What is the resource of an automatic transmission. Classic automatic transmission - principle of operation

There is a common myth: "If the oil is burnt, it is better not to change it, otherwise the car will stop."

Indeed, such a pattern can be traced. And there is an explanation for this:

What happens inside an automatic transmission when the oil smells "burnt"?

From a lack of oil pressure (and not from overheating), the friction clutches are not compressed strongly enough by the hydraulics with each other (or to the steel discs), they slip and start to heat up from this.

More often than others, the "eaten" friction lining in the torque converter burns oil. ( on right)

This is the first stage of automaton disease.

There are tables at which operating oil temperature traditional friction linings (paper) begin to char. And although at the very beginning of work, when the friction clutch touches the steel disk, the temperature on the surface can increase pointwise over 300 degrees, but the oil cools the surfaces quickly enough and the average friction clutch temperature is kept at about 100-130 degrees - oil temperature. It is as safe as lightly touching a hot iron with a wet finger.

And just as a finger burn occurs when the iron is touched for a long time, so the charring of the clutch paper begins with prolonged exposure to temperatures above 130 degrees,

When the oil temperature reaches 150 degrees, the process of charring of traditional friction linings occurs like an avalanche, since charred paper does not hold oil and the surface is no longer cooled by oil - the adhesive layer turns into a brittle resin, crumbles into pieces and the lining falls off the metal.

And the pieces of the lining peel off and fly away with the flow of oil into free swimming. The heating of the friction surfaces reaches the "flash point" of the oil, which leads to irreversible changes in the structure of the oil itself and a characteristic odor.

But the smell and quality of the oil are not so critical for the operation of the automatic transmission. Worse - Consequences: Particles friction lining they clog the channels and plungers of the valve body, which leads to a lack of oil in the packages and at the shaft axes, in the nodes of the planets and beyond - no longer sliding, but rubbing parts of the pump, bushings, etc. are worn out.

The very charring of the clutches leads to the same effect as a burned-out clutch manifests itself on the "mechanics" - the car seems to pull, but with an increase in engine speed, the speed of the car does not increase. Subtly at first, then more and more. ( see "List typical faults automatic transmission") Steel discs with such overheating get iridescent "tint stains". And they need to be replaced too.

At the second stage of raping the automatic transmission, the thrust disks and rubberized pistons overheat. Then - the clutch drum itself and neighboring nodes burn.

But what is even more unpleasant - the smartest part of the automatic transmission - the "brains" (valve body) is also wearing out intensively. Paper dust from the friction discs turns the oil into a thick abrasive pulp with small and large "sandblast" type particles.

Like sandblasting, this hot stream under high pump pressure grinds out all the bottlenecks of the aluminum valve body, thinning the walls in places where the valve-regulators open and close the channels. Numerous fountains of leaks are formed. ( left, click to enlarge) Mechanical "stroke". The valve body after this is practically not restored and must be replaced. Horror?

But this is not the worst thing for our machine. The lack of oil pressure is primarily felt in the central part of the box - near the axle. Remaining insufficient oil centrifugal force curls up to the edges. And with a general lack of pressure, dry bushings near the axle, bearings wear out, the axles themselves wear out, the torque converter hub burns, the bearing parts of the drums, covers, planetary gear sets with the sun gear, accelerated wear almost all nodes of the "iron".

In short: horror, horror.

But this is - box main resource. The "old age" of the box is measured precisely by the general wear of the rubbing surfaces of the above "iron" parts.

resource transmission can be considered such a state of all the main (expensive) components of the box, when the cost of replacing or restoring worn-out parts (usually a pump, valve body, planetary gear sets, shafts and drums, a torque converter, a cover ...) is cheaper or comparable to replacing a box with a high-quality BU box and after such an overhaul, the transmission will last at least another couple of years.

That is, if several important nodes, and the rest are on the way, then usually the masters recommend changing the box.

And this end is approaching very quickly if you operate the automatic transmission with burnt oil or insufficient oil pressure. Like a year in three during the hostilities. Or a pension 10 years earlier when working in a tunnel face.

Will it help if you replace the burnt oil with a new one? Even the most expensive?

Burnt oil is no longer a liquid, but a thick suspension of frictional dust and oil breakdown products. It is thanks to this thick friction suspension that the remnants of bald clutches somehow cling to each other and pull the car. They cry from burns and terrible pain, but they pull.

1. Once you make their job easier by replacing thick slurry with clean fluid oil, so they (frictions) in exhaustion will stop clinging to steel discs and begin to slip, deciding that their well-deserved rest has come.

2. In addition - new liquid oil easier to go through cracks worn bushings and worn pistons, which until then somehow still held the pressure of the old thick slurry.

And finally the main thing:

3. liquid oil with its cleaning properties peels off the remaining "semi-dead" friction linings(see here), which still somehow kept on friction clutches, washes out not yet caked dirt from numerous quiet corners (radiator or heat exchanger) and drives all this suspension into the channels of the valve body and clogs tightly solenoids and plungers.

All in all, simple replacement burnt oil does not solve the problem, and can only exacerbate. In such cases, immediate hospitalization and repair is indicated. Minimum - removal and inspection of the pallet with magnets.

At an early stage of the "disease", diagnostics may require: changing consumables and friction clutches, if the process has not gone too far. As a maximum - autopsy will show. A sad master will leave the operating room and, sparing your feelings, will sadly read you a list of "dead" or "dying" organs that need to be removed and transplanted.

Or vice versa - he will say that one Direct package burned out, and everything else is in good condition.

There is always a chance for a healthy life after a major overhaul. The only questions are: "how long did you delay the repair" and "who will repair"

And if you do not change the burnt oil and still ride?

A normal person always has hope for a miracle: "What if it goes away by itself?" Or "We will solve the problem when the box rises!"

It would be inhumane to take away a person's hope for self-healing. Does a cold go away on its own?

Therefore, read above about "automatic transmission ending resource" and search in Yandex: "contract automatic transmission". The later you start treating the problem of burnt oil, the higher the likelihood of falling in love with your box to death.

How often should you change the oil in an automatic transmission?

The fact is that synthetic oils, called "non-replaceable", really do not change their composition with time and temperature, unlike semi-synthetics and mineral oils 20th century. But still, there is nowhere to escape from the suspension that appears in the oil from wearing out friction clutches. The clutches of the box itself can last a lifetime and have a sufficient resource even after 300 tkm, but only if they have always worked with sufficient oil pressure.

The most important friction clutch, on which the period of the first overhaul depends, is usually the friction clutch of the torque converter. And with the introduction of the controlled slipping mode of the GDT clutch, its life can quickly come to an end if the driver often forces the automatic transmission computer to turn on this mode with the gas pedal.

Therefore, as soon as the entire working layer of this clutch is eaten up, in addition to the dust from the clutch, the adhesive composition also gets into the oil. All of these components can be so small and dissolved in the oil that they are not retained by the filter. And when their number reaches a critical concentration, then the accelerated aging of the nodes begins, as described above.

So the oil should be changed not according to some standards, but based on its degree of contamination. Moreover, the older the clutches, the more often you should check and change ATF oil. Read more - read here: ALL ABOUT AUTOMATIC GEAR OIL.

What if the oil already has a burnt smell?

In a mild case (this is like going to a doctor at an early stage of the disease), you will have to change all the clutches of a burned-out clutch pack, repair the torque converter (donut), buy a repair kit for gaskets and seals and clean everything that is being cleaned, including the radiator. Well, if the master has tricky devices to really clean the radiator from the inside and out. But sometimes it makes more sense to replace the heat exchanger or radiator or install an additional one.

In a neglected case, the box is so worn out that only someone who is used to dragging his dog (or cat) to droppers to the very end, regardless of spending and the result, will undertake to repair it. But most throw away such a box and look for a replacement BU.

In the middle, there are options when the "weak points" of the box are on (see the corresponding page of the automatic transmission). Weak spots automatic transmission is still good. This means that, for example, by replacing ZF 5HP18 burnt oil (with consumables) and Drum F (the craftsmen will evaluate the pump as undamaged) you can be almost sure that the rest of the iron will pass for a few more years without the risk of getting another overhaul.

Contract BU-machines are considered quite big risk. Of course, if there is not a single automatic transmission repair service within 500 km in the district, then the automatic transmission control unit is the only way out.

In general, if you missed the replacement period and the oil has become dark dirty and has a burning smell, go for diagnostics and repairs as soon as possible in order to save the life of your box.

Or take apart the box yourself. Most 4 mortars are easily repaired in the garage with patience, Yandex, a camera, skillful hands and a real "male spirit".

There are a couple more alternatives. For example - to buy a lottery ticket along with a used box and then quickly sell a car to a naive compatriot, trying to hide remorse behind an honest look.

By the way - in the film Brother-2, most likely, just such a case was described, when a car with a problematic automatic transmission was sold cheaply.

Automatic transmission is a much more popular type of transmission today for a number of reasons. First of all, given type The gearbox greatly simplifies the process of driving a car, driving becomes more comfortable and safer, since the driver is not distracted by gear changes, errors are eliminated when choosing a gear, etc.

At the same time, it is also well known that an automatic transmission is a complex and “capricious” unit compared to a manual transmission. Naturally, the more complex the device, the greater the likelihood of serious damage.

However, in practice it often happens that reliable mechanics one driver fails earlier than the automatic transmission of another. In this article, we will talk about what resource the automatic transmission has, as well as what factors and features directly affect the life of the automatic transmission.

So, today there are several types of automatic transmissions: a classic hydromechanical automatic transmission, a variator or a robot. Although robotic transmissions have recently supplanted the usual automatic transmissions, it is the automatic transmission that remains the most common option.

We go further. Given that there are several types of automatic transmissions, it would be a mistake to assume that all automatic transmissions are unreliable. The fact is that, for example, a robot box is fundamentally different from a CVT or automatic transmission, CVT cannot be compared with DSG, etc.

In other words, the resource of one type of automaton can be very different from another. Suffice it to recall the old 4-speed automatic transmissions with a torque converter, some of which are considered to be the most reliable automatic transmissions in history.

These checkpoints could easily pass 500 thousand km. and more without any repair. If we talk about cheap single-disk robots of the AMT type, problems with the transmission and its elements on a new car may already arise by 40-50 thousand km.

• Robot box. Today, this type of automatic transmission is actively used by many automakers, while in budget segment manual transmission with one clutch (single-disk robot) actively took root.

Simply put, this conventional mechanics, however, clutch operation, gear selection and shifting is carried out automatically using servo mechanisms. The gearbox itself is reliable, however, problems often arise with the indicated servos (actuators) and the clutch.

The clutch often fails by 50-80 thousand km. mileage, actuators are also often non-repairable, that is, they need to be changed entirely. Given the high cost of servos and a small resource, it turns out unreliable and not at all budgetary. In other words, such a robot has the lowest resource among all automata.

Another type of manual transmission is the preselective two-clutch gearboxes, well known to ordinary motorists for Volkswagen Group and DSG gearbox. Such boxes are more reliable than single-disk robots, however, problems with them also arise, on average, by 100-150 thousand km. run. Clutch discs wear out, actuators fail.

To extend the life of a box of this type, you need to remember about software updates, undergo diagnostics, the box needs to be constantly “trained”, adapted, etc. at the slightest deviations and malfunctions.

If we are talking about a new car that falls under a guarantee, then up to 100 thousand you don’t have to worry too much about the resource robotic automatic transmission, however, further problems with the robot can cause a significant blow to the owner's pocket.

• CVT variator. This transmission is often installed on machines of medium and high class, How on passenger cars as well as crossovers. The advantage of the variator is the stepless change in torque, due to which it is achieved high level comfort and smooth running.

At the same time, the resource and reliability of the variator directly depends on the driving style and quality of service. First of all, the variator is sensitive to the quality and level of oil in the box, is not designed for high torque, and is afraid of sharply changing loads. On a car with such a box, it is undesirable to actively start from a standstill, skid, use the car for off-road driving, towing a trailer or other vehicles.

Also, during operation, the variator belt must be changed every 100 thousand km, since its rupture can cause a complete failure of the gearbox. It should also be noted low maintainability and high cost quality repair variator, the need to change frequently oil filter and oil (it is advisable to replace every 30-40 thousand km.).

At the same time, strict observance of all prescriptions and recommendations regarding the maintenance and operation of the variator allows you to increase the resource up to 200 thousand kilometers (taking into account regular replacement oil and variator belt). Otherwise, the variator may require repair by 120-150 thousand km.

• Hydromechanical machine. If we talk about the resource, this type of checkpoint when proper maintenance And competent operation different enough long term services.

Compared to analogues, a simple automatic transmission in this regard definitely wins, and by a wide margin. The design is time-tested, the gearbox withstands high torque, there are no servos and a fast-wearing clutch.

In practice, there are far from isolated cases when a torque converter machine nursed 200-250 thousand km. even without changing the oil and automatic transmission filter. The only thing is that this statement is true to a greater extent for simple and reliable boxes that were produced back in the 90s.

Summing up

As you can see, in terms of reliability, a conventional automatic machine with a torque converter has the largest resource, followed by CVT variator, followed by a preselective robot (for example, DSG) with two clutches and complete the list of robotic boxes of the AMT type with one clutch disc.

At the same time, it is important to understand that the so-called maintenance-free automatic machines and gearboxes, in which oil is filled for the entire service life, are more marketing than real proof of the ultra-reliability of modern technologies.

The manufacturer knows that the oil in the automatic transmission is aging and needs to be changed. However, the calculation is simple and clear, the driver operates the car for warranty period without servicing the box. Then the "outdated" model after 3 years is changed to new car or the owner begins to spend money on expensive repairs or complete replacement worn out units.

Finally, we note that today you can find such versions of gearboxes in which it is simply impossible to change the ATF oil and the oil filter without removing and disassembling the unit. The fact is that these automatic transmissions do not have a traditional box pallet.

If the resource of an automatic transmission is a decisive factor when choosing, then it is better to refuse to buy a car with this type of “maintenance-free” automatic transmission or immediately prepare for certain difficulties and additional costs.

Automatic transmission resource

The operation of the car leaves its mark on the resource of components and assemblies. The more intensively the vehicle is used, the more loads experiencing. Among the mechanisms, the power plant and gearbox experience large friction forces and temperature differences.

Work (ICE) is associated with temperatures generated during the combustion of vapors fuel mixture. During the working stroke, the pressure inside the cylinder reaches 10MPa and the temperature exceeds +2000°C. An automatic transmission (automatic transmission) is also subject to thermal stress. At the moment of gear shifting, the clutch surface temperature reaches +400°С. Full load, heats the hydraulic transformer up to +150° and above. Do not forget that the automatic transmission and the engine are operated at low temperatures, which also leaves a negative imprint.

To protect the machine and the power plant, excessive temperature fluctuations, increased friction, mechanical inclusions etc., the design provides for lubrication. Lubrication in automatic transmission and power unit is designed to protect mechanisms and minimize the negative impact of aggressive environments.

Over time, intense riding and hard use vehicle leads to the fact that the liquid is not able to cope with the task. The basic design characteristics of the oil are not enough to meet the needs of worn mechanisms.

In order to extend the life of installations and eliminate early failure, companies in the field automotive chemistry Resource additive was developed. The use of additives in the engine and automatic transmission improves the quality of the units and increases the operating time.

Description and purpose of additive Resource (DVS)

The Resource additive was created thanks to the use of new technologies, suitable for restoring the performance of the power plant without disassembly. The basis of the substances used are particles of metals with a soft structure, such as tin, silver, copper. Thanks to the formula, the Resource additive is able to restore the crystal lattice of surfaces damaged by friction.

• Functions Additive resource:
• Restoration of damaged surfaces of engine parts;
• Reduces carbonization of oil in the engine;
• Increases engine compression;
• Increases fuel efficiency of the engine;
• Reduces the noise of the engine;
• Reduces the amount of burning in the engine exhaust.

Principle of operation Resource of additive for internal combustion engines, indications for use

The task of the additive resource is to restore the working capacity of mechanisms. The principle is based on the creation of a film of small particles that envelop the surfaces of parts and the walls of the units of the unit. Sealed gaps increase the efficiency of the power plant and give an increase in power. Metal impurities fill microscopic cracks, chips and shells, due to which a layer of alloys is formed.

The Resource additive helps convert thermal energy into mechanical energy. The process takes place without disturbing the heat transfer of the power plant, which has a positive effect on the unit.

• The vehicle has traveled 60,000 km. and more;
• Oil consumption is 150 grams per 1000 km. and more;
• Fuel consumption is higher than normal;
• The compression index in one or more cylinders is below normal;
• The operation of the power plant is accompanied increased noise and vibration.

If most of the symptoms described above are present, it is recommended to apply the additive Resource for recovery normal operation motor. The additive will be delivered with the help of oil to the desired areas, in which exposure to temperatures activates microscopic particles. The formed porous structure will create protective film and protect the mechanism.

Application Resource additive for internal combustion engines: features

One tube, 50 ml. it is recommended to dissolve in oil, the amount of which is 4-5 liters. This proportion has a positive effect on the characteristics of the oil and makes the protection process stronger. The use of two packages for the same amount of oil restores the elements of the cylinders and pistons. At a dosage of three bottles or more, it is recommended to fill the drug in portions, the mileage between applications is at least 50 km.

Additive dosage Resource for the engine:

• Start power unit, warm up to operating temperature after driving 10-20 km;
• Stop the engine;
• Intensively stir the contents of the vial by shaking;
• Open the oil filler neck of the engine;
• Pour the contents of the bottle into the neck;
• Start the power plant, let it run for 20 minutes at idle.

Important! Before using the additive, it is necessary to replace the old oil with a new one. When changing the oil, change the filter element. Following the recommendation will remove the impurities contained in the engine.

Performing actions in the manner prescribed by the manufacturer will lead to a result after the vehicle has traveled 2000 km.

Important! The additive is also used after the engine has been repaired. The main condition, holding full run-in unit before applying the mixture.

Factors influencing the effect of using additive resource:

• The state of the power plant;
• Quality and condition of engine parts and components;
• The quality of the oil used;
• The quality of the fuel used;
• Grease change frequency.

Description and purpose of additive Resource (automatic transmission)

Just like in engines internal combustion, The resource restores the performance of the box and extends the period of operation until the moment when interference with the product cannot be avoided.

• Additive functions Resource:
• Improved and balanced operation of automatic transmission;
• Extended automatic transmission mileage;
• Makes automatic transmission quieter;
• Restoration of damaged layers and parts of automatic transmission;
• Restoration of automatic transmission products made of rubber and plastic;
• Does inner space Automatic transmission cleaner;
• Elimination of places of lubricant leakage from automatic transmission;
• Makes the automatic transmission work smoother.

The period of application of the additive for automatic transmission is comparable to the change period, every 25,000 km.

Principle of operation Additive resource for automatic transmission: indications for use

Principle of operation The resource of the additive for automatic transmission is similar to the principle of operation of the additive in the engine. The additive contains a component, the basis of which is a powder of an alloy of copper, tin, silver. By creating a solid anti-corrosion layer at the point of contact, the additive evens out the defects. An automatic transmission additive designed to operate at temperatures lower than those experienced by the power plant.

• It is recommended to use the Resource additive for symptoms:
• Automatic transmission shifting is slower than it was before;
• Switching automatic transmission is accompanied by a knock and extraneous sounds;
• Transmission lubricant is subject to frequent overheating;
• Unit mileage, 60,000 km or more.

Application Resource additive for automatic transmission: features

Before using the additive, read the instructions for the automatic transmission, and the Resource. The dose to be strictly adhered to is one tube (50 ml) per four liters of gear lubricant.

Important! It is extremely important that the use of the additive occurs with a mandatory replacement transmission fluid. The design of the automatic transmission is sensitive to the presence of foreign impurities in the oil formed by friction.

Sequence of actions when applying additive resource:

• Perform the procedure for draining the transmission fluid from the automatic transmission, according to the rules established for the transmission model;
• Shake the contents of the tube vigorously;
• Pour the suspension from the tube into a container with fresh gear lubricant;
• Stir the mixture thoroughly;

Important! Do not use additive Resource (automatic transmission) bypassing the mixing procedure with gear lubricant in a separate container.

• Pour the resulting mixture into the automatic transmission, based on the instructions for changing the oil for the box model;
• Start the power plant, let it run for 5 minutes, then transfer the gear selector to the modes possible for use, making a delay on each for at least one minute;
• Drive a car in a gentle mode for 20 km or more.

Compliance with the requirements of the additive manufacturer Resurs and the designers of the automatic transmission model will avoid unpleasant consequences with the operation of the box in the future.

Precautionary measures

By manipulating with power plant and automatic transmission, remember that the cost of mechanisms is high. In addition, constructively, each model is individual and requires a differentiated approach.

Compliance with the rules will extend the life of the engine and automatic transmission:

• Before performing work, read the instructions for the engine, automatic transmission, Resource additive;
• Work is recommended to be performed on mechanisms warmed up to operating temperature;
• When applying the Resource additive, change the oil to a new one, both in the internal combustion engine and in the automatic transmission;
• If you have any questions, please contact certified centers for advice;
• The effect of using the Resource additive is directly related to the quality of the oil used in the internal combustion engine and the transmission fluid in the automatic transmission;
• Buy mixtures that meet the requirements, beware of fakes;
• Before buying oils, liquids and additives, visit the official website of the manufacturer, get acquainted with the characteristics of the product, features;
• Request a product warranty from official representative, refusal to provide a guarantee raises suspicion about the origin of the product;
• Compare the packaging and product protection elements with the packaging on the official website;
• Check the date of manufacture of products and the expiration date, do not purchase expired goods;
• Ask for an instruction manual in your native language;
• Demand certificates of quality, compliance and other related papers, check for seals, watermarks, holograms.

More recently, the problems of preselective DSG boxes were on everyone's lips, and alternative hydro mechanical box gears on VW and Skoda cars was considered by many as real solution Problems. But four or five years have passed, and now the US is sounding the alarm. The new automatic transmissions with 8 and 9 speeds turned out to be out of step with their ancestors, although the six-speed gearboxes had a far from outstanding resource. And given the high complexity hydromechanical automatic transmissions, their repair is much more expensive than the repair of “robots”, which means that all owners of cars with “automatic machines” are in the same boat.

Moreover, the Consumer Report says that even the owners of cars with CVTs have not avoided problems, although the design there seems to have not changed much. But the desire to get the maximum dynamic range and at the same time lighten the design undermined their position.

It seems that the goal of squeezing the last juices out of classic designs, investing only in marketing, against the backdrop of new initiatives, leads us not to a bright future, but to a dead end. But if the problem is so obvious, then why is the locomotive of the industry moving in this direction anyway?

More steps, more problems

It would seem that a five-speed automatic transmission provides minimal fuel consumption and dynamics at the level of manual gearboxes ... But now they have already made six-speed ones - are these really the most economical? Further, any improvement efforts run up against the simple fact that the driver is not perfect. It will still use more fuel just because it decides to race, does not see a red traffic light in time, exceeds the speed limit, warms up too little or too long, gets stuck in a traffic jam ... If six steps compared to a five-speed give a maximum of 5-10% reduction in consumption fuel, then adding two or three stages leads to an even smaller result.

Up to a certain point, you can justify a slight complication of the box, while the “extra” gears are given easily, but after all last generation"Classic" automatic transmissions are essentially different from the classic four-stage as heaven and earth. Beginning with six-speed boxes, is not at all the main part of the box - it is only one of its set of friction clutches, only able to open a little.

For the most part, it doesn’t work exactly like a gas turbine engine - even with very smooth acceleration, the linings are partially blocked, and just press the gas pedal and they will block almost completely. In fact, it has become a consumable, but for some reason it is still included in the general hydraulic scheme The automatic transmission does not cost at all as a set of friction clutches, but as a full-fledged part.

The number of planetary gears has already doubled, the hydraulic unit has now become two orders of magnitude more complicated, solenoids are not just valves, they are now responsible for a smooth change in pressure, constantly changing the flow area of ​​the channels. In a four-stage, at the start, it was like this: a pair of solenoids worked, then another pair worked, then another one turned off, and now the car was moving. During all this time, the valves switched once, and the wear of the clutches in the automatic transmission was only brief moments switching.

In a modern eight-speed box, everything is much more complicated. At start, several solenoids are activated, which are responsible for turning on the first or second gear. Next, the lock solenoid first unlocks the gas turbine engine, and then immediately begins to regulate the degree of lock slip, for the sake of smooth switching the gear clutches are closed with "overlapping", and their slippage at this moment is regulated by linear solenoids.

Thus, with each shift, there is more action and more wear. There are also more shifts from gear to gear, because in urban mode not two or three gears are involved, as on the old 4-automatic transmissions, but already all five. It is easy to guess that even if a significant resource is laid in the design of the box, it will be exhausted pretty quickly.

So what's the point?

The car manufacturer gets the fluidity and prestige it needs so much. Yes, yes, buyers are still being led by numbers - marketers do not chew their bread in vain, this harmful profession will lead us all to the apocalypse to the beat of drums. And of course, the manufacturer gets a few percent savings in fuel consumption in an unrealistic driving cycle, which is carefully maintained by brilliant "environmentalists" as a measure of the harmfulness of a car to the environment.

At first glance, it is more difficult to explain the motives of the automatic transmission manufacturer in this vicious carousel, because it is he who is responsible for the guarantee. But he also has good reasons. First, the car manufacturer puts pressure on him to get his way. Secondly, if something successful and simple is delayed in production, it will become cheaper - you will have to cut the cost of research and development.

The idea will be copied to the heap somewhere in China, and the rate of profit will immediately fall. You can’t feed yourself with licenses for the unit alone, and it’s difficult to improve your unit hardworkingly. It is necessary to do again what the “progressive” development departments have already abandoned - full-scale tests.

In turn, to develop something new, you only need software, a balancing act of the mind of a certain number of engineers and the ability to produce a new multi-stage monster. In addition, the more steps a gearbox has, the easier it is to make it lighter, theoretically, torque pulsations decrease when switching, and you can post another manifesto from the series “we did it, we are the best again” on the site.

A paradoxical situation has arisen: in an attempt to force car manufacturers to abandon their own developments in terms of transmissions, in particular from the further progress of DSG, boxed "monsters" made their automatic transmissions more interesting from a driving point of view, but in terms of reliability they fell down with a bang. And they begin to lose to the “non-professionals” of the “box business”.

It seems that the moment is not far off when the consumer will turn up his nose from the “classics”, preferring a robotic transmission that is easier to repair, rather than hydromechanical troubles. Moreover, the global problems of the most malicious one seem to have been sorted out after the next modernization.

In fact, history has made a circle, because everyone remembers how they were afraid of automatic transmissions fifteen years ago, and only a very successful series of four- and five-steps made it possible to overcome this fear and ensure the main sales of automated machines. However, I am fully aware that the level of training of drivers on this moment is such that most of them simply will not be able to refuse “automatic machines”, which means that there will be a demand for any crafts that will be offered.

You should not, however, think that any "robot" will be simpler and more reliable. Gorgeous on paper honda box, which combined a preselective robot and a gas turbine engine, turned out to be among the most problematic transmissions in the US according to the same Consumer Reports.

And by the way, not all six-steps are "equally useful." One who reads machines on secondary market, knows that ZF's six-speed automatic transmissions have a number of pressure and vibration problems and are significantly less reliable than their five-speed ancestors. But in comparison, the new generation of GM/Ford jointly developed boxes turned out to be even worse. And only the release of new ones, even less successful transmissions does not allow them to be recognized as truly unsuccessful. After all, everything is known in comparison ...

What's next?

Automata, classic and not so, have become very complex - it’s not without reason that almost all developments in this area have been farmed out to a couple of specialized firms from Europe and Japan, while the rest are trailing in the rearguard of progress, trying to copy successful solutions and repeating the same mistakes.

Some along the way are trying to do something completely “their own” based on a “robot” or a variator, with mixed success, but sometimes making small revolutions. But I'm afraid it will all be over soon. We will not wait for twenty-speed automatic transmissions and twenty-six-speed “robots”. The victorious march of hybrids clearly hints that soon the internal combustion engine will remain on cars only in the form of a distance expander, and electric motors and batteries will do the main work.

I caught myself thinking how quickly you get used to the “good”, 4 years ago I would have proved to everyone and everything - (there is some truth here). But life turned out so that my wife passed on the rights, and I had to buy a car with an automatic transmission (and I wanted to try it myself). And you know - I liked it, although today is not about that. I meet many “ardent” acquaintances who recognize only manual transmission, and very often I hear epithets from them: “What are you talking about, the machine is unreliable and breaks very quickly, but (the handle), yes, this is reliability!” "I'm tired" of listening to such statements, and today I want to talk about the resource of an automatic transmission, and also dispel many myths along the way! Well, let's talk about the conspiracy of manufacturers, where without it ...

Needless to say, mechanics, this is a fairly reliable unit - there is essentially nothing to break there, the resource just rolls over. However, beginners manage to kill this transmission easily and quickly! But in fairness, it’s not the gearbox itself that fails (although this happens), but optional equipment, you know what I mean? Of course - about the clutch, basket, release bearing and a fork. It is here that the "Achilles heel" of mechanics is, it is these elements that can fail after 30 - 40,000 kilometers (now about new drivers). Here is a resource for you - and the owner, in fact, "does not care" that this is not a box - but it is connected with the transmission! So here's something to think about...

Machines in one pile

I am also a little annoyed by this fact - without understanding the structure, the "garage experts" begin to lump all the machines in one pile and put a stigma on them - "unreliable"!

Guys, this is fundamentally wrong - after all, now there are at least three main types of automatic transmissions - this is a variator, automatic and robot. Each type has its strengths and weak sides, the resource can differ "globally" - at times or even tens of times.

WELL, IT IS IMPOSSIBLE TO CUT ALL EGGS IN ONE BASKET - THE MACHINES ARE DIFFERENT, YOU SHOULD UNDERSTAND THIS!

To be honest, my friend has old toyota right-hand drive, back in the 90s, it has an old automatic transmission in 4 gears, a mileage of about 400,000 kilometers, but the automatic transmission has never been repaired, but every 50,000 a full maintenance is done, with a change of oil, filters - sometimes the cooling radiator is washed. And you know, it works great, there are no shocks or other disturbances in the work. However, not all automatic transmissions"equally useful"! And often you can just get a lot of money after 50,000 runs! But how? Read more

Robots or need to be careful

The lowest resource of all machines - to be honest, I do not advise you to buy! What is a robot - in fact, it is a mechanical gearbox with a servo installed on it (or electronic drive), it is he who replaces the "clutch pedal" and takes over all the switching functions.

This is what the first weak link» robotic boxes, these drives are guided by many sensors - engine speed, temperature, speed, etc. - make decisions to shift or stay in this gear. These algorithms are not debugged, they work frankly poorly for almost all manufacturers, and the reliability of the servo or electric drives leaves much to be desired - and therefore the robots are far from ideal!

Another weak link that directly affects the resource is the “cunning” clutch discs, sometimes there is one, sometimes there are two, such as the DSG from Volkswagen. The reliability of these drives is also low, you probably heard the scandals associated with these boxes at Volkswagen.

So my advice to you is if you take new car, the robot can still be considered, but here is the control unit, and especially the DSG, I definitely do not advise you!

The average resource of a robot ranges from 40 to 60,000 kilometers, why so little? YES, because problems will definitely come out, either with drives, or with clutch discs, with software, but you never know with anything.

So take better other transmissions, about them below.

Variator, why not?

The time of monsters has come, the variator is quite popular on Russian market, although it does not catch up with its opponent "torque converter machine". The reliability of this unit directly depends on the driving style, as well as on proper maintenance.

The bottleneck is the variator belt, it is he who eventually needs to be replaced. If you do not change it, there is a high probability that it will fly apart right inside the case and “kill” all components and assemblies. That's why mandatory replacement at 100 - 120,000 km.

Also, an oil change and a desirable filter change every 60,000 km (it can and will often take longer).

Why the variator is so demanding on lubrication, the whole point is that the belt runs between two shafts that change their diameters (depending on speed and rpm). If the oil is not changed, it starts to accumulate chips, dirt, etc., which settle on the belt, in fact, act as an abrasive on the shafts. Hence, there is a lot of wear on both the shafts and the belt, which can indirectly lead to their destruction or high wear.

For the same reasons, you should not “tear” from a place on the variator, tow other cars, because all this is a lot of wear on the belt and shafts!

However, if all the requirements of the manufacturer are met, then they can walk for a long time, except for the replacement of the belt at 120,000 (repair), then the resource grows to 200 - 250,000 kilometers, maybe more.

But again, it is worth noting that any tough actions, starting from a place with a “box”, towing other cars on a cable (or houses), “slipping” in snowdrifts, can significantly reduce the resource, so this is also not an unambiguous transmission.

Torque converter automatic or here it is reliability

YES fans of CVTs will forgive me, but the resource of a conventional machine gun is much higher than that of two rivals. Although now manufacturers are trying in every possible way to reduce it! But more on that later.

The structure is ancient, appeared along with the mechanics (well, maybe a little later, not the point). Here, torque is transmitted from the engine to the transmission, and then to the wheels through a torque converter.

It has no servo, no clutch discs - the design is really reliable.

However, a conventional automatic machine is also demanding on the quality of the oil (not like the variator, but still), if you do not change the torque converter itself for a long time, as well as the clutches (internal gears in the building). Replacement should be approximately every 60 - 70,000 kilometers, and MANDATORY! It is advisable to change the filter of the machine and flush the cooling radiator.

If not to be unfounded, automatic boxes go for a very, very long time, it’s even hard to say how much, on the forums Japanese manufacturers it is stated that at least 500,000 kilometers, just think about it! And so I think that 250 - 300,000 km without repair is 100%.

But do not rush to clap your hands, this is not the case with all machines! Often, many owners neglect the operating conditions, do not change the oil, filter, do not flush the cooling radiator. Therefore, some automatic transmissions may not live up to 100,000! It all depends on you, how you will take care of this knot, what ATF fluid you will pour, etc.

But in the top three contenders, a conventional torque converter has the largest resource of all. The second place is a variator, the third is a robot.

About the producers' conspiracy

In fact, it's like it doesn't exist! However, now more and more often you can find so-called maintenance-free machines, supposedly they have oil filled for the entire service life, like - the resource is huge. And more and more more manufacturers are starting to use such automatic transmissions on their cars!

On the one hand, it’s kind of good - you don’t “take a steam bath”, don’t look into automatic transmissions, and just operate the car.

On the other hand, this leads to disastrous results - I want to note that there are NO unattended machines! It's simple marketing ploy! And such an ignorant person rides until the car gets “stacked” with him, then it turns out that the transmission is “dead”! And it costs, just prohibitive money - I think 200 - 300 thousand rubles is 100%! This is where the manufacturer “rubs” his hands, and you are left with nothing. No, of course you can repair this transmission, yet it is not disposable, but damn it, it will also cost a lot!

You know earlier in order to change the oil () in the machine + filter. It was enough to remove the automatic transmission pan, drain the oil and change the oil filter! But now it is almost impossible, no, of course there is filler neck on top, but there is no pan cover, you cannot drain the oil, you cannot change the filter! Just remove and disassemble, which by the way is also not cheap!