machine.

If you repel a purely from the indicators of popularity and prevalence, the machine will be a unconditional favorite in this confrontation. But we must not forget that the history of CVT boxes is actually just beginning. This is a relatively new type of transmission, which only has to go through numerous improvements, upgrades and improvements. What will be the variator literally after 3-5 years, it's hard to say. It is huge with its potential, and therefore at some point CVT really can surpass the classic machine.

Regarding which transmission will be better, depends on the specific situation. Select the variator is under a measured and calm urban ride without unnecessary loads. And the machine will suit those who buy a car with high power and involves towing trailers.

If we talk about economy, then there is a translate on the side of the variator box. By reliability, the automatic wins.

Everyone decides what to choose and. Both automatic and the variator have their strengths and weaknesses. For certain conditions, the corresponding type of transmission is suitable.

In addition to the variator and automaton, the future car owner should look at other transmissions. On these two boxes, the choice is not limited, and in fact only begins. If you want to get a maximum of reliability and keep everything in your hands, then it is worth abandoning the considered gearbox at all and take the old good mechanics. You decide.

Manual gearbox Select, or automatic? And if automatic, then a regular automatic, "robot", or variator? Such questions are very popular in the environment of motorists when choosing, whether it is new, whether it is a used car. The Internet is filled on the topic of gearboxes, and both useful information and information "trash". Only a professional in the topic can distinguish the useful trash. Such with him, the Internet, disadvantage. So I decided to write a little strings about all these mechanics, automata, robots and variators, and without immersing "in nuts" so that any reader, regardless of technical literacy, was able to understand what he was talking about, and what he was personally , will be better.

Manual Transmission

Let's start with the "Mechanics". In the case of a manual gearbox, under the hood we have an engine, a "black box" of the box, with all its shafts, gears, synchronizers and including couplings. And between the engine and the box of the clutch knot. The clutch pedal was pressed - the engine and the box completely disconnected. While you hold the clutch pedal by pressing, the power unit and the gearbox is not connected and you can turn on any transmission based on the movement conditions. This is the main advantage of "Mechanics", especially for an "advanced" driver who knows and knows how to apply actuators to actively control the car. For example, in the case of a front-wheel drive car, "overlook" the engine in the wheel of the front axle before maneuver. And in the case of the rear drive, "bring" a car into a turn, go to a sharper trajectory. But as often happens, the shortcomings are a continuation of the advantages. Actively "driving", of course, it is nice, but Irry the clutch pedal and the switching lever in endless corks of megacities is not the most pleasant lesson. This is the minus.

Hydromechanical automatic transmission, or "Normal automatic"

In order not to manage the box "Write", and is not particularly strained with leg handles in a dense urban stream, and an automatic transmission is invented. At first, a hydromechanical ACP (automatic transmission) appeared. In order to understand how it works, you need ... Fan (ordinary, household) and some kindergarten-toy-toy with a propeller screw, similar to a fan. Turn on the fan and bring this toy to it. What happens? The propeller on the toy will also spin! Now imagine that the screw leads no fan electromotor, but the car engine. And the second screw is located on the shaft leaving the "black box" with gears, couplings, and with all other things. Both of these screws are enclosed in a hermetic case filled with a special transmission fluid, which is called a torque converter.

What are these passions for? And in order to smoothly touch, as soon as possible, switch the transfers of any clutch "from the leg" of the driver, as in "Mechanics" between the engine and the "black box" with gears. After all, in order to touch, you need to smoothly connect the motor and the "black box" of the box. Here is a torque converter, absolutely not losing the effort from the engine, it does. And the fluid is needed in order to transmit rotational motion through it. And then the air, he will not cope. Air density is small for energy transmission at such speeds. As for the transmission switching, they are executed on the control unit command, automatically, depending on the conditions of movement. Previously, these blocks were hydraulic, now electronic.

In general, everything in the hydromechanical ACP, it seems good. He is driving, herself switches. The driver remains only to press the "Gas" pedals and the brakes, and the "Automat" selector click between "Parking", "Drive" and "Back". And this thing works quite reliably. If you do not depict the Schumacher on the ACP, and comply with the regulations, it does not break.

But there are disadvantages. The main among them are tangible moments of automatic switching of ACP ranges in the "black box" with gears, and a higher fuel consumption, in comparison with the "mechanics" with the same power units. The need for greater comfort, the challenge prices for fuel and concern for ecology stimulated engineers think about automation again.

"Variable speed drive". Variator

To understand how the engineers thought, imagine ... Bicycle. Pedals, two stars, and between them - a chain. On the rear wheel, a little more advanced models have several stars so that you can switch to switch. Switched to a large asterisk - twist pedals easier and you can go to a steep slide, only more often to twist the pedals. The speed of the bike falls, but this is a fee for high traction. And if you go through the flat terrain, or from the mountain, I turned on the star from behind smaller - twist the pedals less often, and the bicycle speed grows. Now imagine that the belt is worth it on the bike instead of the chain transmission. That is, instead of a chain - the belt, instead of stars - pulleys, only instead of a heap of stars in the rear wheel - one pulley, but its diameter can ... smoothly change.

Presented? Here, in front of you, variator automatic transmission! One pulley is a constant size, the second - alternating and its diameter changes by the command of the control unit, adjusting to the conditions of movement. And between them is the strongest "belt", which is either a multi-part chain, or composite, made of metal plates. The smooth change in the diameter of one of these pulleys leads to the fact that the instructions of the activation of the ACP are not felt at all. After all, they are simply no, these moments of switching. J Amazingly a comfortable thing in work, this variator! But it did not cost without deficiencies, essential and in bed.

"Variators" Nedoysh. They also categorically do not like slip. Due to the fact that between the "black box" with pulleys and a belt, you have to put all the same torque converter (you need to touch something!), And also because of the mechanical friction in the "black box", the energy loss is large enough, fuel consumption, In comparing with the "ordinary" AKP, few less. And maybe more. And also falls with the engine programs to "put" so that it does not go buzz, as a trolleybus on constant turns during disks. After all, stepwise gear - no. Therefore, engineers again opened space for surveys.

"Robots". Robotic gearboxes

In order to overcome the shortcomings of hydromechanical and variator ACPs, several design schools paid their attention to ... an ordinary manual box. And what if we replace the knitting drive of the electric drive, the gear shift lever and the thrust to the "black box" with gears with electrical actuating mechanisms, and control the adhesion and switching with the electronic unit, based on the conditions of movement? Of course, easy and soon only the fairy tale affects. Over the management programs for this block and the reliability of the electric drive, engineers had to be firmly tinked, but automated mechanical gearboxeswhich journalists dubbed "robotic", or "robots", went into mass production for small classes cars. They are precisely the classic "mechanics", in which the adhesion control and gear shifts is carried out by the electronic unit.

The main advantage of most "robots" is a high fuel efficiency, for which they, first of all, were created. After all, the computer with a perfect management program is never mistaken, never angry, does not fall into depression and never gets tired, unlike drivers with different experience, skill and resistance to physical and moral loads. Therefore, a car with a "robot" consumes less fuel than the same car with any other box, including "mechanics". And such a "robot" is cheaper than any other ACP in the purchase, when ordering a new car. Like this.

But here without deficiencies does not cost. No matter how hard the engineers optimize the moments of switching, the "quilk" of the car with the nose with the buoy accelerations is very tangible. Such "robots" for economical and calm ride, not for the "Schumacher". They also do not like slip in clutch units. I had to register the engineers again.

"Robots" classDSG. from Volkswagen.

Imagine a car with a six-speed manual gearbox. Presented? Only this box is not quite common. More precisely, not quite common. It seems to consist of two aggregates, and the 1st, 3rd and 5th transmission are associated with the engine through one clutch module, and the 2nd, 4th and 6th - through the other. It turns out something like "two in one". And now imagine that all control is fully automatic, electronic and electric. And when you accelerate, for example, on the 2nd gear, the control unit has already turned on the 3rd, and only waits the best time to make the instant "CLOT-CLAST" by independent clips to "release" the second transmission and "cut" in advance prepared 3rd. Switching to such an ACP occupy not just a split second, but milliseconds! The driver and passengers of these switches simply do not notice, and overclocking the planve, and very fast. For example, in the DSG, which was the first in the world to put the Volkswagen concern, the moments of switching occupy 7 milliseconds. It is much faster than you flash in your eyes. Therefore, no jerks and jerks, like "robots" described above, no.

Warranty on DSG 7 Speed \u200b\u200bincreased to 5 years or 150,000 km of run:

Concern Volkswagen AG, going to meet the wishes of customers, in order to preserve buyers' confidence in the concern cars, carries out free repairs or replacement of the DSG 7 DQ 200 gearbox nodes up to 5 years or before reaching 150,000 km run from the moment of transmission car to the first buyer. When contacting the owner of the car to official dealers with DSG 7 DQ 200 for free, diagnostics will be carried out and, if necessary, free repairs in accordance with the current technical recommendations of the concern.

Similarly, such "robotic" boxes are switched not only "up", but also down. The box control unit carefully "observes" for the actors of the driver using sensors on pedals and steering mechanism, and pre-prepares the best transmission for the driver's purposes.

If I say that such "robots" class VW DSG work brilliantly, it will not be an exaggeration, not only in terms of gear shifts. Their control blocks are also not "tired" and not "mistaken", so the consumption of fuel from the car with DSG, especially in the city cycle, less than with any other box, including "mechanics".

As for the shortcomings, there are few of them, but they, alas, are: high cost and unacceptability of slipping in clutch aggregates (however, what clutch does it like?).

These are the options.

With respect, Denis Kozlov (Doc)
Your expert in choosing and maintaining a car

Everyone knows that the mechanical box (manual transmission) as a rule, has five speeds, a "automatic" box - about eight, but what is the variator and how much gear does he have? The answer is not known to everyone, in fact the variator has an infinite set of gears.

Today, armed with all its knowledge, as well as knowledge of specialists, I want to talk about what the variator is, and what is the actually its advantage over the counterparts, such as MCPP and automatic transmission.

The variator is essentially transmitting a device between wheels and the engine, which is capable of changing the speed of rotation of the master, as well as the slave disk. Devices of this type have long been used by manufacturers of mopeds, scooters, as well as aquatic and snowy motorcycles. Despite the fact that the modern car "Potkey" variator was quite a long time ago, and if more precisely, in the middle of the last century, his truly active introduction and development in the autoinadustry occurred relatively recently.

In the question, the variator or automatic should be noted that, unlike the automatic transmission, the variator starts its movement more smoothly, reminding the acceleration of a powerful electric motor. At the same time, the set of speed occurs without any failures, accompanied by only barely audible increasing noise. A car, equipped with a variator, as a rule, is accelerated by much rapidly more powerful fellow, because he does not spend the "precious" time to switch gear. It is proved that in the question who is quickly gaining momentum, a variator or machine, the first will be unconditional leader.

The car equipped with the variator more loyally to the mistakes of his owner - for example, he will never stand on the traffic light, and it certainly will not ride back during the rise, in addition, the process of start will always be smooth, regardless of the skills and skills of the owner itself. Thanks to all two pedals, as well as automatic boxes, it is unlikely to confuse pedals, it is more concerned with newcomers.

Some demanding motorists condemn the variator for constant even, so to speak "buzz" of the motor present in all modes of engine operation. The lack of sports "Ryka" during a sharp acceleration also plays not in favor of a variator or machine. True connoisseurs are not in itself, when the car, as if at all with a non-working engine, begins to rapidly accelerate. This, in my opinion, cannot be considered a full disadvantage, since the "growl" carries a purely aesthetic pleasure and in no case affects the dynamic properties of the car.

This "disadvantage" is quite simple, the whole thing is that it does not allow the motor to reach critical points, while optimizing its work in a timely manner, forcing it in optimal mode with the nominal power. For true connoisseurs of classic gearbox, the manufacturer provides the possibility of using the "tiptronic", which emulates the switching of fixed speeds. In addition, for those who crave power, and speed, the variator is equipped with a similar "kick-down" function, which is characteristic of. In other words, after a sharp pressing of the gas pedal until it stops, an instant change in the gear ratio is occurring, which allows the car to speed up lightning.

Considering all the above, you can conclude and answer the question that is better than a variator or machine. Of course, the car with the variator has many advantages compared to cars equipped with similar gear shift boxes.

So, list them:

1. More rapid overclocking.
2. A more optimized engine load, as well as other drive elements.
3. Due to the fact that the electronics engine manages the engine, its operation mode can be characterized as "gentle", which actually means more cheap and rare service and unlikely repair of the variator.
4. Among other things, the level of harmful substances in the spent gases of the car with the variator is much lower than in similar models with.
5. The noise published by the car with the variator, almost twice the quieter than the ordinary cars.

However, having considered the advantages of the variator, without specifying its shortcomings, it would be dishonest to automatic transmission and "mechanics", so I present to your attention a number of shortcomings, which, unfortunately, has this device:

1. The variator is not across to aggregative cars having powerful engines, although some copies have already appeared on sale;
2. Unlike the "machine", the variator is filled with a special fluid, which is more expensive than usual and requires constant accurate level control and is not subject to a replacement for any other model of the car.
3. After shutdown for about 100 km., Forced calibration of the variator for its optimal and proper operation occurs.
4. The repair of the variator is very expensive, and "craftsmen" capable of producing it, as it should be very small.
5. There are also limitations regarding the towing of a vehicle with a variator, as well as relative to towing such a car such a trailer or other vehicle.
6. The correct operation of the variator directly depends on the signals of the set of sensors, such as: pressure sensor, speed sensor, sensor, crankshaft position sensor. In case of failure, at least one of them, may entail a whole chain of problems, as well as the wrong operation of this transmission.

Although, as if, in the opinion of most professionals, the future is undoubtedly for the variator, it is he who will become a worthy replacement for all the familiar "mechanics" and robotic gearboxes, as well as their close fellow "automata".

Now several delight tips, observing which you can avoid such an unpleasant procedure, like the repair of the variator, ensuring that the conditions are optimal for work:

1. Avoid unnecessary loads in the winter season, especially at the beginning of the movement. First of all, you need to give all items to warm up.
2. Constantly monitor the condition and level of fluid, and on time to replace it.
3. Sharp loads should be avoided during the start, remember, this transmission is not adapted for racing.
4. Regularly perform a visual inspection of all sensors and check their integrity and efficiency.
5. And the last, perhaps most importantly, in the event of any problems with the variator, contact a specialist immediately and in no way attempt to repair the variator with your own hands, believe me, nothing good will come of it.

Automatic or variator - which gearbox is better? Such a question is usually asked drivers who want to acquire a new car, and do not know which one to choose a transmission. In the worldwide network there are many contradictions on this matter, it can be quickly confused in it. We will consider comparative parameters, disadvantages and advantages to maintain and device, information collected by real reviews of car owners with different transmissions, and data on the design and operation of the automatic box and the variator.

Many people think that the variator is invented later the box automatic, but it is not. The principle of operation of the stepless transmission opened Leonardo da Vinci in 1490, but he did not work out to be introduced to work, since at that time there was no such type of motor, which today is applied on modern machines.

The principle of cones, which are directed in opposite sides, and stretched tapered belts, opened this particular scientist. Such devices were used on the mills. At that time, such a mechanism was a primitive variator. Then I forgot about this mechanism, and only in the 19th century it is started to use on production machines, but it has not yet come to cars. The first engineer who decide to use this invention for road transport was an engineer from Holland Hubert Van Dorn. He came up with a stepless transmission, which was mounted on cars in 1958.

The variator was installed on the machine with a motor of 0.59 liters of useful volume. It was a big success, and then other manufacturers began to think about installing a stepless box on their cars.

Before moving to the comparative parameters of the automatic box and the variator, it will be useful to get acquainted with the principle of work and the design of both mechanisms. This data will help you make the right choice. Let's start consideration from the variator.

The main difference between the variator from another box is that it has no separate gear. Each variator has a specific range in which there is a gear ratio under some conditions at a certain point in time. Such a condition is possible because the basis of the action of the variator is used another principle of operation, in contrast to the gearbox.

We will understand in principle the operation of the variator. It lies in the use of belt transmission, usually in modern cars there is a chain (metal belt), which transmits the torque between the crankshaft of the motor and the slave shaft connected to the wheel drive. The gear ratio changes smoothly using a smooth change in the diameter of the slave and leading shafts. For such purposes, special methods apply. All modern plants car manufacturers have their own developments in this regard. But all the variasts are divided into two main types:

1. Klinorem variator.
2. Toroid view.

The main element of the clinorem transmission can be called a toothed belt with a shape of the cross section in the form of a trapezium. Some plants use a belt or chain of metal plates. Another component is two pulleys formed by conical disks that are capable of changing the diameter. This allows you to change the speed and the magnitude of the transmitted torque.

The work is performed in the following order. When the gas pedal is pressed, the lead pulley transmits torque from the motor to the slave shaft. But its device is that when exposed to centrifugal forces due to increased revolutions, two half of the disks converge and pushed the tape belt from the middle of the pulley to the edges. A reverse procedure is carried out on the slave shaft. He has two halves disk, and the belt moves to the middle of the pulley. So slowly changes the gear ratio and power. When the gas pedal is released, the reverse process is performed.

The toroid view of the variator works in another way. Instead of trees there are two wheels that have a spherical surface. Between wheels, one of which is the lead, and the other slave, clamped rollers. The change in the magnitude of the moment of rotation and the gear ratio appears due to changes in the friction force of rollers and wheels. The change in the location of the rollers in the perpendicular plane makes it possible to change and gear ratio. When the roller is located horizontally, the slave and drive wheels rotate at one angular velocity. And if the rollers are in another position, the transfer ratio changes.

But due to the complexity of the device and technologies for the production of some elements, toroidal variants are rarely applied. Therefore, in the future, we will consider the most common Klinorem variators in the production of cars.

Lubricants for variasts have differences from other transmission fluids. They have a CVT marking. These fluids are not only lubricated the parts, but also do not allow slide. Thanks to this property, the work of the belt on the transmission of the moment of rotation between the shafts is possible. Therefore, it is impossible to allow "oil starvation" of the gearbox, otherwise the chain or belt will slip through the surfaces of the shafts, which will lead to their rapid wear.

What elements in the variator are subject to faults

This device is demanding of quality maintenance. Oil must be changed every 80 thousand km of run, which is indicated in the rules of manufacturers. This should not be forgotten, otherwise problems arise that will require a large investment of money.

• Oil pump, hydraulic lubrication can be contaminated.
• As a result, the shafts are not capable of squeeze normally and clamp a belt that runs.
• If the belt is dropped, great wear occurs. With increased wear, it will quickly break, which will create big problems in the box.
• There are jackets on the colors of the shafts, which adversely affects the belt.
• The variator box has a serious disadvantage in the presence of a large number of electronics reaching 50%.

Variator box life

Here it is necessary to remember the need for timely replacement of lubrication, otherwise the service life will significantly decrease. However, if you serve the gearbox in a timely manner, then after 150 thousand km, the run is recommended to replace the belt so that it does not break and caused the mechanism of harm. Therefore, the variator box is a more problematic mechanism, unlike other species, and its term of work will not be able to reach 300 thousand km.

Variator's advantages:

1. Good overclocking dynamics, better than an automatic machine.
2. Small fuel consumption, lower than on the machine.
3. There are no transmissions, which means there are no twigs when switching, which provides additional advantages on the dynamism and smoothness of movement.
4. Increased efficiency, more than 10% than the automatic box.
5. Simple vehicle management, novice drivers, there is no need to study driving machine with a variator box, shift shift and starting from the scene.
6. The car with the variator does not throw away many ecologically harmful substances due to less gasoline consumption.
7. Sparing action mode. The selection of the working conditions is carried out by an electronic system that chooses the best modes of operation to reduce the wear of the elements and increase their operation.

Disadvantages of the variator box:

1. A complex method of repair, which is still not fully mastered by experts, so its repair can only be performed by official dealers, which is worth a lot of money. Find a good wizard on the variator box is very difficult, especially in small cities.
2. A complex electronic system, with its faults, a visit to the official dealer is required, and investing big money.
3. The cost of replacing the belts is an expensive procedure, it is far from all car services.
4. Special oil for the variator is expensive, and find it is not easy. Oil brand also plays a big role, if you pour another oil, then the box will not work.
5. The variator box can not be mounted on cars with powerful motors, more than 220 hp, since powerful motors have a lot of effort on the drive belt and the roller of the variator.
6. On a car with a variator box, it is forbidden to tow the other car or trailer, and tow the car itself with a non-working motor.

This mechanism appeared primarily in shipbuilding at the beginning of the 20th century. His inventor is German Professor Fettyer. He developed a hydrodynamic transmission, separated by the ship and screw. This is how the hydraulic coupling occurred, which is the most important element of automatic boxes. Subsequently in 1940 in America, engineers began to set the first automatic boxes for cars.

Their device almost did not change until today. Automatic transmission has two main elements - gearbox and torque converter, which works instead of clutch. His principle of operation consists in a smooth switching of speeds. The gearbox is arranged in such a way that the gears are with each other in continuous engagement. This makes it possible to obtain a single small mechanism in size having several steps.

From the very beginning of the front drive, there were no cars, they all had a rear-wheel drive, and with such a design, the automatic boxes were equipped with three transmissions, which was enough. To date, the situation is different, and cars have a front-wheel drive, the speeds have become greater, there are up to six speeds.

Today, this design has been worked out for years, currently its device has been brought to perfection (main types). The design of this box is pretty reliable and durable. The moment of rotation from the motor is transmitted by the device of the hydrotransformer, as we considered, there is no mechanical engagement, it acts at the expense of oil pressure. If there is no hard clutch, the reliability of the mechanism is high, but in the design there is planetary transmission and shafts, as well as friction disks.

Frictions work as a clutch and when they are switched and compressed, the necessary clutches at the corresponding speeds come into operation.

Important elements are hydroblock and increased pressure pump. These are the most important details.

All automatic transmissions, as well as a manual box, arise from late repair and maintenance, oil replacement. Usually, many drivers do not change the oil in an automatic box even with a significant run, which leads to the contamination of the cooling radiator, hydroblock, filter. As a result, the oil pump is not capable of submitting working pressure. Due to this situation, frictional friction disks are scrolled, by analogy with how the clutch disc runs on the mechanical transmission. The speeds are badly included, the car twisted when shifting gear.

For this reason, when purchased, it is recommended to check the automatic box oil on the smell, since the burner liquid means that frictional friction are worn or burned. If there is such a smell, it is not recommended to acquire such a car. Of course, if the automatic box is "running", the faults can be more: wear gears of the planetary mechanism, friction lining of the hydrotransformer, and many other details.

With normal maintenance, the resource can be very large. Sometimes there are cars when, with a timely replacement of oil, the automatic box is up to 400 thousand km of run, and this is on the usual machine with four steps. Boxes Machines are four-stage old versions are considered the most reliable, especially the production of Japan.

To make the operation of transmission longer, it is necessary to follow some recommendations:

• To replace oil according to plan, if you need to change after 70 thousand, then it is necessary to do so. If you replace earlier, it will be even better. It is also necessary to know that non-listed boxes does not happen.
• Together with the oil it is necessary to change the filter, which will significantly increase the resource.
• It is recommended to remove the radiator from the box and clean it, then rinse.
• Clean the bottom of the box from various contaminants, clean the magnets.

Such rules are necessary, the service life will increase significantly, and can reach 300 thousand km of run. In view of such reliability, many people and choose an automatic box.

Advantages of automatic transmission:

1. Simple car control, there is no need to decide how to touch and what transmission to turn on, the machine will work itself.
2. Reliability. This type of transmission with the necessary maintenance can work for a long time, compared with other types.
3. Maintainability. Automatic boxes are well mastered, and can be repaired in many car service.
4. View of oil. For automatic transmission, it is necessary to pour special oil, but the parameters of this oil are lower, compared with other boxes, and the cost is less.
5. A small amount of electronic elements, automatic boxes function in conjunction with the electronic unit, but the electronics content is not more than 30%, the remaining parts are mechanical.
6. Possible jerking and transmission. To date, there are already six-speed transmissions, they already have a significantly greater threshold of the greatest speed, the car will not be very buzzing in the fourth gear, they have soft speed switching, barely noticeable.

Disadvantages of automatic transmission:

1. No speakers, as on a variatorial or manual box.
2. Less efficiency, which means that the automatic box does not have a hard gearing transmission with a motor. Everything is carried out by means of a torque converter, and high oil pressure. On this gearing and some of the useful work is consumed.
3. Rods when switching gear, as there are such programs that other types of boxes are not available.
4. The volume of oil in the transmission is greater, compared to other transmissions, and reaches 10 liters. The variable volume has 8 liters, on mechanics - about 3 liters.
5. Significant fuel consumption, above the variator, but due to lower useful effects.

As a result, it can be said that the reliability of this mechanism overlaps the available disadvantages - small efficiency, jerk when switching, increased fuel consumption, poor dynamics. But when the oil is timely replaced, the box can work long time.

Features of automatic transmission

There are several interesting features that will help car owners to decide on the choice of the type of transmission by car.

1. The volume of special oil in the box automatic is greater, although not much, depending on the brand of the car. This usually does not affect the cost of the machine, since the cost of the original lubricant for the variator is usually even higher.
2. Replacing filters and oils for a variator box need to be produced more often. During operation it is necessary to control so that the oil does not darke and lose its properties, since its quality is important for this mechanism.
3. Most often, car manufacturers advise to replace the oil in a variator box every 60 thousand km of run, but, according to the reviews of car owners with a variator box, it is better to exercise before (by 50 thousand). It needs to be replaced like oil itself and filters that cost cheaply.
4. On a car with a carton-variator, you can not get rid of the place. The principle of its action lies to the best speed and moment of rotation so that the device functions in gentle mode. If you want to go fast, then this type of transmission is not suitable for you. On the variator should not be stopped and carrying trailers or other cars.
5. For the carton of the variator, it is not recommended to move on too low or very high speed. With such modes, the belt is experiencing large mechanical loads, which contributes to rapid wear. Also, the oil temperature increases. You need to take care of auxiliary cooling. If you live in the city and often get into traffic jams, you should think about whether it is worth purchasing a car with a variator box.
6. While driving on a car with a variator in a heavy frost, it is necessary to warm the engine to reduce the viscosity of the transmission oil, otherwise the variator belt will start sliding, and additional wear of the belt surface and pulleys will appear.
7. It is impractical to acquire a car, used, with a variator box. There is a big risk that the problems will be with this mechanism. Control the state of the belt box is quite easy. You just need to travel by car on a flat road at a low speed of about 1 km. If, when moving, you will feel shock, then it is better to give up from the purchase of this vehicle.
8. It is necessary to control the performance of the speed sensor. If he fails, the electronic system switches the variator for emergency work. If such a situation occurred while driving, the engine braking is made, which has a negative impact for the machine.
9. An advance oil change in a box with a variator is an important factor. If the oil does not have the necessary operational properties, the hydroblock of the box will slowly be clogged, and therefore the oil pump will not create the required level of working pressure. Therefore, the shafts will not be able to break or squeeze the belt, as a result, it will be stopped and quickly wear out. In the worst case, the belt is broken, which will damage all the internal elements of the device.
10. The replacement of the box belt should be performed every 150 thousand km of run, regardless of the state of the mechanism.

Despite the existing shortcomings of the variator, today they have become the most advanced mechanism in the transmission. Their advantages are assessed by many drivers in different countries. If we consider the disadvantages, the manufacturers constantly improve the device of the variators, it is possible to say exactly that over time the variants will displace the box automatic and a manual box from the car market.

Features of the variator box

Last but I will remember you with the data that will help drivers to understand what nuances hides the variator transmission.

• Driving manner. If you want to move on a car dynamically, then the variator transmission for you will be the best option. And if the extreme ride is not suitable for you, it is better to purchase a machine.
• Do not follow the variator box for a long time to move on high or low speed.
• When using a variator when too low or high temperatures, you need to create special conditions.
• The car with the variator cannot be dragged on a tug with a non-working motor (you can carry with suspended drive wheels). It is also forbidden to cling to the tug of other cars or trailers.
• You need to drive only on good roads, otherwise the drive belt boxes beyond the large loads.
• Adjust to replace the oil and drive belt in advance.

Before purchasing a car with a variator-based transmission, you need to be prepared for the following operation. This is most relevant if before you had a machine with a manual box. But over time you will quickly get used and most likely, you will be satisfied with the purchase. We must not forget to produce a timely maintenance of transmission, to carry out the rules for driving the vehicle considered by us earlier.

What is better - automatic or variator

Given all the information reviewed, it is impossible to give an unequivocal council about what transmission is better. These two devices differ significantly among themselves, and each mechanism has individual features. Therefore, it is necessary to choose based on the conditions of the car functioning. It should also be remembered that today there are variators on the Russian automotive market, which are not yet fulfilled to the end. Vehicle manufacturers are constantly working on their improvement, and there are all prerequisites that sometime they will take a high place in the market.

Here are some criteria for which you can choose a car:

• Motion manner: a variator for quick ride, an automatic box - for a more moderate movement.
• Technical specifications. If you need a car with smooth gear shift, take the variator if it does not matter for you, but it is required that there is no clutch pedal, then both transmissions are suitable.
• Lifetime of the gearbox. Of course, the execution of the variator will work much more than more than its maintenance, unlike automatic transmission.
• Repair. The variator box is not yet too common, as automatic, so it may not be repaired by any car workshop, unlike the automatic transmission that you can do in any workshop.
• Operating mode. Modern transmissions for switching transmissions have different mode inclusion modes. Three modes can be distinguished: economical, comfortable and sports. On the first of them, the system automatically selects the best mode of operation of the motor, trying to switch to high speed as soon as possible. Sports mode of mode, compared with economical, switches the motor at a lower speed, ensuring this presence of a power reserve at the motor. Comfortable mode guarantees the most smooth operation.
• Method for switching gear. In the new modern models of automatic transmission, there is a manual shift option. This is a convenient feature for drivers who want to keep the car under constant control and shift the transmissions. This type is usually applied on those brands of machines, on which a manual box is not provided from the very beginning.

It is clear to determine which transmission is optimal, it is impossible, every person for himself chooses that it suits him. If you independently can't figure out what type of this mechanism you choose for reliability and other factors, then it is better to turn to professionals. At different stations of maintenance there are masters that will help you in this matter. They are well versed in all the disadvantages and benefits of different types of transmissions.