Difference between automatic transmission and robot. How to distinguish an automatic transmission from a robot: external differences or differences in modes

New question from our blog reader

« Hello author of this wonderful site. My name is Marina. I read your blog almost every day, really worthwhile information, a lot of interesting things. Now I choose a car for myself and always with an automatic transmission, but I have options - an automatic, a robot and a variator. I read your comparison of automatic and CVT, informative. Could you write more about the automaton and the robot? Thank you in advance!»

Yes, an interesting question, let's think ...

We have already described the automatic transmission in the article,. However, I will briefly remind you. Automatic - automatic transmission gears (abbreviated as automatic transmission). In its structure, it has nothing to do with the usual mechanical box gears (read the article), here the shifts occur due to two main parts, this is a torque converter and a gearbox. The torque converter replaces the clutch, switching the speeds of the "automatic". The gearbox is in constant engagement with all pairs of gears. Thanks to this design, it switches gears itself, depending on engine speed. It should also be noted that the gears are switched mechanically, namely from the injection of oil pressure. That is, electronics, practically, zero. "Automatic" has been produced for a long time, so it is very well studied. You can make it at almost any service station, not even a dealer one. I will not describe the pros and cons of the machine for the second time, read the variator or machine in the article.

Most the new kind automatic transmission (read more in this).

The robot is the same manual transmission that has a control unit located right on the gearbox itself. This control unit replaces both the clutch and the gearshift function, but the shifts here take place like simple mechanics, just a person does not interfere in the process. This block, in fact, represents a robotic node. Hence the name box robot. Before the widespread use of electronics, hydraulic drives were used in robots, now hydraulic drives have been replaced with servo drives (electronic components).

Now in our article, let's talk about the pros and cons of a "robot".

pros

1) This is the same mechanics, and therefore the design is simpler than that of the "machine"

2) Oil consumption is less than that of the machine. "Robot" 2 - 3 liters, "automatic" 7 - 10 liters.

3) Repair is easier and cheaper than repairing the machine.

4) The level of fuel consumption, in a car with a robot, at the level of a manual transmission. And sometimes even less.

5) Robot always support manual switching gear, as in mechanical transmission. The machine is not always present.

6) The robot transfers the full torque from the engine to the wheels, unlike the machine.

Minuses

1) Change gears very slowly, sometimes the interval reaches 2 seconds.

2) The robot is not very stable transmission, even on two identical machines will work differently.

3) During the operation of the robot, jerks and shocks are often encountered, even when starting the car.

Honestly, when choosing an automatic or a robot, I would prefer an automatic, it is more stable in operation, and now there are automatics for 6 or more gears, which are already approaching mechanics and a robot in terms of fuel consumption. The robot, despite all its advantages, remains a dark horse, you just don’t know what to expect, either it will work fine, or it will be hard to stupid.

Should I choose manual transmission or automatic? And if automatic, then an ordinary automatic machine, a “robot”, or a variator? Such questions are very popular among motorists when choosing a new or used car. The Internet is filled with the topic of gearboxes, and how useful information, and information "trash". Only a professional in the subject can distinguish the useful from the rubbish. Such is his, the Internet, lack. Therefore, I decided to write a few lines about all these mechanics, automata, robots and CVTs, and, without diving into nuts, so that any reader, regardless of the level of technical literacy, can understand what is at stake and what he, PERSONALLY , will be better.

Manual Transmission

Let's start with the mechanics. In the case of a manual transmission, under the hood we have the engine, the "black box" of the box, with all its shafts, gears, synchronizers and clutches. And between the engine and the gearbox is the clutch assembly. They pressed the clutch pedal - the engine and gearbox were completely separated. As long as you keep the clutch pedal depressed, the powertrain and transmission are uncoupled and you can shift into any gear based on driving conditions. This is the main advantage of "mechanics", especially for an "advanced" driver who knows and knows how to apply techniques active management by car. For example, in the case front wheel drive car, "rest" the engine against the wheels of the front axle before the maneuver. And in case rear wheel drive, “screw” the car into a turn, move to a steeper trajectory. But as often happens, the disadvantages are a continuation of the advantages. Actively “driving”, of course, is nice, but wielding the clutch pedal and shift lever in endless traffic jams of megacities is not the most pleasant experience. This is the downside.

Hydromechanical automatic transmission, or "regular automatic"

In order not to control the box “hand-to-hand”, and not to strain too much with the handles and legs in dense city traffic, an automatic transmission was invented. First came the hydromechanical automatic transmission (automatic transmission). In order to understand how it works, you need ... a fan (ordinary, household) and some kind of children's turntable-toy with a propeller-like fan. Turn on the fan and bring this toy to it. What will happen? The propeller on the toy will spin too! Now imagine that the screw does not drive the fan electric motor, but the car engine. And the second screw is on the shaft, which goes into the "black box" with gears, clutches, and everything else. Both of these screws are enclosed in a sealed housing filled with a special transmission fluid called a torque converter.

What are these passions for? And in order to move off smoothly, shift gears as smoothly as possible without any clutch "from the driver's foot", as in the "mechanics" between the engine and the "black box" with gears. Indeed, in order to move, you need to smoothly connect the motor and the “black box” of the box. Here is a torque converter, without losing any effort from the engine, this is what it does. A fluid is needed in order to transmit rotational motion through it. And the air, it will not cope. Air density is low for energy transfer at such rotational speeds. As for gear changes, they are performed at the command of the control unit, automatically, depending on driving conditions. Previously, these blocks were hydraulic, now electronic.

In general, everything in the hydromechanical automatic transmission seems to be good. She rides herself, she switches. The driver can only press the "gas" and brake pedals, and the "automatic" selector click between "Park", "Drive" and "Back". And this thing works quite reliably. If you do not pretend to be Schumacher on the automatic transmission, and follow the Maintenance Regulations, then it does not break.

But there are drawbacks. Chief among them are tangible moments automatic switching automatic transmission ranges in a "black box" with gears, and more high consumption fuel, in comparison with the "mechanics" with the same power units. The need for more comfort, rising fuel prices and concern for the environment encouraged engineers to think about automation again.

"Variable speed drive". CVT automatic transmission

To understand what the engineers came up with, imagine ... a bicycle. Pedals, two sprockets, and between them - a chain. On rear wheel slightly more advanced models have several sprockets so that you can switch gears. I switched to a big asterisk - it is easier to pedal and you can go up a steep hill, but you have to pedal more often. At the same time, the speed of the bike drops, but this is the price for high traction. And if you ride on flat terrain, or from a mountain, then you turn on a smaller asterisk at the back - you pedal less often, and the speed of the bike increases. Now imagine that a bicycle has a belt drive instead of a chain drive. That is, instead of a chain - a belt, instead of sprockets - pulleys, only instead of a bunch of sprockets on the rear wheel - ONE pulley, but its diameter can ... change smoothly.

Represented? Here, in front of you, is a CVT automatic transmission! One pulley is of constant size, the second is of variable size and its diameter changes at the command of the control unit, adjusting to the driving conditions. And between them - the strongest "belt", which is either a multi-link chain, or a composite one, made of metal plates. A smooth change in the diameter of one of these pulleys leads to the fact that the switching moments of the automatic transmission are not felt at all. After all, they simply do not exist, these moments of switching. J Amazingly comfortable thing to work with, this variator! But it was not without flaws, significant and smaller.

"Variators" are not cheap. They also categorically do not like slippage. Due to the fact that the same torque converter has to be placed between the “black box” with pulleys and the belt (you need to get under way!), And also due to mechanical friction in the “black box”, energy losses are quite large, fuel consumption, in comparison with the "ordinary" automatic transmission, a little less. And maybe more. And you also have to “conjure” the engine programs so that it does not buzz like a trolleybus at constant speed during acceleration. After all, there is no stepwise gear shifting. Therefore, engineers again opened up scope for research.

"Robots". Robotic gearboxes

To overcome the shortcomings of hydromechanical and CVT automatic transmissions, several design schools turned their attention to ... a conventional manual gearbox. And what if we replace the clutch foot drive with an electric drive, the gearshift lever and traction to the “black box” with electric gears executive mechanisms, and control the clutch and shifts with electronic block based on driving conditions? Of course, it is easy and soon only a fairy tale affects. The engineers had to work hard on the control programs for this unit and the reliability of the electric drive, but automated manual transmissions, which journalists dubbed "robotic", or "robots", went to mass production for small cars. They are precisely the classic "mechanics", in which the clutch and gear shifts are controlled by an electronic unit.

The main advantage of most "robots" is high fuel efficiency, for which they were primarily created. After all, a computer with a perfect control program never makes mistakes, never gets angry, does not get depressed and never gets tired, unlike drivers with different experience, skill and resistance to physical and moral stress. Therefore, a car with a “robot” consumes less fuel than the same car with any other box, including "mechanics". And also such a “robot” is cheaper than any other automatic transmission in the purchase, when ordering a new car. Like this.

But even here it is not without drawbacks. No matter how hard the engineers tried to optimize the moments of switching, the “pecking” of the car with its nose during violent acceleration is very noticeable. Such "robots" for economical and quiet ride, not for Schumacher. They also do not like slippage in clutch units. The engineers had to work hard again.

"Robots" classDSGby Volkswagen

Imagine a car with a six-speed manual transmission. Represented? Only this box is not quite ordinary. In fact, it's not at all common. It seems to consist of TWO units, with 1st, 3rd and 5th gears connected to the engine through one clutch module, and 2nd, 4th and 6th through another. It turns out something like "two in one". Now imagine that all control is fully automatic, electronic and electric. Moreover, when you accelerate, for example, in 2nd gear, the control unit has ALREADY turned on 3rd, and is only waiting best moment to make instant “clack-clack” independent clutches, to “release” the second gear and “cut in” the prepared 3rd in advance. Switching in such an automatic transmission takes not just a fraction of a second, but milliseconds! The driver and passengers simply do not notice these changes, and acceleration is smooth and very fast. For example, in the DSG, which the VOLKSWAGEN concern was the first in the world to put on the conveyor, the switching moments take 7 milliseconds. It's much faster than blinking your eyes. Therefore, there are no jerks and pushes, as with the “robots” described above.

DSG 7 SPEED WARRANTY extended to 5 years or 150,000 km:

Concern VOLKSWAGEN AG, meeting the wishes of customers, in order to maintain customer confidence in the cars of the concern, carries out at the expense of the manufacturer free repair or replacement of box components DSG gear 7 DQ 200 for up to 5 years or until 150,000 km of mileage has been reached from the moment the car was handed over to the first buyer. When contacting a vehicle owner official dealers with a claim for work of the DSG 7 DQ 200 diagnostics will be carried out free of charge and, if necessary, free repairs in accordance with current technical advice concern.

In the same way, such “robotic” boxes switch not only “up” but also down. The gearbox control unit carefully “observes” the driver’s actions using sensors on the pedals and steering mechanism, and prepares in advance the best transmission for the purposes of the driver.

If I say that such “robots” of the VW DSG class work brilliantly, then this will not be an exaggeration, and not only in terms of gear changes. Their control units also do not “get tired” and do not “make mistakes”, so the fuel consumption of a car with DSG, especially in the urban cycle, is less than with any other box, including “mechanics”.

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

Here are the options.

Sincerely, Denis Kozlov (DOK)
Your expert in car selection and maintenance

CVT or automatic - which is better? Or maybe a robot or some kind of new generation automatic transmission, such as DSG? Every car enthusiast faces these questions when choosing a new car. Today, automatic boxes are equipped with a lot modern cars, from trucks to minicars. In this article, we will look at the pros, cons and differences between the main types of automatic transmissions.

More and more car owners, buying new car, are moving from the traditional manual transmission on various kinds of automatic boxes. This is easily explained by the fact that using an automatic transmission is easier and more convenient. As for women, among them the number of adherents of "machine guns" is the majority, and overwhelming.

At the end of this article, watch a video review of popular types. automatic transmissions, with a description of their main advantages and disadvantages.

It should also be borne in mind that when buying a car for secondary market, a person who is far from automotive technology can easily fall for the bait of unscrupulous sellers who pass off a robot or variator as classic machine. Therefore, it is desirable for each driver to be able to distinguish these types of gearboxes from each other.

Types of automatic transmission: torque converter, variator, robot

The following devices are most often referred to as automatic gearboxes (abbreviated as gearboxes):

1. Torque converter (classic automatic);
2. Variator (CVT);
3. Robotic gearbox (robot).

Each of them has its own differences, pros and cons. So before identifying the winner, you should consider them all in turn in more detail.

Torque converter (classic automatic transmission)

Torque converters are so widespread that it is this type of automatic transmission that has become a household name for all other types of automatic transmission - "automatic gearbox".

A characteristic feature of the torque converter is the presence in it of a special transmission oil, which constantly circulates in a vicious circle, being under pressure. It is the flow of oil that transmits torque from the engine to the wheels of the car.

Automatic boxes are constantly being upgraded, and if ten years ago a 4-speed automatic was considered the norm, now it is already an obvious anachronism, and automatic machines with 6, 7 or even 8 gears have taken its place.

The following can be distinguished pros classic machines:

• Ease of use;
• Availability manual mode switching;
• The inability to overheat the engine.

But also minuses The machines also have:

• The high cost of a car with automatic transmission;
• Expensive maintenance and repair;
• The impossibility of long-term towing;
• High fuel consumption.

Nevertheless, designers are successfully working on eliminating all these shortcomings, and will soon be able to rid the machines of them.

Variator (CVT)

Variator is a type continuously variable transmissions. In abbreviated form, this type of gearbox is indicated by three Latin letters CVT, from the English Continuously Variable Transmission.

Distinguishing the variator selector from the shift lever of a conventional machine is sometimes difficult and experienced car owner. However, despite the external similarity, such boxes work in a completely different way.

Roughly speaking, the variator consists of two pulleys (discs), between which a belt is thrown (less often, a chain). The pulleys can move and move apart, due to which the gear ratio changes.

A distinctive feature of the variator is the complete absence of gears and, as a result, switching between them. Gear ratios change, but this process is continuous. Excellent smoothness - that's the main trump card of the variator. By by and large, acceleration on a car with a variator is somewhat similar to the acceleration of a trolleybus. So the comfort of the driver and passengers will be ensured.

Because the CVT doesn't have to "click" gears, the transmission is constantly at its peak of torque, hence the car accelerates faster.

And so, the variator can record the following as an asset: pros:

• Low fuel consumption;
• Fast and extremely smooth acceleration;
• Comfort;
• Minor weight.

But the widespread introduction of CVTs is also hindered by its minuses:

• It works quite noisy, which is felt in the cabin;
• Less service life than classic automatic transmissions;
• High cost of repair and maintenance;
• Dislikes abrupt starts and aggressive driving;
• High price.

Robot (robotic gearbox)

Robotic gearboxes are a compromise between automatic and manual transmission.

In fact, the robot is the same “mechanics”, only the control unit, controlled by servos, is engaged in gear shifting. When switching gears by the robot, the same pause occurs as in cars with a manual gearbox.

In addition to the pause between shifts, drivers have to put up with some other shortcomings of robotic transmissions. Main minuses robot are expressed as follows:

• Shocks and jerks when switching;
• "Thoughtfulness" of the robot;
• The obligation to constantly turn on the "N" (neutral) mode in traffic jams, in order to avoid overheating of the clutch;
• Impossibility of towing.

So this box has enough shortcomings, but cars with it continue to be sold, because these disadvantages somewhat level out such pros robots:

• Low cost (much cheaper than "automatic" or CVT);
• More low consumption fuel.

Despite this, such robots are already clearly becoming obsolete and are giving way to other developments, such as, for example, the preselective transmission of the DSG type.

DSG gearbox - what is it?

DSG ( Direct Shift Gearbox - Synchronized Shift Transmission) is an evolutionary continuation of robotic checkpoints. It is also called a preselective transmission - this is the second generation of "robots".

Such boxes are by far the most advanced. They are equipped with two clutch discs at once - one switches even gears, and the second - odd ones. In fact, these are two gearboxes in one housing.

The highlight of the DSG box is that two gears are constantly switched on in it: during movement, only one of the 2 clutch discs is closed, and the second is in constant readiness, and turns on its gear as soon as the first disc opens. Thanks to this scheme, switching occurs almost instantly, and the smoothness of operation is comparable to the variator.

But even such a seemingly ideal gearbox as a DSG has its drawbacks. The design of preselective transmissions is extremely complex. All this leads to the fact that its service can not be called cheap.

In addition, even large service stations often do not undertake to repair DSG boxes. And their repair, in most cases, is simply impossible. Therefore, in the event of a breakdown, it is often necessary to change the entire preselective transmission assembly, and only sometimes can it be limited to replacing the electronic control unit.

Also, clutch overheating after a long drive can be added to the list of disadvantages of DSG gearboxes, as a result of which shocks appear over time when switching.

Considering all of the above, we believe that preselective transmissions, despite all their manufacturability, are still quite "raw", too expensive and unrepairable.

After we have studied the strengths and weak sides automatic transmissions, we can return to the consideration of the question of which is better - a CVT or an automatic? But there is no definite answer to it.

Proponents of automata rely on enough high reliability such boxes, their convenience, availability different modes jobs and opportunities self-switching. They blame CVTs for noise in the cabin, low resource and periodic overheating, which directly leads to costly repairs, or even replacement of the gearbox.

On the other hand, supporters of the variator directly say that after driving a car with such a box, even the smoothest automatic machines seem "twitchy". In addition, CVTs have lower fuel consumption. As for the higher cost of repairs and frequent breakdowns, then many continue to turn a blind eye to these aspects.

Nevertheless, it seems to us that in this struggle, preference should be given to classic automatic box(torque converter). Yes, the CVT is smoother and softer, and the DSG is faster and more economical. But CVTs require a calm driving style (and their reliability leaves much to be desired), and the disadvantages of preselective gearboxes, in our opinion, far outweigh all their advantages.

If you soberly assess the situation, it becomes clear that today, among all types of automatic transmissions, the design of the torque converter is the most mature and reliable, and many of its shortcomings have either already been eliminated or are not critical.

Video: robot, automatic or CVT - which is better?

I first encountered this type of gearbox when I rented a Fiat Grande Punto in Italy in the middle of the 2000s with a 90-horsepower turbodiesel and a single-disc robot.

The car rolled backwards so quickly so treacherously that it almost damaged the wall of the castle, which had stood there since the 14th century. From other memories - ugly acceleration, inadequate behavior in traffic jams. Editorial Vesta and Xray with AMT also showed themselves not with better side while traveling around the city. Jerky and unpleasant to drive cars. And the clutch resource, according to a colleague who constantly drives, turned out to be very low.

In short, my opinion: a single-disk robot - for nothing. It’s better to dance a jig on the service pedals in wild Moscow traffic jams, when you sometimes trudge ten kilometers for an hour, than such machines.

Robot with two clutches

Usage examples: some Mercedes-Benz models, BMW, Mini, Ford, most cars Volkswagen group including Audi, Skoda, Seat.

The essence of the idea is that separate primary shafts and, accordingly, individual clutch discs. If you are moving in first gear, then the second shaft is already rotating in second! Due to this, switching occurs very quickly - in milliseconds. Man is incapable of such agility. At the same time, no jerks during gear changes are practically not felt. They are used as "wet" clutch discs operating in oil - then this six speed box DSG 6, and "dry" - 7-speed DSG. "Dry" clutches are very limited and almost never reach 100,000 km, and with aggressive driving sometimes do not exceed 30,000 km.

Skoda with DSG robotic gearbox. A dream during the first 30-80 thousand kilometers.

Skoda with DSG robotic gearbox. A dream during the first 30-80 thousand kilometers.

Personal impressions are limited to trips on cars that are provided to our publisher for testing. Russian representative offices various brands. These cars are practically new, with low mileage, on which characteristic problems double-disk robots have not yet appeared. Everything looks great: fast, powerful, quiet - some pluses. If you choose a car for personal use, and the mileage is to be rolled up a lot, then it is better to prefer a traditional hydromechanical automatic machine or good old mechanics as a gearbox.

Variators

The buzz from such a box is that the usual step switching basically not here! Cone-shaped disks are fixed on the input and output shafts, which together form a kind of pulley with a variable diameter. The shafts are connected by a transmission - V-belt, chain, etc. By shifting the cones relative to each other, you can smoothly change gear ratio. The toy is not cheap. Requires a special transmission fluid, the level of which must be carefully monitored.

There are quite a few varieties - the main ones are listed below.

V-belt variator

Usage examples: Nissan Qashqai, Nissan X-Trail, Mitsubishi Outlander and etc.

The V-belt variator is by far the most common type of continuously variable transmission. The torque is transmitted by a metal pushing belt. The ends of the trapezoidal elements put on the tape, in contact with the cones, cause them to rotate. At the same time, a conventional torque converter with blocking is used, as on hydromechanical machines. When starting off, the torque converter increases the engine torque up to four times the torque. The use of this node provides a smooth start of movement when moving in urban traffic jams.

V-chain variator

Usage examples: Audi A6, Subaru Forester.

The device is similar to a V-belt variator, but instead of a belt, a metal chain is used as a transmission, consisting of plates connected by wedge-shaped axles. It is the ends of these axles that transmit torque. Another difference is that in Audi boxes a clutch package and a dual-mass flywheel are used instead of a torque converter.

Both types of continuously variable transmissions have recently been made with virtual steps. Allegedly, drivers like it more, because the engine does not howl on one note.

According to consumer properties, the variator - best type gearboxes. She provides fast acceleration, and as for the monotonous sound ... I remember that Hottabych removed the sound of the engines of a flying aircraft, but what did this lead to? The participants in the events barely escaped ... On a flat highway, at a car speed of just over a hundred, the engine speed does not reach 2000. There is engine braking. Personally, I am afraid for the resource of the belt and in the winter I even warm up not the engine, but the variator. And so - perfect box(ugh, no gear)!

And, yes, I forgot: CVTs on a slope do not roll back!

Good old hydromechanical gearbox

Usage examples: almost all the lineup Korean and American brands, as well as relatively powerful cars other manufacturers.

Represents a stepwise planetary box gear connected to the engine through a torque converter. The selection and shifting of the planetary gears used to be carried out hydromechanically, but now the ubiquitous electronics, together with the engine management system, determines which gear to work in power unit V this moment. The number of steps is constantly increasing, reaching nine on the most expensive cars.

IN modern world the word transmission or gearbox may not say anything, therefore, along with the definition, there is a clarification of which gearbox or transmission. That is, the gearbox is automatic or stepless box gears, or manual transmission.

Such an abundance of concepts and a variety of units, as a rule, always leads to a dead end for the average buyer, who, in addition to such questions as: "brand", "model", and also "", also has to puzzle over which of the presented gearbox options to choose.

In an earlier article, we have already raised similar questions: "", as well as "", today we will compare a robotic box and a conventional automatic transmission, we will weigh all the "pros and cons" to understand which is still better robot or machine.

So let's start with the differences...

Automatic transmission (automatic transmission or simply "automatic")

automatic transmission quite complex and at the same time reliable time-tested design, which proved to be on the good side. It includes a huge number of parts and various components, among which the main role is played by the torque converter and gearbox. In short, the torque converter is responsible for the smooth shifting of gears without jerks and shocks and is a kind of analogue of the "clutch" used in the manual transmission. The gearbox is a set of gears that are interconnected by teeth, thus forming steps or gears familiar to them. There can be from four to eight steps, there are more, progress, as they say ...

Gear shifting in the machine occurs after the engine reaches a certain number of revolutions and pressurizes the oil system, the driver is not involved in this process. This shifting requires a minimum of electronics and absolutely no control from the driver.

Robotic gearbox (or simply "robot")

In short, then robot is manual transmission on which a control unit was installed, consisting of a servo drive (electrical unit) and a hydraulic drive. The unit performs gear shifting on the principle of a manual transmission, only in automatic order, electrical system and hydraulics do everything without the participation of the driver. A characteristic difference gear shifting in robotic box is that the gears are switched with the same pauses as in the manual transmission.

Advantages of automatic transmission

• Convenience;
• Smooth gear shifting;
• Possibility of manual mode (in the case of adaptive automatic transmissions);
• Helps to increase the life of the motor.

Disadvantages of the machine:

• The high cost of a car with automatic transmission;
• Expensive and also very frequent and service;
• Increased fuel consumption;
• Towing restrictions (no more than 30 km, at a speed no faster than 50 km/h).

Robot advantages:

• A simpler device;
• Inexpensive repair and maintenance;
• Low cost compared to automatic transmission;
• (about the same as the mechanics).

Cons of the robot:

• Long and not always smooth switching gear;
• Shocks are possible during gear shifting;
• During short stops ("tractors", stops, traffic lights ...) it is necessary to turn on the "neutral".

As you can see, both options have their pros and cons, but in my opinion, adaptive automatic transmission looks much more attractive than an imperfect, albeit cheap in every sense, robot. For smooth switching and the ability to independently choose one or another gear, you will have to overpay at the time of purchase, as well as throughout the entire operation. But, as they say - to each his own, draw your own conclusions based on the foregoing and make a decision, I personally decided everything for myself a long time ago.

I have everything, thank you for your attention and see you at. I look forward to your comments on this topic, share them and give your arguments in favor of one or another variant of the checkpoint. Bye!