Also, many presenters cut out their breath, so it sounds like they are talking without breathing and it sounds really annoying and stressful. This video was maybe just a little too slow, but I prefer that over fast speaking non breathing presenters.
@@nothingsurprisesmeanymore But that's what some good teachers do! - they repeat to get it thru' the ( ) Skulls! So you've remembered it all now then, eh?
I've long since retired from the auto mechanics trade. After several surgeries I now walk with a cane and can't do it for a living anymore. But I do work at an auto parts store where I sell Auto Parts and hand out advice. Your videos help me to advise my customers properly. Thank you!
Fascinating. The push concept is really ingenious. I always wonder how the belt can handle so much force when being pulled and now I understand. It is not pulled but pushed.
Thank you for making such a great clear and simple video about such a cool piece of engineering. All of the preparation with the labels and the different pieces spread out and then assembled right in front of our eyes is incredibly helpful to understanding how these go together. You really have a talent for communicating complicated concepts in a clear way. I look forward to your future videos!
You are the transmission whisperer. It's so refreshing when someone actually values knowledge. (I live in Memphis, TN where NO ONE values knowledge or information of any kind)
I am on my 3rd Honda Accord Hybrid and really feel the technology is fascinating by simply using inertia and centrifugal force to engage and transfer energy to drive gears...your explanation was very digestible and clears up the hybrid "mystery"...Thank You
Being someone that does all of my own work on my vehicles, this video has shown me that a CVT is NOT something that I should ever buy!!! Great vid. Very informative.
I understood the mechanism of the cvt belt well, I was suspected that the cvt belt was weak in the past, but I can ride with confidence with this, and the explanation was also polite and easy to understand. There is no such explanation in Japan. Thank you again.
I recently bought my first car with a CVT transaxle and I was looking for a proper explanation on how the push belts are made. Thank you for clarifying it for me. I got yourself a new subscriber. Greetings from Brazil.
Note that it isn't JUST the number of rings that determine the strength and power they can transmit. It is the material the rings are made from (i.e. F6 or F7 etc), but also the width of the elements. Wider belts can transmit more torque. (i.e. 24 mm elements vs 28/30mm etc). p.s. I have found your video's EXCELLENT btw, thank you for taking the time to put them together.
I actually contacted BOSCH directly about what I thought was a discrepancy in their tech information. They had listed the 28mm belt as holding more torque than the 30mm belt (with the same number of rings). I have not got another reply back on why exactly (balancing act of fluid layer/belt tension or something maybe?), but they assured me that the 28mm actually held more torque than the 30mm.
AMSOIL's CVT fluid has doubled the life of all our clients belts and transmissions. Amazing find!! Nissan and Audi customers need to switch before 75,000 miles. It keeps the friction while allowing smooth shifts and stops all wear. It took them 4 years to get it perfected thus it came out a little late but better than never.
This channel is definitely one of the reasons I learn English! Every time I look for something about cars, the best videos, the best explanations, They're definitely from here!
All my curiosity about these metal belts was satisfied when you mentioned they were push loaded (compression) rather than pull (tension) as in rubber belts. Thanks a lot for the info.
Thank you for the explanation of push compression vs pull tension. Years ago my Shopsmith woodworking machine used a CVT with a rubber belt. I was fascinated how these compact transmissions worked.
This tech came frome snowmobiles with a high striangth reinforced rubber belt... open and easy change. Cvt in closed auto transmission = expinsive. Its cool tec junk.
399 elements. Some engineer was told ' because of peculiarities in our supply chain, using 400 elements per transmission is going to boost the cost of the car too high. You need to find some way to get the element count below 400'. 'yes boss, I'll find a way'.
Wonderful presentation that was informative and timely! Your video solidifies the notion that these transmissions because of the belt are designed for a short life span. Thank you for the explanation. Keep up the good work!
I've had my little nissan for 11 years now, and she's running on 220k miles. Cvt still strong, and let me tell you, it's had a rough life... Got it new, and will keep it forever. She blows, I'll replace, but.... still hasn't
@@affandih from what I’ve read the reliable manufacturers of CVTs are Honda, Toyota, and Subaru. I don’t think there is anything you can do to make them last longer besides buying them from the companies that have a good track record on their CVTs.
You are sir, the very best commentator on any technical forum on the "net" with which I am familiar. I have directed many colleagues here to view your videos. Well done !
Excellent tutorial! Been tinkering with cars going on 40 years and while I know the basics of CVTs, I had no idea that belt pushed rather than pulled...
Never came across your channel before, but I learned a fair bit from this video! Keep up the informative no nonsense type videos and I'll definitely be back
It suddenly occurred to me that DAF (a Dutch automaker in decades gone by) made a CVT style transmission in the sixties or early seventies, that had an infinitely variable transmission , the principle of operation of which, was based on a precision gear box called a "Geneva mechanism". These devices were used in strip cameras, drives for precision machine tools etc., & had a series of tapered "pulleys, sheaves, whatever . The Daf car was never exported overseas to my knowledge
Very excellent, enlightening video, I thought the belt was used to pull the opposite pulley from the torque converter input! But since the elements on the belt PUSH it to the other drive pulley, the only reason the multi-ringed belt fails, is simply because the flexing that occurs from going around the pulleys causes them to eventually crack and break due to metal fatigue after trillions of rotations. WOW !
Watching this video makes me realize the urgency of getting rid of my girlfriend's 2013 Nissan Altima with one of those CVTs ASAP. It only has 99K miles and is on it's second AC that is starting to fail and has check engine lights like crazy. This is the only video that put the Nissan achlis heel into real perspective. Thank you.
lol, it has to have 399 because it has 2(177.5 mm pulleys) + 2(10 mm band packs) + 2(12 rings per ring pack ) = 399. Have a good day! (I am joking, of course)
Pretty sure I’ll never disassemble a CVT, but just understanding the principle of the operation makes me feel a bit better about eventually owning one in my vehicle. They certainly seem less complicated (since the belt is only replaceable) than currently designed planetary gear style automatic transmissions. Not saying either style is more reliable, just seems way less pieces in the CVT shown here. Excellent presentation that I have became accustomed to on this channel.
Just bought scion IM in April and wondering how CVT works ( works on cars also ). After watching this video I remember my drill press that doesn't need to move the belt on next size of pulley to change speed. It was like this, you can change the drill speed by just pulling the lever. Great video sir.
Fantastic video, professor! I have one question. Have you done teardowns and analysis of failed CVT units? What is the most common failure in these units? At the moment I am doing a teardown of a failed Nissan CVT on my channel, and the findings are really interesting. The CVT is really a marvel of engineering!
I have only seen three failed units. all had belt ring pack failures. I have also seen Honda CVTs with bad start clutches and stripped out flywheel splines. Best wishes.
Hi Professor . I have a 2014 Civic with this amazing CVT :( I have weird problem with the car..just started around 27000mile. Here is the diagnosis. When the RPM is between 1800 and 2000 and the speed around 40 mile at street speed and I gently apply throttle the whole car is start to shaking.. The other scenario when I'm cruising on the fwy around 58mile and try to speed up to 62 pushing the accelerator really gently and slowly and the rpm is again in the range what I mentioned before the car is doing the same... scenario 3 is when I drive on fwy around 60 mile/h and turn on the cruise control and a car try to keep up on the speed the shaking comes back and the rpm range is the same... I brought back the car to honda but they don't give a sht and keep telling me there is nothing wrong with the car.... what is your suggestion? this shaking feeling is anoying and make me stomach sick.... what should I do? because is not normal . thank you so much.
Robert Kero Take a dealership tech and preferably a service department manager for a test drive, if they say it's normal insist on taking them for a test drive in a new car with CVT and see if it does the same thing.
A friend of mine is a certified Nissan mechanic. I was asking him questions about the CVT transmission, as I own an Altima, and what some of the most common failures of the CVT are. He said to let the transmission warm up as the weather gets colder before driving it. The transmission fluid needs to warm up and 'expand' as to get it to operating level. If you put it into gear and just go before it warms up you risk a chance of sucking air and running the transmission dry. He also suggests having the transmission fluid changed every 60,000 miles as preventative maintanance measure.
Thanks for sharing. The transmission should never suck air (cold or hot) if the fluid level is set correctly. Warming the fluid can make it perform better in cold climates. We will address the fluid change intervals in the upcoming episodes. It differs with each fluid type and version.
Very interesting. I would never have guessed it works that way. In an ordinary rubber belt and pulley set up the torque pulls the belt into the pulley tighter but this setup is the exact opposite. You would think also that the elements and sheaves would have to be hardened in order to last but that would just reduce the friction needed to keep the belt from slipping. Yet the thing transmits the torque needed to move a car and actually lasts.
Sir, ur videos are very very informative,comprehensive and priceless. You are a genious in explaining complicated things in detail making it comprehensive and simple to all sorts of people around the world. Are you a mechanical/automobile engineer working as a partime lecturer in universities..? curious☺
Hello sir, very informative video, I need your help in getting the dimensions for the small belt part, as I am mechanical engineering student and I have to perform FEA on the belt for the purpose of my Final Year project, that would be very grateful of you if you could please help me.
Just get an automatic. Who the hell enjoys dealing with a "belt" as the reason for the transmission to work. A belt thats easy to break, and cost tons of money. Sounds like a ripoff.
Thanks for the explanation...now I know my next car will be a standard or a 5spd automatic. And if those are no longer available I guess I will build up a muscle car.
This is very interesting. I always wondered what is the stable means of transmission is in a CVT. So, now I am wondering ... wouldn't a better word for pulley be "pushey" in this case ?
Henner Zeller The word pulley has nothing to do with 'pull'. The word pully (in Dutch 'poelie'; it's a Dutch invention) derives from the old French word 'polie', a diminutive from the Greek word 'polos' which means fulcrum or axle.
Technician: "Ahhh finally, that's the final element. Now I just gotta put the other ring pack." *Accidentally picks up the belt and elements fall and scatter everywhere* "F...M...L"
My 2007 Dodge Caliber R/T AWD had a CVT: a Jatco E-1974 (a Nissan company), shared by the Nissan Versa of that time. These things are insanely demented: if you stop in a moment where the CVT programming doesn't have time to readjust the pulleys' ratio, your next acceleration will be severely underpowered so that the pulleys can reset to the low speed ratio required to get the car moving: you'll be moving at around 1km/h. More than once this happened to me and the last straw was when I merged in a 90km/h zone from a stop with a considerable gap to merge traffic. Some idiot was tailgating me and when the car started moving, had no speed nor power, nor place to move back. A semi jack-knifed around me to avoid my dead car. Sold that thing which tried to kill me and got the SRT4 model, with a real geary transmission. Chrysler marked these transmissions as non-servicible. It's interesting to finally see that belt which tried to kill me on more than one occasion. May Jatco burn to the ground for these devious devices. FYI, a larger version of the E-1974 was also made and used in the Nissan Murano. I have no experience with those: I've stayed away from these as far as I could!
Have a 2015 Honda Fit with a CVT. I have never had a problem merging onto a limited access highway. I just put the throttle pedal to the floor; the engine rapidly revs up to near readline, to about 6600 RPM, and stays absolutely rock steady at that RPM, the transmission rapidly drops down to a high pulley ratio (ratio of engine speed to wheel speed) and rapidly changes ratios while the car accelerates smoothly to 100 kph in less than 9 seconds with a tiny 1.5 liter 128 hp engine. No jolts as the gear ratios change. Just smooth acceleration. Cars and trucks move to the left land, or slow down, to let me in - unnecessarily. How long will it last? I don't know. It seems to need more frequent lubricant changes than a traditional planetary gear automatic. The lubricant is only available from Honda and is rather expensive. But I have nothing bad to say about the way it functions.
I've had a CVT fail on me. Warranty paid for itself just on that one repair. According to the tech that replaced the transmission, it was all chewed up inside. I can only imagine scores of loose elements acting like a toddler with a bastard file to everything inside the case.
When I drained the CVT fluid in my Honda Civic 2015 some of those elements came out of the drain plug. The transmission failed when I drove it around the block. When I took the sump pan down there were loads of them in it. 89k miles. These transmissions suck and should last longer then that. I won’t buy another car that has one ever!
I’m probably the only person here who likes the CVT. It’s just about regular maintenance and drain-and-fill (never flush) the transmission fluid every 30,000 miles. CVTs work fine.
Only if these CVT belts came out when I was a little kid. it would've been one of my parents weapon to beat me with, and I would've learned a lot more...dam it.
Thank you! the only way I know of is to use a scan tool and compare the commanded pulley ratio to the actual pulley ratio; they should match. If they do not, something is wrong. it could be wear, a hydraulic problem, or an electrical problem. Luckily there are trouble codes that usually set to help you figure it out.
the first gen 2014 pathfinder had wear problems, and i think this still occurs across different manufacturers, even tho alot use jatco gearboxes, i think the wear problems were from the oil expanding when hot and then the pulleys dipping into them and causing foaming in the gear box. This problem can be heard when the gearbox gets very hot and apparently whines as a sign. The 2017 model pathfinder i believe has a refined gb where the oil level is now lower to allow for expansion. Another reason i heard of wear was from crappy manufacturer trans oils.
It should be on the internet. I saw a test of 6 CVT;s siome years ago. It was a laboratorium test where 6 CVT's had been under very heavy (maximum) strain and constantly varying speeds 24/7 until they broke. On average they lasted 150.000 miles. Now, 6 unitis is far too small a number to give a statistically reliable outcome, but it may give some indication.
A broken CVT belt replacement can work out cheaper than a 'conventional' Auto Trans o/haul. Use a magnet to get all the broken bits out, fit a new belt ($500), and put it all together. Done many of them.
Good explanation of the CVT belt, honda has had problems with these on 2003-2005 Civics, I understand the challenge is splitting the cases to gain access to the belt. There are some special tools needed. Most tranny shops won't touch"em, even Honda dealers will want to put a new CVT unit in, vice, r & r ing a new belt.
I worked at a Subaru dealer in the eighties. Back then the Justy was available with this transmission. We rebuilt the odd one, but they were mostly pizza delivery cars driven by young people. I heard one of them bragging about how he could get rubber by holding down both the brake and the accelerator at the same time. Aside from that, they seemed to hold up well.
Very interesting, thanks for clearing up something I wanted to know since the first time I heard about CVT - what kind of belt survives the forces involved in moving a car years on end. With this beautifully explained and out of the way, I guess the next question is, who came up with 399 elements??? Why not 400? It looks like they couldn't fit the 400th element when assembling the prototype and left it at that (just kidding).
It would be due to the need to have an odd number of plate elements (like with gears) to prevent a wear pattern from forming. An even number of plates (gear teeth) would develop a wear pattern from always aligning at the same place. So, Kind of like rotating your tires to break the wear cycle.
+Reverend Green Just like a clutch, but this one doesnt slip (well at least as much), while the clutch has to endure the start of the vehicle from a dead stop. Still, it's pretty amazing there are cars over 100+ hp with CVTs
They do wear out & when that happens throw the entire trans in the trash & by a new one or get a new car. CVT's aren't generally rebuildable. The ultimate transmission for today's throwaway cars!
4thstooge no modern auto is rebuilt in house. They're all shipped (often to other countries) to be rebuilt to be put in some other car with a blown transmission some day. Doesn't matter if it's a cvt or not.
When an element first contacts the pulley, does it remain in that exact position until it leaves the pully on the other side, or does it migrate slightly (if there is no slipping happening)?
It's pretty ironic that I was speaking to a friend of mine about CVT transmissions since my work van is a Nissan and has a CVT. And here it is being recommended to me
Thank you for the great explanation! But I think CVT is not reliable because there will be a great generated heat due to friction force between steel\steel while rotatioin plus while changing the speed.
Great video. I have seen many videos explaining CVT, but with a rubber belt. I ask, how can rubber handle high power? It must be a strong material with high fatigue cycle. Steel is strong but it will fatigue and soon break. And I thought about band saw. The multiple thin steel ring makes sense, or high fatigue cycle and strong. Now I wonder about those 399 toothed elements, when they worn down to smooth, will it slip or time to replace?
If ya give a CVT car to a rambunctious teenager.. That belt not survive.. For some reason, I'd like to see one break,.. 411 piece of steel flying around inside the case at high velocity would be a sight to behold.. LOL, Yes, I'm weird like that..
Crazy engineering feat. I can't imagine who came up with this or how. Bizarre assembly (read: a lot going on in that thing, a lot of things to get right).
They used to just use rubber belts on cvt but of course they couldn't handle much torque and life cycle was short. So just had to design something flexable and strong. The individual parts give flexibility and strength and the spring steel rings provide a matrix to hold them together while remaining flexible.
They're not that hard. The first DAF Variomatics were completely mechanical. Then again, the original Dafodils only had a 20-something HP 2 cylinder to transmit.
Very interesting, thanks for taking the time to make this video! Dumb question- Why do all the companies use a belt and smooth pulleys instead of a chain with teeth and sprockets? It seems to me that a chain with teeth to grab sprockets would be much more durable and would be able to handle much more power since it wouldn't rely on the clamping force to keep it from slipping. Thanks
John, pls give credit to Dutchman Hub van Doorne, who invented the push belt. He founded DAF in Eindhoven, making cars with an infinitely variable transmission using a rubber belt. He realized they needed to transmit more power, so he invented the push belt called 'Transmatic' using belts of a maraging steel and the elements. Thanks.
Correct, developed in Tilburg bij Van Doorne Transmission, now it is Bosch, i have been there a few times at the factory, my brother works for Bosch at the Tilburg factory.
If it's possible to make a cvt trans that can hold some serious power, why don't they? Would adding more rings or wider rings take away from efficiency, or the bean counters figure on making it to last typical warranty duration and that's it?
Very interesting, when I was a young guy I went to automatic transmission school, at Los Angeles Trade Tech, then I worked as a fill in installer for about 5 AAmmco Transmissions in Lakewood, Long Beach, Los Angeles, I thought building a 4spd HydraMatic was hard, nothing like these new transmissions, 😆😆 GREAT VIDEO Thanks William Orange county, Ca.
Great video.Someone asked him, "How can this work?". My answer would be that currently it doesn't work very well. These don't last long and are giving Nissan a bad name. Steer away from Nissan until they perfect this. I'm guessing they created this design because, if it can work, it will be a lot cheaper to build than the traditional style auto transmission.
I'm afraid I'm simply not convinced on this push belt concept. I can't see any way the physical laws of the universe allow the power transfer to be lower on the tension side.
Thanks for your feedback. You might check with Bosch, the maker of the Push Belt at www.bosch-mobility-solutions.com/en/products-and-services/passenger-cars-and-light-commercial-vehicles/powertrain-systems/transmission-technology/pushbelt/ and www.bosch-mobility-solutions.com/media/global/products-and-services/passenger-cars-and-light-commercial-vehicles/powertrain-solutions/transmission-technology/pushbelt/productdatasheet_pushbelt.pdf Best wishes!
Thank you for the quick response. I went ahead and reviewed the material in those links, unfortunately I've arrived at the opinion that they contain corporate propaganda. I strongly suspect that the phrase push belt was concocted by their marketing department in an effort to obfuscate the fact that the CVT is conceptually identical the transmissions that have been used in skidoos for more than 50 years. I am appreciative of you giving us a good look at the construction of the belt. As a mechanic I've never seen the inside of one of these transmissions, they're not considered serviceable in any way. When the "replace transmission light" comes on you put in a new one and ship the core back to the manufacturer. You're not even supposed to check the fluid in most of them.
Agreed on the propaganda. 399 elements mean 399 failure modes. Plus the necessity of multiple concentric rings increases the failure modes on top of that. A standard automatic rarely strips gears, usually they have a valve or seal problem. The CVT doesn't eliminate any of these failure modes either. I don't know, 4-5K in repair fees for ~5mpg? And this doesn't even factor in when you look at more modern 7,8, and 10 speed autos. Video is very informative, and I think everyone should see how these transmissions work before buying...
FMEA, or failure mode effects analysis can occur in any stage of a design, including intended or unintended use. Usually it's an important stage gate in design, verification and validation. How does one check reliability before buying? Is there some stat somewhere publishing CVT failures or complaints per mile driven? If that data is available somewhere, please post it as I would be interested to see it. Many cvts aren't really serviceable (due to 399 intended use failure modes), so one would have to plan on a full replacement should failure occur. If it costs 3 to 5K to replace, and a conventional transmission costs 1.5K to repair, did the cvt save 1.5K-3.5K in fuel? That's around 51,000 miles of fuel at 40mpg. So my guess is no.
davetek490 ; easiest way to determine “reliability” of a push belt CVT is to assume a 100% failure rate on all belt CVT and simply avoid vehicles with that type of transmission
This is still the best CVT belt explanation on TH-cam. Amazing considering it was done 6 years ago.
Best explanation of what is inside of a cvt. Many presenters talk to fast, this was easy to listen to and understand.
thank you
Thank you!
Also, many presenters cut out their breath, so it sounds like they are talking without breathing and it sounds really annoying and stressful.
This video was maybe just a little too slow, but I prefer that over fast speaking non breathing presenters.
A minor issue is he did go over everything at least 8 times when twice would have been enough.
@dear johnet326 you very well said the explanation of topic is nice and clearly understandable.
@@nothingsurprisesmeanymore But that's what some good teachers do! - they repeat to get it thru' the ( ) Skulls! So you've remembered it all now then, eh?
I've long since retired from the auto mechanics trade. After several surgeries I now walk with a cane and can't do it for a living anymore. But I do work at an auto parts store where I sell Auto Parts and hand out advice. Your videos help me to advise my customers properly. Thank you!
Thank you! I am glad they are helpful
Why are you walking with a cane?
That's really nice of you and I pray Jesus gives you new health.💙🕀
Dr. Kaufmann several surgeries?
Fascinating. The push concept is really ingenious. I always wonder how the belt can handle so much force when being pulled and now I understand. It is not pulled but pushed.
Thank you!
I had never heard of a push belt til now! Guess I was living under a rock. Cool video 👍🏻
Thank you for making such a great clear and simple video about such a cool piece of engineering. All of the preparation with the labels and the different pieces spread out and then assembled right in front of our eyes is incredibly helpful to understanding how these go together. You really have a talent for communicating complicated concepts in a clear way. I look forward to your future videos!
Thank you very much!
You are the transmission whisperer. It's so refreshing when someone actually values knowledge. (I live in Memphis, TN where NO ONE values knowledge or information of any kind)
Thank you very much! The Transmission Whisperer, I like it!
I feel your pain just moved from Memphis to Nashville
Why don't we give Memphis to Arkansas?!
My Autozone boss had a corporate convention there two years ago and they NEVER step foot outside the big Hotel due to the criminal element nearby.
Bill Bob ‘
I am on my 3rd Honda Accord Hybrid and really feel the technology is fascinating by simply using inertia and centrifugal force to engage and transfer energy to drive gears...your explanation was very digestible and clears up the hybrid "mystery"...Thank You
Thank you for your time spent in making this video, the best I've seen on the description of the components in a modern CVT belt.
Being someone that does all of my own work on my vehicles, this video has shown me that a CVT is NOT something that I should ever buy!!!
Great vid. Very informative.
Thank you!
Exactly
They work great actually
@@NoName-gv6nm Until they break down prematurely.
Does that mean you can disassemble a planetary transmission if 1 gear needs to be replaced? But not a cvt?
Thank you for uploading this. I've wondered how a cvt belt could keep up tensile forces, I find it cool that instead its compression instead.
Thank you!
If I remember correctly from my 'materials' class most steels have similar compression and tensile psi's.
I understood the mechanism of the cvt belt well, I was suspected that the cvt belt was weak in the past, but I can ride with confidence with this, and the explanation was also polite and easy to understand. There is no such explanation in Japan. Thank you again.
I recently bought my first car with a CVT transaxle and I was looking for a proper explanation on how the push belts are made. Thank you for clarifying it for me. I got yourself a new subscriber. Greetings from Brazil.
Good explanation. Nice clear camera work. No wasted blather. Very refreshing. Thanks.
I would run as fast as I could from these cvt Rattle snakes!
Thank you for the demonstration.
These videos are always worth the wait!
Thank you!
Che Kelley q
Like next year!
Note that it isn't JUST the number of rings that determine the strength and power they can transmit. It is the material the rings are made from (i.e. F6 or F7 etc), but also the width of the elements. Wider belts can transmit more torque. (i.e. 24 mm elements vs 28/30mm etc). p.s. I have found your video's EXCELLENT btw, thank you for taking the time to put them together.
Thank you for your feedback. Yes, it is a combination of factors that determine the strength.
I actually contacted BOSCH directly about what I thought was a discrepancy in their tech information. They had listed the 28mm belt as holding more torque than the 30mm belt (with the same number of rings). I have not got another reply back on why exactly (balancing act of fluid layer/belt tension or something maybe?), but they assured me that the 28mm actually held more torque than the 30mm.
AMSOIL's CVT fluid has doubled the life of all our clients belts and transmissions. Amazing find!! Nissan and Audi customers need to switch before 75,000 miles. It keeps the friction while allowing smooth shifts and stops all wear. It took them 4 years to get it perfected thus it came out a little late but better than never.
This channel is definitely one of the reasons I learn English!
Every time I look for something about cars, the best videos, the best explanations,
They're definitely from here!
one of the best,no the best explanation of a cvt belt .
Thank you very much!
This is the best explanation of the CVT transmission I've seen. Thanks.
Thank you!
All my curiosity about these metal belts was satisfied when you mentioned they were push loaded (compression) rather than pull (tension) as in rubber belts. Thanks a lot for the info.
Thank you for the explanation of push compression vs pull tension. Years ago my Shopsmith woodworking machine used a CVT with a rubber belt. I was fascinated how these compact transmissions worked.
so that's not a pulley... it is a pushey
True! Thanks for your feedback
I just realized I am not the only one with such a comment LOL
This tech came frome snowmobiles with a high striangth reinforced rubber belt... open and easy change. Cvt in closed auto transmission = expinsive. Its cool tec junk.
Hahaha
399 elements.
Some engineer was told
' because of peculiarities in our supply chain, using 400 elements per transmission is going to boost the cost of the car too high. You need to find some way to get the element count below 400'.
'yes boss, I'll find a way'.
Wonderful presentation that was informative and timely! Your video solidifies the notion that these transmissions because of the belt are designed for a short life span. Thank you for the explanation. Keep up the good work!
Thank you
The more i watch, the less confidence I have in the CVT belt. But you explained really well, thanks!
This guy is my fav when it comes to the witchcraft of transmissions. Thank you! Very few break it down and it's much appreciated!
Thank you!
Very informative video, Thanks. Looking forward to tearing apart a CVT some day just to see how it works.
Thank you!
Hows it going speedkar!!!!
speedkar99 oh don’t worry, you’ll get a chance.
Xvxvxvxvxvcdfccvxvccvcvcccccccccccccccccccc c.f. cccccc c c.f. c ccccc c.f. xxx c cccc xxx ccccccccccccc c.f. c.f. cccccccccccc'
Where can i buy one.. need it for my mitsubishi..
I've had my little nissan for 11 years now, and she's running on 220k miles. Cvt still strong, and let me tell you, it's had a rough life... Got it new, and will keep it forever. She blows, I'll replace, but.... still hasn't
Any tips you can share to me how to make your cvt last longer?
I will get a new car and it's CVT.
@@affandih from what I’ve read the reliable manufacturers of CVTs are Honda, Toyota, and Subaru. I don’t think there is anything you can do to make them last longer besides buying them from the companies that have a good track record on their CVTs.
@@affandih Sure, Don't run it like a Nascar. I don't have problems either because I drive normally
@@boarhog1979 never 🤣 never drive like Nascar, only casual driving. I got Mitsubishi Xpander Cross and it' s CVT
@@elmergloo3259 Mitsubishi, got new one from them this year
You are sir, the very best commentator on any technical forum on the "net" with which I am familiar. I have directed many colleagues here to view your videos. Well done !
Excellent tutorial! Been tinkering with cars going on 40 years and while I know the basics of CVTs, I had no idea that belt pushed rather than pulled...
Never came across your channel before, but I learned a fair bit from this video! Keep up the informative no nonsense type videos and I'll definitely be back
Thank you!
That was beautifully explained, thank you. You're a fantastic teacher!
Thank you
It suddenly occurred to me that DAF (a Dutch automaker in decades gone by) made a CVT style transmission in the sixties or early seventies, that had an infinitely variable transmission , the principle of operation of which, was based on a precision gear box called a "Geneva mechanism". These devices were used in strip cameras, drives for precision machine tools etc., & had a series of tapered "pulleys, sheaves, whatever . The Daf car was never exported overseas to my knowledge
EgZd
A line from a Garfield comic in the 80's comes to mind - "There must be an easier way". Many great innovations surely have come from this mantra!
lol, Thanks for your feedback
No one can explain better than this. Great effort. Thank you sir
Thank you!
Very good and educational video! I learned something new. I like to see the actual physical parts being handled, not just computer animations.
Thank you very much!
I'll definitely keep my manual gearbox, but had always wanted to learn more about the internals of cvt automatics. great video.
3 years gone and automatic double clutch with 6 or 7 gears has won at least for ICE because the efficient power band is not that narrow after all.
Manual is the most fun. It also allows the engine to sound its best.
Very excellent, enlightening video, I thought the belt was used to pull the opposite pulley from the torque converter input! But since the elements on the belt PUSH it to the other drive pulley, the only reason the multi-ringed belt fails, is simply because the flexing that occurs from going around the pulleys causes them to eventually crack and break due to metal fatigue after trillions of rotations. WOW !
Thank you and Thanks for your feedback
Watching this video makes me realize the urgency of getting rid of my girlfriend's 2013 Nissan Altima with one of those CVTs ASAP. It only has 99K miles and is on it's second AC that is starting to fail and has check engine lights like crazy. This is the only video that put the Nissan achlis heel into real perspective. Thank you.
Yeah. Get rid of that.
Had an old Jeep Compass with a CVT, and have wondered what the steel belt looked like. Thanks for the great explanation.
Ever have any issues with yours? My 2010 jeep compass is making a clacking noise upon acceleration and deceleration.
So far I made it halfway through live intentionally avoiding these variator transmissions. 🤪
My OCD wants 400 elements! Not gonna be able to sleep tonight!
lol, it has to have 399 because it has 2(177.5 mm pulleys) + 2(10 mm band packs) + 2(12 rings per ring pack ) = 399. Have a good day! (I am joking, of course)
Pretty sure I’ll never disassemble a CVT, but just understanding the principle of the operation makes me feel a bit better about eventually owning one in my vehicle. They certainly seem less complicated (since the belt is only replaceable) than currently designed planetary gear style automatic transmissions. Not saying either style is more reliable, just seems way less pieces in the CVT shown here. Excellent presentation that I have became accustomed to on this channel.
one of the best,no the best explanation of a cvt belt . ciao from Serbia ..... lepo objasnjeno svaka mu cast !!!
Thank you
Incredibly complex components, but it works. Something rubberized belts couldn't handle. Thanks for the video!
Thank you!
Great video! Now I know why it's called a push belt!!! Very cool technology. It will be interesting to see how it improves in the future.
Thank you!
Just bought scion IM in April and wondering how CVT works ( works on cars also ). After watching this video I remember my drill press that doesn't need to move the belt on next size of pulley to change speed. It was like this, you can change the drill speed by just pulling the lever. Great video sir.
Thank you, yes, a drill press is similar
Fantastic video, professor! I have one question. Have you done teardowns and analysis of failed CVT units? What is the most common failure in these units? At the moment I am doing a teardown of a failed Nissan CVT on my channel, and the findings are really interesting. The CVT is really a marvel of engineering!
I have only seen three failed units. all had belt ring pack failures. I have also seen Honda CVTs with bad start clutches and stripped out flywheel splines. Best wishes.
Hi Professor . I have a 2014 Civic with this amazing CVT :(
I have weird problem with the car..just started around 27000mile.
Here is the diagnosis.
When the RPM is between 1800 and 2000 and the speed around 40 mile at street speed and I gently apply throttle the whole car is start to shaking..
The other scenario when I'm cruising on the fwy around 58mile and try to speed up to 62 pushing the accelerator really gently and slowly and the rpm is again in the range what I mentioned before the car is doing the same...
scenario 3 is when I drive on fwy around 60 mile/h and turn on the cruise control and a car try to keep up on the speed the shaking comes back and the rpm range is the same...
I brought back the car to honda but they don't give a sht and keep telling me there is nothing wrong with the car....
what is your suggestion?
this shaking feeling is anoying and make me stomach sick....
what should I do? because is not normal .
thank you so much.
Robert Kero Take a dealership tech and preferably a service department manager for a test drive, if they say it's normal insist on taking them for a test drive in a new car with CVT and see if it does the same thing.
Brad K actually really good point.
Robert-do as Brad suggests and/or find another dealership
A friend of mine is a certified Nissan mechanic. I was asking him questions about the CVT transmission, as I own an Altima, and what some of the most common failures of the CVT are. He said to let the transmission warm up as the weather gets colder before driving it. The transmission fluid needs to warm up and 'expand' as to get it to operating level. If you put it into gear and just go before it warms up you risk a chance of sucking air and running the transmission dry. He also suggests having the transmission fluid changed every 60,000 miles as preventative maintanance measure.
Thanks for sharing. The transmission should never suck air (cold or hot) if the fluid level is set correctly. Warming the fluid can make it perform better in cold climates. We will address the fluid change intervals in the upcoming episodes. It differs with each fluid type and version.
Very interesting. I would never have guessed it works that way. In an ordinary rubber belt and pulley set up the torque pulls the belt into the pulley tighter but this setup is the exact opposite. You would think also that the elements and sheaves would have to be hardened in order to last but that would just reduce the friction needed to keep the belt from slipping. Yet the thing transmits the torque needed to move a car and actually lasts.
Thanks for your feedback. It is interesting technology.
Sir, ur videos are very very informative,comprehensive and priceless. You are a genious in explaining complicated things in detail making it comprehensive and simple to all sorts of people around the world.
Are you a mechanical/automobile engineer working as a partime lecturer in universities..? curious☺
I am a professor of automotive technology at Weber State University; 26 years now. Thank you for your kind words.
Hello sir, very informative video, I need your help in getting the dimensions for the small belt part, as I am mechanical engineering student and I have to perform FEA on the belt for the purpose of my Final Year project, that would be very grateful of you if you could please help me.
Fascinating technology! Now, keep it away from me :)
LOL! Thank you for your feedback
Bitch fuck off
Absolutely!!!!!!! Shit is stupid!
little pump how about you fuck off troll
Just get an automatic. Who the hell enjoys dealing with a "belt" as the reason for the transmission to work. A belt thats easy to break, and cost tons of money. Sounds like a ripoff.
Thanks for the explanation...now I know my next car will be a standard or a 5spd automatic. And if those are no longer available I guess I will build up a muscle car.
Dual clutch is great too.
@@pilotavery yeah, Ford builds a great dual clutch auto. Lol.
very informative! I would have never thought you could construct a belt by hand!
Thank you!
Late to the party. Aviation technician here. Best instructions on parts, theory, function and assembly. I subscribed.
Thank you very much
No reason they couldn't have made it with 400 elements
Why not 400? Because 2(177.5 mm pulleys) + 2(10 mm band packs) + 2(12 rings per ring pack ) = 399. Just kidding, I have no idea! Have a good day!
they did it to save cost. lol.
Local 223 They did manage to force one more element but the belt blew apart like George Costanzas wallet
That way, they can ship them in packs of 400 and you're still good when you inevitably lose one.
Just to show who's boss
This is very interesting. I always wondered what is the stable means of transmission is in a CVT.
So, now I am wondering ... wouldn't a better word for pulley be "pushey" in this case ?
I like "pushey", thanks for the feedback!
Henner Zeller The word pulley has nothing to do with 'pull'. The word pully (in Dutch 'poelie'; it's a Dutch invention) derives from the old French word 'polie', a diminutive from the Greek word 'polos' which means fulcrum or axle.
Henner Zeller those aren't pulley's they're clutches
How about breakey..too sooney?
well that's not goodey
Technician: "Ahhh finally, that's the final element. Now I just gotta put the other ring pack."
*Accidentally picks up the belt and elements fall and scatter everywhere*
"F...M...L"
Nice job on the sound! Every word is crystal clear.
Thank you!
I know nothing about transmissions but now I could build a CVT belt. Great content thank you.
My 2007 Dodge Caliber R/T AWD had a CVT: a Jatco E-1974 (a Nissan company), shared by the Nissan Versa of that time.
These things are insanely demented: if you stop in a moment where the CVT programming doesn't have time to readjust the pulleys' ratio, your next acceleration will be severely underpowered so that the pulleys can reset to the low speed ratio required to get the car moving: you'll be moving at around 1km/h. More than once this happened to me and the last straw was when I merged in a 90km/h zone from a stop with a considerable gap to merge traffic. Some idiot was tailgating me and when the car started moving, had no speed nor power, nor place to move back. A semi jack-knifed around me to avoid my dead car.
Sold that thing which tried to kill me and got the SRT4 model, with a real geary transmission.
Chrysler marked these transmissions as non-servicible. It's interesting to finally see that belt which tried to kill me on more than one occasion. May Jatco burn to the ground for these devious devices.
FYI, a larger version of the E-1974 was also made and used in the Nissan Murano. I have no experience with those: I've stayed away from these as far as I could!
Thanks for your feedback!
Have a 2015 Honda Fit with a CVT. I have never had a problem merging onto a limited access highway. I just put the throttle pedal to the floor; the engine rapidly revs up to near readline, to about 6600 RPM, and stays absolutely rock steady at that RPM, the transmission rapidly drops down to a high pulley ratio (ratio of engine speed to wheel speed) and rapidly changes ratios while the car accelerates smoothly to 100 kph in less than 9 seconds with a tiny 1.5 liter 128 hp engine. No jolts as the gear ratios change. Just smooth acceleration. Cars and trucks move to the left land, or slow down, to let me in - unnecessarily. How long will it last? I don't know. It seems to need more frequent lubricant changes than a traditional planetary gear automatic. The lubricant is only available from Honda and is rather expensive. But I have nothing bad to say about the way it functions.
@@soilmanted honda has had cvt since 95
I've had a CVT fail on me. Warranty paid for itself just on that one repair. According to the tech that replaced the transmission, it was all chewed up inside. I can only imagine scores of loose elements acting like a toddler with a bastard file to everything inside the case.
It would be a mess for sure!
Saberus Terras what car/model did you have? do you find out why it failed?
What vechel
@@ronringler4286 2012 Nissan Sentra.
When I drained the CVT fluid in my Honda Civic 2015 some of those elements came out of the drain plug. The transmission failed when I drove it around the block. When I took the sump pan down there were loads of them in it. 89k miles. These transmissions suck and should last longer then that. I won’t buy another car that has one ever!
Never knew..always thought it was a "solid" belt
Loved the presentation, especially the construction of the belt, ring belts and elements.
Thanks !!
Thanks for watching
I’m probably the only person here who likes the CVT. It’s just about regular maintenance and drain-and-fill (never flush) the transmission fluid every 30,000 miles. CVTs work fine.
Only if these CVT belts came out when I was a little kid. it would've been one of my parents weapon to beat me with, and I would've learned a lot more...dam it.
LOL!
The One 😂😂😂🤣🤣🤣🤣 ah weak
Thank you for that great video. Can you tell anything about wear in cvt boxes?
Thank you! the only way I know of is to use a scan tool and compare the commanded pulley ratio to the actual pulley ratio; they should match. If they do not, something is wrong. it could be wear, a hydraulic problem, or an electrical problem. Luckily there are trouble codes that usually set to help you figure it out.
Thank you. :)
the first gen 2014 pathfinder had wear problems, and i think this still occurs across different manufacturers, even tho alot use jatco gearboxes, i think the wear problems were from the oil expanding when hot and then the pulleys dipping into them and causing foaming in the gear box. This problem can be heard when the gearbox gets very hot and apparently whines as a sign. The 2017 model pathfinder i believe has a refined gb where the oil level is now lower to allow for expansion. Another reason i heard of wear was from crappy manufacturer trans oils.
It should be on the internet. I saw a test of 6 CVT;s siome years ago. It was a laboratorium test where 6 CVT's had been under very heavy (maximum) strain and constantly varying speeds 24/7 until they broke. On average they lasted 150.000 miles. Now, 6 unitis is far too small a number to give a statistically reliable outcome, but it may give some indication.
@@supersmalls i actually have that model pathfinder and you are correct. They also changed the fluid .
A broken CVT belt replacement can work out cheaper than a 'conventional' Auto Trans o/haul. Use a magnet to get all the broken bits out, fit a new belt ($500), and put it all together. Done many of them.
Thanks for the feedback!
Honestly doesn’t look too hard for a decent DIYer.
moyadapne Thanks for the heads up always wonderd how expensive it would be to repair the cvt in my car.
Good explanation of the CVT belt, honda has had problems with these on 2003-2005 Civics, I understand the challenge is splitting the cases to gain access to the belt. There are some special tools needed. Most tranny shops won't touch"em, even Honda dealers will want to put a new CVT unit in, vice, r & r ing a new belt.
I worked at a Subaru dealer in the eighties. Back then the Justy was available with this transmission. We rebuilt the odd one, but they were mostly pizza delivery cars driven by young people. I heard one of them bragging about how he could get rubber by holding down both the brake and the accelerator at the same time.
Aside from that, they seemed to hold up well.
Finely, someone is thanking about the belt. For years I was wonder about that steel belt.
Thank you!
We are watching your video in cvt class today
We are from Mauritius
Nice video. It worked best for me, played at 1.5 speed.
Thank you! I do the same thing!
Very interesting, thanks for clearing up something I wanted to know since the first time I heard about CVT - what kind of belt survives the forces involved in moving a car years on end. With this beautifully explained and out of the way, I guess the next question is, who came up with 399 elements??? Why not 400? It looks like they couldn't fit the 400th element when assembling the prototype and left it at that (just kidding).
Thank you!
It would be due to the need to have an odd number of plate elements (like with gears) to prevent a wear pattern from forming. An even number of plates (gear teeth) would develop a wear pattern from always aligning at the same place. So, Kind of like rotating your tires to break the wear cycle.
How does the pulley not wear out with all of that metal on metal contact from the belt?
They use special fluid for lubrication.
Yeah but it relies on friction to drive the pulleys right?
+Reverend Green Just like a clutch, but this one doesnt slip (well at least as much), while the clutch has to endure the start of the vehicle from a dead stop. Still, it's pretty amazing there are cars over 100+ hp with CVTs
They do wear out & when that happens throw the entire trans in the trash & by a new one or get a new car. CVT's aren't generally rebuildable. The ultimate transmission for today's throwaway cars!
4thstooge no modern auto is rebuilt in house. They're all shipped (often to other countries) to be rebuilt to be put in some other car with a blown transmission some day. Doesn't matter if it's a cvt or not.
I'm from the Philippines,I love ur channel,it explain very clearly,U even put tag on every parts u mentioned thanks 😃😃😃😃
Thanks for showing the nuts and bolts of the push belt for the cvt xmssn. I had no idea it was that involved.
3:28 do they come in a pack of 400, in case you loose one ?
When an element first contacts the pulley, does it remain in that exact position until it leaves the pully on the other side, or does it migrate slightly (if there is no slipping happening)?
Good question, I do not l know the answer. I suspect there is no slip.
"these.... elements" i will try to use this at work in a meeting.
The CVT, an answer to the question that no one ever asked.
And an eight speed automatic is an answer to what? I think the question was how can we increase fuel economy.
It's pretty ironic that I was speaking to a friend of mine about CVT transmissions since my work van is a Nissan and has a CVT. And here it is being recommended to me
Thanks for your feedback!
Thank you for the great explanation!
But I think CVT is not reliable because there will be a great generated heat due to friction force between steel\steel while rotatioin plus while changing the speed.
Thank for your feedback!
Great video. I have seen many videos explaining CVT, but with a rubber belt. I ask, how can rubber handle high power? It must be a strong material with high fatigue cycle. Steel is strong but it will fatigue and soon break. And I thought about band saw. The multiple thin steel ring makes sense, or high fatigue cycle and strong. Now I wonder about those 399 toothed elements, when they worn down to smooth, will it slip or time to replace?
Yes, when they wear down it will slip. This would take a very long time to do unless the driver is very aggressive. Thanks for your feedback!
If ya give a CVT car to a rambunctious teenager.. That belt not survive.. For some reason, I'd like to see one break,.. 411 piece of steel flying around inside the case at high velocity would be a sight to behold.. LOL, Yes, I'm weird like that..
If you give a rambunctious teenager a car with a clutch or an automatic transmission something is likely to break.
Crazy engineering feat. I can't imagine who came up with this or how. Bizarre assembly (read: a lot going on in that thing, a lot of things to get right).
Thanks for watching!
Thanks for providing such awesome content! :)
Daf 33,,,44,,55,,66,and after that the volvo 340.
The building the variomatic in 1959 with a rubber pull belt.
They used to just use rubber belts on cvt but of course they couldn't handle much torque and life cycle was short. So just had to design something flexable and strong. The individual parts give flexibility and strength and the spring steel rings provide a matrix to hold them together while remaining flexible.
They're not that hard. The first DAF Variomatics were completely mechanical. Then again, the original Dafodils only had a 20-something HP 2 cylinder to transmit.
解説は英語でなので全然わかりませんが、CVTベルトの仕組みが良くわかりました。もっと単純な部品を想像していたので、この動画を見て、とても勉強になりました。👍👍👍
ちなみに私の車もCVTの車です。
どうもありがとうございました
Thanks alot for the detailed explanation of the cvt push belt construction .
Glad you liked it
Very interesting, thanks for taking the time to make this video! Dumb question- Why do all the companies use a belt and smooth pulleys instead of a chain with teeth and sprockets? It seems to me that a chain with teeth to grab sprockets would be much more durable and would be able to handle much more power since it wouldn't rely on the clamping force to keep it from slipping. Thanks
@Michael R It could be variable if the sprockets could still change size though, right?
Eventually they'll figure that out.
John, pls give credit to Dutchman Hub van Doorne, who invented the push belt.
He founded DAF in Eindhoven, making cars with an infinitely variable transmission using a rubber belt. He realized they needed to transmit more power, so he invented the push belt called 'Transmatic' using belts of a maraging steel and the elements.
Thanks.
Thanks for the feedback. I will do that!
Correct, developed in Tilburg bij Van Doorne Transmission, now it is Bosch, i have been there a few times at the factory, my brother works for Bosch at the Tilburg factory.
Always wondered what they looked like in an automotive transmission. Fairly familiar with the small engine belt-drive setup but this is neat!
Thanks for watching!
Funny how these things get criticized but that's such an innovative way to operate an engine.
Thanks for watching
TNX for this. It definitely answers the question about this CVT belt.
If it's possible to make a cvt trans that can hold some serious power, why don't they? Would adding more rings or wider rings take away from efficiency, or the bean counters figure on making it to last typical warranty duration and that's it?
There is a point where the frictional loses from the larger elements and ring packs decrease the efficiency of the transaxle.
I thought "52 pick up" was challenging. I couldn't imagine the fun of dropping one of these belts on a dirty shop floor....
So True! Thanks for watching.
Yeah, that’s probably a bad idea to drop one, LOL.
Sir you are super duper great.........................keep this thing. Your videos are seher helpful
Excellent demonstration
Thank you very much!
Very interesting, when I was a young guy I went to automatic transmission school, at Los Angeles Trade Tech, then I worked as a fill in installer for about 5 AAmmco Transmissions in Lakewood, Long Beach, Los Angeles, I thought building a 4spd HydraMatic was hard, nothing like these new transmissions, 😆😆 GREAT VIDEO Thanks William Orange county, Ca.
I guess that makes the pully a pushy.
Great video.Someone asked him, "How can this work?". My answer would be that currently it doesn't work very well. These don't last long and are giving Nissan a bad name. Steer away from Nissan until they perfect this. I'm guessing they created this design because, if it can work, it will be a lot cheaper to build than the traditional style auto transmission.
Thanks for your feedback
I'm afraid I'm simply not convinced on this push belt concept. I can't see any way the physical laws of the universe allow the power transfer to be lower on the tension side.
Thanks for your feedback. You might check with Bosch, the maker of the Push Belt at www.bosch-mobility-solutions.com/en/products-and-services/passenger-cars-and-light-commercial-vehicles/powertrain-systems/transmission-technology/pushbelt/ and www.bosch-mobility-solutions.com/media/global/products-and-services/passenger-cars-and-light-commercial-vehicles/powertrain-solutions/transmission-technology/pushbelt/productdatasheet_pushbelt.pdf Best wishes!
Thank you for the quick response.
I went ahead and reviewed the material in those links, unfortunately I've arrived at the opinion that they contain corporate propaganda. I strongly suspect that the phrase push belt was concocted by their marketing department in an effort to obfuscate the fact that the CVT is conceptually identical the transmissions that have been used in skidoos for more than 50 years.
I am appreciative of you giving us a good look at the construction of the belt. As a mechanic I've never seen the inside of one of these transmissions, they're not considered serviceable in any way. When the "replace transmission light" comes on you put in a new one and ship the core back to the manufacturer. You're not even supposed to check the fluid in most of them.
Agreed on the propaganda. 399 elements mean 399 failure modes. Plus the necessity of multiple concentric rings increases the failure modes on top of that. A standard automatic rarely strips gears, usually they have a valve or seal problem. The CVT doesn't eliminate any of these failure modes either.
I don't know, 4-5K in repair fees for ~5mpg? And this doesn't even factor in when you look at more modern 7,8, and 10 speed autos.
Video is very informative, and I think everyone should see how these transmissions work before buying...
FMEA, or failure mode effects analysis can occur in any stage of a design, including intended or unintended use. Usually it's an important stage gate in design, verification and validation.
How does one check reliability before buying? Is there some stat somewhere publishing CVT failures or complaints per mile driven? If that data is available somewhere, please post it as I would be interested to see it.
Many cvts aren't really serviceable (due to 399 intended use failure modes), so one would have to plan on a full replacement should failure occur. If it costs 3 to 5K to replace, and a conventional transmission costs 1.5K to repair, did the cvt save 1.5K-3.5K in fuel? That's around 51,000 miles of fuel at 40mpg. So my guess is no.
davetek490 ; easiest way to determine “reliability” of a push belt CVT is to assume a 100% failure rate on all belt CVT and simply avoid vehicles with that type of transmission
Great video Sir, never before seen such a complexity explained so simply.
Thank you!
Excellent video with great clarity on the subject. Thanks