This thing is supposed to possibly support 1500 hp from what I've been hearing. I can't really find too much on it. Anyone know anything more than this site offers? This is in Russian, and I'm a little rusty on my Russian...really!...
Here's a pick of the internal variable "transmission"...
This is the same type of pully set-up on variable speed band saws and other industrial equiptment that depends on variable drive speeds...
Could this replace the "gear" transmission in the near future?...

 

CVTs are found on a few econo box types but have had a problem with higher torque amounts.

CVT is capable of producing the best performance you can attain. The sensation of driving is different since the RPMs stay at a since place but the car continues to accelerate.Very similar to a high stall converter on the juice.

 

If I'm not mistaken the new Saturn Vue has a CVT.

I know the suzuki swift of the 80's had one as well.

As already said, they seem to have problems with high torque engines.

 

Moving to our Russian forum...


J/k

 

They're working on CVT's that can support the cars Americans like to drive... I happened to pick up an automotive technical journal yesterday, and there's something without a belt - they use two parts that look like curved funnels, and then two half-spheres to transferr the power from one 'funnel-like thing' to the other. By angling the half-spheres differently, they could change the ratio...
The big thing is that the whole process relied on some kind of friction/lubrication fluid, because there were no gear teeth, clutches, belts, etc. This fluid, under extreme pressure (between the two parts that are transferring power) turns into a semi-solid, and then reverts to liquid when the pressure is removed. Basically, the fluid would momentarily bond the contact surface together to transferr the power.
Very new stuff and all, but they sounded like they knew what they were doing, so I hope we can see this in the future!

But, do I really want to give up the sound of a hi-po car going through the gears in favor of a constant 6000rpm drone?

 

Hmm, not sure on a 6 Speed CVT? Normally they're considered a single speed AFAIK.

Anywho, once the strength is greatly improved with this type of transmission, you'll see the new revolution especially in the drag racing world. As mentioned imagine going down the track, staying at a particular rpm (Say 7000rpms) and being able to hold that with only gearing changing and not RPM. You will be at the Optimum Spot in your Horsepower and Toqrue curves all the time.

Should prove to be interesting..... Who needs a Lenco now?

 

they basicly work Like a Snow mobil system at its rawest state.

CVT IS coming. just a matter of time. The subaru Justy was the last semi succsessful use.

It is what High end blue hairs want so it WILL be here some day

 

now combine the CVT with the cam-less engine... Geez, there MIGHT BE a replacement for displacement!!!

 

Audi's started to use the CVT in place of a traditional auto in their A4 and A6. It's pretty cool - it outperforms an auto or manual in terms of fuel economy, and is just a touch behind (~0.1 sec) a manual in the standard acceleration tests.

I've read some articles in both Car and Driver and SAE's Automotive Engineering in the past few years, and it sounds like the limitations on power handling are quickly disappearing as more money is poured into R&D. There's the push-belt systems like the old Suburu tranny, newer pull-belt designs like the Audi, and I believe a couple of the Japanese OEMs (Nissan and Toyota?) are each looking at a "waveplate" system that uses a pair of plates, one on each side of a cylinder containing a number of pins. One plate is forced to a particular angle and spun by the engine; depending on the angle, it has a varying amount of mechanical advantage in pushing the pins through the cylinder to drive the plate on the opposite side. Think of it as the mechanical version of a hydrostatic transmission (like that used on Honda ATVs and some lawn/garden tractors).

It'll be interesting to see what prevails - CVTs, or large-range-close-ratio autos (with traditional converters, multiplate wet clutches, or combinations thereof) like the upcoming Ford Powershift 7sp auto. It's going to be a contest between known and proven technology (traditional Simpson-style automatics) and what theoretically should be a simpler solution (CVTs).

 

It is kinda neat though. With one setup I had a few years ago, nitrous caused me to stay between 5100-5500rpms from 0 - 130mph. This was the combo of the stall and 2.73s. Kinda surprised a few GSXers too

 

I'm just wondering for pure strip use would hp or torque be of more benifit for getting you down the 1/4. My guess would be since the tranny thrives off rpm, hp would get the job done. From what I read, there is some type of metal "belt" that rides between the two pullies. I don't understand how metal on metal could lock-up enough to transfer power while the pullies are changing the ratio of static input power to output maham. Maybe some engineer-type can give me a more technical answer to the question...
Thanks...

 

The CVT will produce max torque when the engine is producing max power.

A broad torque curve is a must when you have a fixed ratio/number of gears.

With a CVT you will want to maximize HP in a small window of engine speed.

Keep in mind, there are no gears. If it helps to understand the concept, just imagine two pullies that have the abiliy to change diameter yet keep the belt tension constant. As one grows the other shrinks. This is accomplished via two opposing cones and a sliding belt.

Also realize a torque converter is type of CVT due to the fact that the torque mutilplication varies in a similar fashion. A fluid coupled version of a CVT can also be accomplished with vanes that change their angle but I haven't heard this mentioned before.

 

I did a little research on the CVT's in the Vue and here's what I came up with:
"A "Cliff's Notes" explanation of CVT is that it's a miracle. A large pliable metal belt that looks like a huge silver necklace rides on two pulleys. The radius of the necklace on the pulleys changes from wide to narrow or narrow to wide to shift gears. It does so on its own with no "shift shock." It changes gears based on such factors as how hard you press the accelerator or whether traveling up or down an incline. We found shifting is so smooth and silent, especially on steep grades.
The 2.2-liter 4 has enough kick to move you from the light or into the passing lane without having to take a deep breath. The CVT is so quiet and smooth, it makes the 4 feel like it has more muscle than advertised.

After moving out of an AWD 4-cylinder with CVT into an AWD V-6 with 5-speed automatic, the 4-cylinder seemed considerably quieter than the V-6. Typically when offered a choice of 4 versus V-6, you opt for the 4 for mileage, the V-6 for power and quiet. While the V-6 is a little more lively and alert and gets to the top of the hill quicker than the 4, it would be easy to justify the 4 with CVT over the V-6 with 5-speed automatic that costs up to $5,000 more."... Friday, September 27, 2002/The Bellingham Herald.
Saturn had machining problems on the internals of the CVT's which delayed production and the timeline that they were on. GM has the CVT slated for several other "next generation" production cars. The CVT is claimed to have 45% fewer parts and transfer power 7% more effecient than a "step" tranny. It'll be interesting if the CVT can be mass produced for a higher torque engine. It would be something if it would show up in a Camaro or a Vette!...

 

No more banging gears!?!?!?
I think I'll miss that.