Kick under the "automatic": reliability rating of automatic transmissions. The most reliable automatic transmission on modern cars. Which "automatic" is better The best budget cars with automatic transmission

13.11.2021

When choosing a vehicle, potential car owners pay attention to how long the engine and gearbox are designed for. The main characteristics of reliable automatic transmissions should be considered.

Advantageous features of automatic transmission

Automatic box diagram

Automatic transmission is found both on city cars, and on trucks, passenger vehicles. The automatic transmission is based on a torque converter, a control system. Automatic options may have a manual method for changing speeds.

A car with an automatic transmission option is often chosen by novice drivers. Learning to drive such a car is easier for an inexperienced driver. Since the choice of speed modes occurs quickly, the motorist can concentrate on the road as much as possible. The rating of reliable automatic transmissions is headed by Toyota, Kia, Hyundai.

Reliable automatic transmissions

What automatic transmissions are the most reliable? Automatic gearboxes vary in resource. The following versions are designed for a maximum of 700,000 km of run:

Mercedes;
Toyota A.

According to experts involved in testing vehicles where these transmission options are present, the A340 model is recognized as the most reliable automatic transmission.

Repair of the box may be needed even before the specified period, if the car was operated in difficult conditions, due to which the clutches and oil seals wear out. These consumables must be replaced.

If you adhere to a measured driving style, timely diagnose the speed box, at least 450,000 km of run can run, the following options can function:

Toyota A750;
4F27E(FN4A-EL) for Mazda or Ford;
Jeep A904;
ZF 5HP 24/30.

It is necessary to characterize the features of each of the listed models.

Gearbox for Toyota, Ford, Mazda, BMW

Toyota A750 can be found on Toyota SUVs (for example, the Land Cruiser model), as well as Lexus. A feature of the gearbox is that it effectively copes with heavy loads. The risk that there will be a need for repairs even before 400,000 km of run is minimal.

4F27E (FN4A-EL) is a type of gearbox that is unpretentious in operation, which can be found on a foreign front-wheel drive Ford car, for example, Ford Focus, Fiesta. It should be noted that during the repair it is not required to remove it from a regular place. Model 4F27E is suitable for Mazda. Among the problems that can occur towards the end of the life cycle is a stuck solenoid.

Not the last place in terms of reliability is the Jeep A904 box. It quickly provides a gear change without the participation of the driver. Untimely replacement of oil and filters, as well as the use of low-quality fuel, leads to a reduction in the life of the automatic transmission. Repair of this unit is not difficult.

On the BMW 5th series, there is a ZF 5HP 24/30 box. Its distinguishing feature is an increased margin of safety. Aggressive driving, slipping are the reasons why a gearbox repair may be necessary at 500,000 km. This box is installed on Range Rover vehicles. Version 5HP24A can be found on the Audi A6, A8 with front-wheel drive. After 100,000 km, the BMW owner may experience overheating of the machine. Overheating of the box leads to accelerated wear of friction clutches, couplings.

Automatic transmission for Volvo, Opel

AW 55-50SN / 55-51SN

Volvo and Opel cars can be equipped with AW 55-50SN / 55-51SN gearboxes. They have 5 steps, while the volume of the power plant can exceed 2 liters. The high performance properties of this transmission are the main advantage of the gearbox. Also, this unit lends itself to repair and restoration work.

AW50-40LE (4 st.)

For Opel Astra H, the automatic transmission model AW50-40LE (4 stages) is suitable. According to the regulations, at 60,000 km, the transmission fluid needs to be replaced. About 12 liters of new fuel is poured into the box. The clutch is designed for approximately 120,000 km.

A340 (Aisin)

On the Volvo XC90 crossover, the A340 (Aisin) automatic machine can be installed. The box is typical for cars with rear and all-wheel drive. With a timely replacement of fuel, the automatic transmission will work for several hundred thousand kilometers.

Expensive types of automatic transmissions to maintain

What speed boxes are not reliable, expensive to maintain? Among the types of automatic transmissions that are expensive to maintain, the following versions should be distinguished:

Jatco JF011E;
Audi DL501;
LUK 01J.

Jatco JF011E Audi DL501 LUK 01J

These options are expensive to restore. In particular, the repair of the latest model can exceed several thousand dollars. There is a continuously variable transmission LUK on Audi (A5, A6). The motorist may encounter the first problems at 120,000 km. The need for repair of this gearbox is indicated if there are vibrations when changing gears or shocks are felt during this process.

On the above versions of Audi, as well as the Q5 model, the S-Tronic Audi DL501 box may be found. Its repair is no less expensive than LUK 01J. A distinctive feature of the DL501 is that it has 7 gears. Not every car service takes on the repair of this checkpoint. On an Audi car, it is periodically worth checking the condition of the drum bushings. When they are deformed, jerks are felt when changing gears.

On a number of crossovers, the Jatco JF011E stepless gearbox is found, for example, Nissan Qashqai, X-Trail, Renault Koleos. Here there is an optimal waste of fuel per 100 km, a change in speed modes occurs quickly. CVT box is light weight. With aggressive operation, premature wear of the bearings of the tapered pulleys can occur. As a preventive measure, the motorist should monitor the change in sensor indicators.

AL4/DP0 is among the unreliable ones. It is equipped with Peugeot Citroen. Unreliability is expressed in the fact that TO-4 may have problems with solenoids. They lose their working properties due to the loads on the automotive system. This box has a fully electronic control, several forward gears, including a reverse gear. Timely replacement of the transmission fluid contributes to the extension of the automatic transmission.

In Russia, for several years now, more than half of new cars have been ordered with an automatic transmission. The Belarusian Automobile Association does not share such detailed statistics, but the situation is probably about the same in our market. After all, even for the most budgetary models, versions with two pedals are available. Robots, CVTs, classic automatic transmissions ... The bottom line is the same - the driver does not need to constantly pull the “stick” sticking out of the central tunnel. In the morning jam-jelly on the avenue, you really want to relax your left leg and keep your hands on the steering wheel. In today's article, we will talk about the most affordable cars with automatic transmissions. But this is not just a top cheap models with automatic transmission. So uninteresting. We have divided the material into segments. For example, would you immediately name the most inexpensive car with an “automatic” and a diesel engine? In general, we turn on Drive and let's go!

The cheapest car with automatic transmission - 16,320 Belarusian rubles

Three years ago, Chevrolet left the Russian market with a loud slam of the door. True, I was going in a hurry and forgot the Tahoe and Camaro models. At the same time, Chevrolet also continued to sell budget models. But under a different brand. In 2015, the Uzbek company UzDaewooAuto quietly announced that from now on it will produce models under the Ravon brand for the Russian market. So there was the most affordable car with an "automatic" in our market. Ravon R2 costs in Minsk from 16,320 rubles and is available only with a 4-speed "automatic". Thus, “er two” is not only the most affordable hatchback with automatic transmission, but also the most affordable car with such a box in general.

Even a cursory glance at the car is enough to recognize the old generation Spark in the R2. The car comes to us with a 1.25-liter gasoline engine (the same was in Spark) in three trim levels: Comfort, Optimum and Elegant. In addition to the "machine", the basic version will please you with a radio (USB, AUX, Bluetooth). The rest is melancholy. There is no air conditioning, there are no electric mirrors, rear windows with "oars", the front passenger does not have a visor (yes, there are such cars). The steering wheel can only be adjusted starting with the Optimum configuration, as well as enjoying clean air in the cabin (there is no cabin filter in the base). Ravon's "automatic" is the classic Aisin AW80-40LE with a torque converter. Reliable and unpretentious box. By the way, a similar automatic transmission was installed on Suzuki SX4, Ford Fusion, Opel Agila and many other models.

The cheapest sedan with automatic transmission - 18,000 rubles

Yes, strange in appearance. Yes, frankly cheap in the cabin. Yes, with the "soul" of Lada Granta. But this car has four doors and two pedals. So, fits the description of the most affordable sedan with automatic transmission. Meet the Datsun on-DO in the Trust I configuration with a 1.6-liter eight-valve and 4-automatic transmission. Price - 18 thousand rubles. This is cheaper than the "automatic" Ravon R3 (18,800 rubles) and Renault Logan (20,900 rubles). The box here is Japanese Jatco. Also time-tested and many models from the old Nissan Micra, Note, Tiida to the budget Lada Granta.

The "automatic" for Datsun was completely suitable in size and did not require special design refinement compared to the "Grant". But there is an interesting nuance: on Lada, the gearbox was paired with a 16-valve engine (98 hp), and for on-DO, the automatic transmission was set up for an eight-valve engine (87 hp). The unit was finished by Japanese engineers. The calibrations of the Russian testers turned out to be too hard - jerks were felt when switching. We rode a Datsun with an “automatic”, indeed, the box is set up for smooth switching and does not bother thoughtfulness. Now on-DO with two pedals can often be found in taxi services. If you fundamentally want a sedan with automatic transmission for minimal money, it’s quite a good option. If anything, this miracle is for sale in Gomel - there is no Datsun dealership in Minsk.

The cheapest station wagon with automatic transmission - 24,660 rubles

Let's start with the fact that our cat cried for inexpensive station wagons. There are even fewer of them than hatchbacks. In addition to Largus and Vesta, there is nothing to remember. And just Vesta SW (without the Cross prefix!) Is the most affordable station wagon with automatic transmission. There is no longer a traditional “automatic”, but a robotic box with five steps. World manufacturers are gradually abandoning simple “robots”, but in the case of Vesta SW, ATM turned out to be the most suitable option.

The box is paired with a 1.8-liter engine with 122 hp. With. With all the disadvantages of the "robot", it has a number of undeniable advantages. It is cheaper than an automatic transmission with a torque converter. Fuel consumption is much lower, including due to the lower weight of the box itself. The oil consumption of the robotic transmission is also lower. In addition, the Russians, while working on the box, “peeped” a lot of things from foreigners. In particular, the Vesta gearbox has German actuators and a French clutch. The most affordable Vesta SW with two pedals costs 24,660 rubles in Belarus. In the absence of competition, a good price.

The cheapest all-wheel drive SUV with automatic transmission - 27,900 rubles

Renault Duster with "automatic" is not much more expensive than "Vesta". You can become the owner of a budget SUV with an automatic transmission for only 27,900 rubles. For comparison, the most affordable Hyundai Creta with automatic transmission costs almost 43 thousand rubles. A 2-liter engine and an all-wheel drive system (plug-in) are installed on the Duster. Repeated tests have proved the impressive potential for off-road driving of this model. The power of the gasoline "four" is 143 liters. With. Traction is transmitted to the wheels through a 4-speed automatic transmission.

Duster with automatic transmission also has disadvantages. So, the car has an excellent appetite - even according to the passport, fuel consumption is 11.3 liters per hundred. At the same time, the dynamics are also not encouraging - 11.5 seconds to hundreds. The best engine for the Duster is still a diesel option, but it is not available with an automatic transmission. Renault Kaptur with a 2-liter gasoline engine and a similar automatic transmission will cost 35,200 rubles.

The cheapest diesel car with automatic transmission - 45,300 rubles

Since we are talking about "diesel", let's find the most affordable car with automatic transmission, running on heavy fuel. Peugeot 408 and Citroen C4 with diesel engines are sold only with "mechanics". Therefore, the first place in this category is occupied by the Nissan Qashqai with a 1.6-liter dCi (130 hp), front-wheel drive and a CVT variator. Such a car costs at least 45,300 of our native rubles. It is noteworthy that the diesel Qashqai comes only with a CVT and only with front-wheel drive.

Complete set of the most affordable SUV with "diesel" and CVT - SE. There are rain and light sensors, fabric trim, center rear armrest with cup holders, 2-zone climate control, heated windshield, adjustable lumbar support for the driver's seat, power folding mirrors, an audio system with support for everything and everything, 17-inch alloy wheels , foglights and other little things. In general, you can live.

The cheapest 7-seater car with automatic transmission - 36,490 rubles

It just so happened that Lifan Myway became the most affordable car with an "automatic" in two of our segments at once, which we were going to include in the article - 7-seat cars and rear-wheel drive cars. The frame minivan only received a version with an “automatic” at the beginning of this month. In the Luxury package, a novelty with an “automatic” costs at least 36,490 Belarusian rubles. The gearbox here is classic with a torque converter and five steps.

Previously, Myway, whose sales started last fall, was presented in Belarus only in a version with a five-speed manual gearbox. The car has already been criticized for not the best handling and mediocre comfort. But Maiwei has no competitors, so criticism can not be particularly considered. If you need an all-terrain car with three rows and a price list of up to 20 thousand dollars, there are no analogues. Now you can also take it with automatic transmission.

The cheapest premium car with automatic transmission - 48,500 rubles

Belarusians are very fond of premium cars, so it would be strange to bypass this segment. It is clear that any Mercedes W222 or BMW G11 will be with a modern cool "automatic" for 100,500 gears. But what about the more affordable premium models? We rummaged through the price lists and came to the conclusion that the most inexpensive premium brand car with automatic transmission is the Volvo V40 Cross Country. Soon this model will leave the market, but it is still in the dealer's offer.

The most affordable V40 with an "automatic" is the T3 version with a 1.6-liter gasoline turbo engine with 152 hp. With. The engine is paired with a 6-speed automatic transmission. This is the traditional box known from other Volvo models. Aisin transmission.

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Among automatic transmissions of all types, classic hydromechanical transmissions are still the most comfortable and convenient to use, have a decent resource and reliability.

But when it comes to the inevitable breakdowns, repairs are often comparable in cost to an engine overhaul. How to know in advance if the machine will not misfire? We study the weak points of automatic transmissions.

Some machines die from gradual wear and tear on a venerable run, while others can throw out the trick immediately after the end of the warranty - more often from the second or even third owner. It is the buyers of used cars that are primarily addressed to our selection of automatic transmissions from various manufacturers with characteristic weaknesses. In compiling it, we were assisted by the Tacho Transmissions company, which has been engaged in professional repair of automatic machines for about twenty years. In addition, the experience of unofficial and club services for servicing cars with these boxes was taken into account.

The selection contains well-studied and widespread slot machines that debuted 10-15 years ago. This period is marked by the mass appearance of boxes with more than four steps. The complication of the design inevitably reduced the reliability and service life. Such boxes were installed mainly on cars of the penultimate generation, many of which became bestsellers in the secondary market. These cars have impressive runs, which made it possible to reveal the characteristic weaknesses of some transmissions.

Oddly enough, some seemingly simple and indestructible 4-speed automatic machines were also noted with sores. Problems arise not only because of the low resource of individual elements of the boxes, but also as a result of overheating during prolonged driving at high speeds, slipping, and even innocent pushing in traffic jams in hot weather. Often, such modes do not lead to oil overheating with a corresponding indication on the instrument panel, but such loads are enough for thermal deformation, for example, of a valve block.

ZF 6HP

Six-speed ZF automatic machines of the 6HP series appeared at the beginning of this century. Various modifications of this box were installed on many cars of previous generations, including a wide range of BMW models (third and fifth series, X3, X5), Audi (A4, A6, A8) and Land Rover (Discovery 3). Reinforced 6HP versions rely on powerful motors with high torque. Since the boxes are installed on cars from different manufacturers, common sores appear on each car in their own way.

On Audi, increased wear on drum bushings is more common than others. Usually, the problem pops up on a run of 100,000–150,000 km and manifests itself in jerks during switching, and in advanced cases, in slippage of the friction discs. The bushings are pressed into the drums and, in fact, are their plain bearings on the shafts of the box, through which oil is supplied under pressure to the clutch packs. Leaks through increased gaps during critical wear eventually lead to severe slippage and combustion of the friction clutches. For some 6HP modifications, bushings are available as separate spare parts, for others, only the complete drum can be obtained.

Overheating of the machine is typical mainly for BMW. Overheating contributes to the increased heat load of the Bavarian motors. Sometimes, after 100,000 km of run, the thermostat of the box cooling system jams in the closed state, which leads to accelerated wear of the clutch packs of the gear shift clutches and torque converter lockup. All the troubles described are much less likely to happen with reinforced 6HP modifications on Land Rover SUVs.

PSA Peugeot Citroen/Renault: AL4/DP0

The joint brainchild of the French concerns PSA Peugeot Citroen and Renault is a 4-speed automatic AL4 / DP0. It began to be used a decade and a half ago, so it is known for many cars - among them Peugeot 206 and 308, Renault Megane and others. And this is the case when a seemingly simple design turned out to be extremely capricious.

The main sore of the AL4 / DP0 machine is a very small resource of solenoid control valves (solenoids). Apparently, due to improper workmanship, when the valves are heated to operating temperatures, their internal resistance changes greatly - an extremely important indicator for correct operation. Valves begin to work intermittently, which leads to jerks when shifting gears. And this happens on runs of only 50,000–60,000 km. Most often, the main oil pressure control valve (EPC) and its sensor are to blame. Postponing a visit to the service for later usually leads to the combustion of clutch packs. Repair is complicated by the fact that the solenoids after installation have to be adjusted. Quite often, cars, even after a qualified restoration, are returned to the service station.

In addition, club services often record cases of self-unscrewing of the valve body mounting bolts, which leads to a decrease in oil pressure in the system and jerks when shifting gears.

Periodically there are leaks of the box heat exchanger. And in general, the cooling system is not efficient enough. A short trip under load is enough for the machine to overheat and go into emergency mode. Naturally, most often this happens in the summer. Sometimes such overheating leads to the rapid combustion of clutch packs.

In 2010, modernized versions of the capricious machine gun - AT8 (Peugeot and Citroen) and DP2 (Renault) began to be installed on French cars. The updates have clearly been helpful. Troubles with solenoids have practically disappeared, and the machine has become less overheated. Although on those machines where there is no additional box cooling radiator (built into the engine heat exchanger), the overheating problem has not been eliminated.

Mercedes-Benz 722.6/722.9

The five-speed automatic Mercedes-Benz 722.6 series began to be installed on cars (for example, on the C-class and E-class of previous generations) back in 1996. In general, the box is reliable, with a long resource, but it was not without sores.

The box cooling radiator is built into the engine heat exchanger. By about 100,000 km of run, due to a leak in the joints, antifreeze can get into the gear oil. The machine begins to twitch, and soon, if you do not pay attention to it, he will die. The box is also quite sensitive to overheating, which is possible if the cooling radiator is clogged with dirt and fluff.

After 100,000 km, the board built into the valve body may fail. Its malfunction is diagnosed by the presence of errors from the speed sensors soldered into this board. The probable cause of the breakdown is the accumulation of metal wear products on the sensors and contacts of the board or significant overheating of the box. Some service stations successfully repair faulty boards.

The seven-speed automatic series 722.9 was released in 2004. They put it mainly on the same Mercedes C- and E-class of the previous generation. Compared to its older 5-speed counterpart, it has a more complex design, and therefore more capricious.

The manufacturer has not eliminated the design defect of the cooling radiator, due to which antifreeze got into the transmission oil. In addition, the 722.9 machine has got a full-fledged solenoids control unit built into the sump. The expensive unit has become more sensitive to overheating of the box and to metal dust. Trouble usually comes after the notorious 100,000 km of run. In club services, they say that small packages of clutches of higher gears often burn out.

Aisin TF60/TF80

In repair, TF assault rifles are slightly cheaper than their German counterparts: 130,000–150,000 rubles.

Since 2003, Aisin six-press automatic machines of the TF60 / TF80 family have been installed on many models. The younger version of the TF60 (61) relied mainly on the front-wheel drive cars of the Volkswagen concern of previous generations - among them the A3, A4, Golf, Passat, Fabia, Octavia. Version 80 (81) with increased dimensions was registered under the hood of the penultimate generations of Volvo XC70/XC90, Mazda CX‑7/CX‑9, Ford Mondeo and Galaxy cars. Some auto giants gave these boxes their internal designations.

The weak point of both versions of TF is the valve body. On a run of 100,000–150,000 km, its body may be deformed due to overheating of the box, which leads to depressurization of the system, a drop in oil pressure and combustion of clutch packs. Another reason for valve body failure is the natural mechanical wear of the mounting surfaces of its solenoids. Therefore, if jerks appear during switching, it is urgent to contact the service until the wear products finish the entire box.

According to statistics, TF box sores appear less often on Volvo, and more often on Mondeo. Apparently, due to the peculiarities of the Ford cooling system, the machine is more prone to overheating. In addition to the valve body, Mondeo often suffers from torque converter clutch clutches.

Toyota U140/U250/U660

Aisin also makes machines for Toyota, which owns an impressive stake in its shares. Notably, these boxes are only used by Toyota and Lexus. The four-speed automatic U140 began to be installed at the end of the last century. In our market, it is best known for the RAV4 crossover of previous generations. At first, the box did not cause any trouble, but since 2004–2005, the resource of the valve body solenoids has fallen significantly. Often they have to be changed en masse at a run of about 150,000 km. The five- and six-speed units U250 and U660 had a more serious problem (it is well known to Aisin boxes) - overheating of the valve body and its deformation. This is most typical for the U660 box, which is installed on models with more powerful engines - such as the previous generation Camry sedan known in Russia with a 3.5 engine. The U250 automatic was installed in tandem with the 2.4 engine on the same Camry and Avensis.

GM 6T30/6T40

The six-speed automatic GM series 6T30 / 6T40 was installed mainly on Cruises and Asters (J series). The unit proved to be unreliable and whimsical. The main disadvantages are: a small resource of the electronic control unit for solenoids (mechatron) located in the pan and the valves themselves, as well as the destruction of the retaining rings of the brake drums of higher gears - starting from the third.

The mechatron and solenoids begin to fail after about 100,000 km of run. Usually their malfunction leads to the combustion of a pair of clutch packs. This is preceded by the appearance of jerks when switching. The probable cause of damage to the control unit board is the accumulation of wear products on its contacts. When repairing, the mechatron does not always have to be changed, but the solenoids are replaced by default.

After 100,000 km of run, there is a high probability of destruction of the retaining rings of the brake drums. This is accompanied by the appearance of jerks when switching. If you contact the repairmen on time, you will get off with little blood. Otherwise, the fragments of the rings can get into the teeth of the planetary gears and irreparably damage all the elements of the machine - the repair will not be economically feasible.

In club services, they sometimes encounter an oil leak at the junction of the box crankcase and leakage of the pipes of its cooling system.

Nissan RE5R05

RE5R05 repair prices are average. Serious work usually fits into 90,000–120,000 rubles.

Nissan's 5-speed automatic RE5R05 began to be installed back in the early 2000s on such models of previous generations as the Nissan Pathfinder and Navara, as well as the Infiniti FX35 / FX45.

The box was produced at the facilities of Jatco, and its modifications have always been distinguished by enviable reliability and resource, with the exception of one annoying sore: on a run from 100,000 to 200,000 km, the tracks on the valve body control board can burn out. This malfunction most often causes the appearance of a characteristic error due to the incorrect operation of one of the solenoids. In this case, the machine can go into emergency mode when only third gear remains available. In other cases, gear changes are accompanied by jerks, and preliminary diagnostics indicate serious damage to the mechanical part of the machine.

Repair of the box is limited to removing the valve body and soldering the tracks of its board. The main thing here is to immediately get to experienced servicemen who will not bring the matter to a complete disassembly of the unit.

SsangYong M11

The Korean 6-speed automatic with the M11 index is put on the Actyon crossover. More precisely, on its diesel front-wheel drive modification. The Achilles' heel of this box is the specific material of the valve body plate. By about 100,000 km of run, serious cavitation wear of its channels and valve seating surfaces occurs with the formation of scoring and metal chips.

The problem with the valve body most often causes jerks when switching, and sometimes the loss of some stages. Usually, the loss of gears on gearboxes from most other manufacturers indicates serious wear in the mechanical part of the machine. On M11, in this case, the first thing to do is to check the condition of the valve body and its valves - whether they are clogged with metal wear products.

When the first symptoms of a malfunction appear, it is urgent to contact the service so as not to get a tidy sum during repairs.

In 1998, the above automatic transmission was finalized, the modification became known as ZF5HP24A. The peculiarity was that they began to install it on all-wheel drive cars. Not surprisingly, the ultra-reliable box was adopted by Audi engineers and began to install it on the A6 and A8 Quattro models.

Later, a modification of the automatic transmission with the ZF5HP30 index came out. This box was only used for rear wheel drive vehicles. In those years, the box, reliable and quite in demand by ZF, debunked the myth that powerful engines quickly “kill” automatic transmissions.

The practical operation of the ZF5HP24 and ZF5HP30 clearly demonstrated the high reliability of automatic transmissions on vehicles with powerful internal combustion engines, since these automatic transmissions take care of up to 600 thousand kilometers without any problems.

Next on the list for reliability is the 5L40E automatic transmission. Automatic transmission manufacturer General Motors (GM). The 5L40E box had five steps and was able to go up to 500 thousand km without repair. This unit has been produced since 1998, it was installed mainly on cars of the BMW 3 series, Cadillac, etc.

Since the beginning of the 2000s, the manufacturer has put on the market a modification of these boxes for cars with all-wheel drive. The very first BMW X5 models that just rolled off the assembly line were equipped with just such an automatic transmission. Later, the transmission began to be installed on GM cars, and on different models equipped with only rear-wheel drive, with medium-power engines.

Production of the 5L40E automatic transmission was discontinued in 2007. The next model, which replaced the 5L40E, was a six-speed automatic transmission with the 6L50 index. This box also retained its reliability, although it became more complex in design. According to statistics, with proper maintenance, the unit calmly nurses 400-500 thousand km.

Next comes the legendary Japanese five-speed automatic transmission A750F manufactured by Toyota. This box has the glory of not being killed by the machine, it is known for the Toyota Land Cruiser, Lexus models. Statistics show that these gearboxes last more than 600 thousand km without major repairs.

This automatic transmission in various modifications is still actively installed on Toyota cars. It is noteworthy that this version of the automatic transmission does not provide maximum speed performance or high speed gear changes, and also does not allow significant fuel savings.

However, Toyota continues to produce models with the A750F automatic transmission. At the same time, the manufacturer itself positions the unit as the most reliable automatic transmission in the world, which simply does not exist.

Closer to the end of the list of outstanding automatic transmissions in terms of reliability is the automatic transmission Mercedes722.4. A Mercedes box with an index of 4 can be safely called eternal. This machine outlasts the cars themselves, as the unit serves about 1,000,000 km. without repair, subject to timely maintenance.

The production of this automatic transmission began in the 80s, when cars were famous for their reliability and long service life of all units. This box was installed just on such legendary cars as the Mercedes 124 and 190.

The margin of safety of these automatic transmissions turned out to be so great that they were paired with any engines, regardless of the power of the internal combustion engine and the number of cylinders. At the same time, the automatic transmission 722.4 turned out to be more durable than the engine.

The leader of the rating was a 4-speed Japanese automatic transmission A340. This reliable automatic transmission is able to cover 800,000-1,000,000 km, without much attention in the service. The box is universal, it was installed on cars with front and rear wheel drive, as well as on all-wheel drive versions of cars.

An early version of the automatic transmission had 4 steps, but since 1986, Toyota has released a 5-speed modification of this automatic transmission under the A350 index. The manufacturer installed such boxes everywhere on 4Runner, Supra, premium Lexus (GS, LS) cars, etc.

In terms of reliability, the five-speed automatic is no worse than the previous version, except that, for example, after 500 thousand km it will be necessary to replace the oil seals. After such a repair, the unit travels another 500 thousand km.

What is the result

As you can see, an automatic transmission can not only have a great resource, but turn out to be ultra-reliable and survive not only the engine, but the entire car. Moreover, the maintenance and repair of such automatic transmissions also does not cause any special problems.

During the development and production of such units, the main emphasis was on the service life, these automatic gearboxes met all the requirements of the car manufacturer, were fully combined in their technical characteristics with the power units that the plant installed on its models.

Unfortunately, at the moment the automatic transmissions discussed above are out of production. Probably, their reliability is contrary to the current policy of all global automakers. However, if you need to buy a used car, there is still a chance to find a car equipped with one of the above automatic transmissions.

In this case, the presence of such an automatic transmission can be a big plus in a used car. If such a box is broken for one reason or another, you can either repair the existing one or buy it in good condition.

Which automatic gearboxes are the most reliable

So, let's talk about the most reliable automatic transmissions, which motorists often call "indestructible". These are such gearboxes that, due to their reliability, calmly nurse at least 300 - 350 thousand kilometers or more without repair.

To answer the question of which automatic transmissions are the most reliable, you should start with the ZF5HP. This is a five-speed automatic transmission, was released in 1992. The box was produced in various modifications, the automatic transmission was created for different cars with a longitudinal engine. Basically, this machine was developed and produced for BMW cars with powerful engines for 8 and 12 and twelve cylinders.

In addition to BMW, this automatic transmission was installed on premium cars of the Aston Martin and Bentley brands. In 1996, one of the improved modifications of the ZF5HP24 automatic transmission was installed on the famous Land Rover and Jaguar models. This automatic transmission is durable and able to "digest" a torque of 600 N.m.

Next on the list for reliability is the 5L40E automatic transmission. Automatic transmission manufacturer General Motors (GM). The 5L40E box had five steps and was able to go up to 500 thousand km without repair. This unit has been produced since 1998, it was installed mainly on cars of the BMW 3 series, Cadillac, etc.

Next comes the legendary Japanese five-speed automatic transmission A750F manufactured by Toyota. This box has the glory of not being killed by the machine, it is known for the Toyota Land Cruiser, Lexus models. Statistics show that these gearboxes last more than 600 thousand km without major repairs.

We also recommend reading an article about which car engine is the best. In this article, you will learn about the outstanding engines in passenger cars and SUVs that have made a significant contribution to the development of the automotive industry.

Closer to the end of the list of outstanding automatic transmissions in terms of reliability is the automatic transmission Mercedes722.4. A Mercedes box with an index of 4 can be safely called eternal. This machine outlasts the cars themselves, as the unit serves about 1,000,000 km. without repair, subject to timely maintenance.

The leader of the rating was a 4-speed Japanese automatic transmission A340. This reliable automatic transmission is able to cover 800,000-1,000,000 km, without much attention in the service. The box is universal, it was installed on cars with front and rear wheel drive, as well as on all-wheel drive versions of cars.

In terms of reliability, the five-speed automatic is no worse than the previous version, except that, for example, after 500 thousand km it will be necessary to replace the clutches and seals. After such a repair, the unit travels another 500 thousand km.

What is the result

In this case, the presence of such an automatic transmission can be a big plus in a used car. If such a box breaks down for one reason or another, you can either repair the existing one or buy a contract automatic transmission in good condition.

Automatic transmissions failed the reliability rating

A major American edition of Consumer Reports conducted a large-scale online survey about problems with the reliability of cars, which was attended by 740,000 people at once, writes "Behind the wheel". The main topic of the study was the unreliability of multi-speed automatic transmissions, "robots" with two clutches and CVTs.

"We've seen complex transmission failures on a number of brands. Many vehicles require repair or replacement of the unit due to shifting jerks or slipping of the CVT belt," Jake Fisher, head of automotive testing at Consumer Reports, outlines the problems.

Fiat Chrysler Automobiles concern cars became one of the outsiders. So, Fiat 500L and Jeep Cherokee entered the top five because of problems with the new 9-speed ZF automatic. Cars of the Chrysler brand did not rise above 22nd place, Dodge became 23rd, Ram pickups took only 26th place.

Low ranking data also showed the Ford Fiesta and Nissan Pathfinder. And the premium brand Acura, which began to equip its cars with a 9-speed hydromechanical automatic transmission and a “robot” with two clutches, lost 7 positions at once and took only 18th place. And in December 2014, the company stopped sales of the TLX sedan due to problems with the 9-speed automatic.

The list of the most reliable "two-pedal" cars includes Lexus, Toyota and Audi. Kia also unexpectedly entered the top ten (6th place, after Mazda and Subaru), overtaking Honda for the first time, which became eighth. The "positive" rating also includes Buick, Hyundai and MINI.

1.	Hyundai Solaris
2.	Kia Rio
3.	Toyota RAV4
4.	Toyota Camry
5.	Volkswagen Polo
6.	Nissan X-Trail
7.	Nissan Qashqai
8.	Kia Sportage
9.	Skoda Octavia
10.	Toyota Land Cruiser 200

At the top of the ranking are the most popular cars, at the bottom - less popular ones. Hyundai Solaris sold 18.5 thousand units, Kia Rio sold 13.1 thousand units over the past year, and Toyota sold 10.3 thousand RAV4s in Russia. Toyota Land Cruiser 200, which closes the top ten, was purchased by 4.3 thousand Russians.

Sibdepo decided to find out what is the reliability of automatic transmissions of the cars presented in the rating. The fact is that the appearance of "variators", DSG and various Power Shift with two clutches, stereotypes about their unreliability and expensive repairs are multiplying. And even simple four-speed torque converters are “worse than mechanics” for many motorists.

We turned for advice to experts who repair and service cars of foreign brands - these are Bizon and Hokkaido car services. They advised me to contact "one very good specialist." True, he wished not to give his name. But we assure you, you can trust a person - he has been repairing gearboxes for 12 years.

“Machines with reliable boxes ended back in 2000,” says the master. - The resource of the current automatic transmissions, as a rule, does not exceed 100 thousand kilometers.

Hyundai Solaris and Kia Rio

“Hyundai Solaris and Kia Rio look good against the general background,” the expert believes. - The boxes are surprisingly strong. I put them in one row, since by and large the units are the same. Both brands are part of a single auto concern.

Updated 6-speed automatic transmissions of its own design by the Hyundai Motor Group, which also includes Kia Motors Corporation, began to install in Rio in 2015, in Solaris in 2014. Of the complaints, motorists usually mention too short gears, but praise for reliability and adequate dynamics.

Toyota RAV4

As for the crossover from Toyota, the RAV4 may well travel up to 150 thousand kilometers.

“Depreciation of the checkpoint will eventually be capital. In the sense that not individual nodes will fail, but everything and at about the same time. The metal itself is rather weak. Well, plus everything, this is a variator, and it is difficult to repair it. ”

Toyota Camry

“I can’t say anything about eight-speed automatic transmissions, but there is something about six-speed units. In principle, if the engine is not strong, then the Camry box will pass 250 thousand kilometers. But if there are 3.5 liters under the hood, then with active pedaling, the limit will be close to the 100,000 km mark.

Volkswagen Polo

“I haven’t had to repair them yet. I think this is due to the fact that the repair of such a box can result in an amount of about 80 thousand rubles. And sometimes they “die” at 60,000 kilometers.”

Nissan X-Trail, Nissan Qashqai, Kia Sportage

“Boxes on Nissan usually reach 200,000 kilometers without difficulty. The automatic transmission on the Kia Sportage, which is ranked under the Nissan, differs slightly from the transmissions on the Hyundai Solaris and Kia Rio, so the unit is also quite reliable and quite simple.”

Skoda Octavia

Ninth line - Skoda. This brand is part of the WAG group, so the same units are installed on Czech cars as on Volkswagens, for example. So on Octavia, the engine is connected to the wheels through the same DSG.

Toyota Land Cruiser 200

“Now the Cruisers are equipped with automatic transmissions that are weaker than before, but up to 500,000 such a unit leaves without problems. Another question is that the engines of these machines do not always cross the line of 250 thousand kilometers, ”the expert concludes.

But among this mass of sobering data, there is one significant plus. If the transmission of a new car breaks down, the repair is covered by the warranty.

The decision to buy or repair every motorist himself. Considering that the market as a whole is moving by leaps and bounds towards the concept of “set life”, which allows you to sell machines more often and earn more, the recommendation is simple:

“You need to change the oil every 50 thousand kilometers. Regardless of the type of gearbox, and even if the manufacturer does not give such recommendations. Since it is unprofitable for him that motorists drive one car for a long time. Producers are interested in selling more.”

Text: Ivan Teltevsky.

sibdepo.ru

TOP-5 most unreliable automatic transmissions

1. Automatic transmission AL4 (DP0): Renault, Peugeot, Citroen

As a matter of fact, successful automatic transmissions from French manufacturers were rare. Automatic transmission AL4 is another confirmation of this. This transmission is installed on many Renault, Peugeot and Citroen cars. While the car is new, subject to careful and competent operation, the box will last its 80-90 thousand km, then expensive troubles are expected. By this time, dirt accumulates in the box in the filter and valves of the valve body and solenoids, as a result of which a chain reaction begins with loss of oil pressure. Therefore, after 150-200 thousand km, you need to change the oil and, ideally, repair the torque converter with the replacement of the blocking pad, which is usually eaten to the very adhesive layer.

If this is not done, the new filter will become clogged almost immediately, and operation with the clutch lock-up friction worn to iron leads to breakdown of the torque converter and overheats the oil and box. Consequences - expensive overhaul.

However, AL4 has one plus - it is easy to repair, and any service will be able to cope with its restoration.

2. Automatic transmission 722.6: Mercedes

Mercedes automatic transmission is one of the most unreliable gearboxes. Most of the problems are due to insufficient lubrication of the planetary gears, which occurs due to low oil levels or a clogged cooling radiator. As a result, the entire planetary gear set may suffer, as a result, when driving, the driver feels jolts and slips. Due to frequent overheating, the most fragile and complex thing fails - an electrician, in particular, an electric board with speed sensors. He does not like overheating and the automatic transmission control unit, after its failure, the box operates in emergency mode. The automatic transmission filter 722.6 is installed cheap and disposable. One layer of thin (1.4 mm) felt clogs quickly, so you need to change it often.

3. Automatic transmission 09D (TR-60SN): Volkswagen, Porsche

A fairly common automatic transmission from the Japanese company Aisin was originally designed as "indestructible", but everything turned out differently. Before repair, the TR-60SN takes care of no more than 80 thousand km. A typical gearbox malfunction on VW concern machines is that due to overheating of the oil and burning of the friction lining of the fluid coupling, the hydraulic valve plate with solenoids clogs and fails. It is also recommended to replace the wiring harness on "aged" vehicles in box 09D.

By the way, the owners of the first VW Touareg have to repair Volkswagen automatic transmissions especially often - already after 10-15 thousand km. The design flaw was a huge gap in the spline connection in the oil pump, because of which the box was terribly noisy, and its work led to the cutting of the splines on the gears.

The modified version of the TF-60SN box is more reliable, but everything also suffers from overheating, which is why the main structural elements of the box quickly become unusable. There is too little oil, bushings and planetary gears turn, friction increases. For these transmissions, the masters recommend various measures to improve the cooling of the automatic transmission, for example, installing an additional radiator.

4. Automatic transmission 5L40E: BMW

The owners of the BMW X5 in the back of the E53 with "love" can tell a lot about the 5L40E automatic transmission. There are a lot of diseases in this box. For example, due to malfunctions in the operation of the thermostat, the torque converter suffers a lot. Clutches burn out: more often - the Direct package, and less often - Forward. Oil contaminated with friction combustion products and other dirt leads to problems with the pump and valve body. However, the automatic transmission torque converter itself is the weak point of the box. Due to the frequent forced activation of the fluid clutch lock in low gears (the computer saves fuel and takes care of the environment - the requirements of Euro-4 standards), the friction lining burns out and falls apart, chips and other debris enter the oil pump, disabling it, pressure drops oil, which adversely affects the pump and valve body of the box, as well as solenoids and other automatic transmission components. As a result, everything ends with a major overhaul of the BMW automatic transmission.

5. Automatic transmission ZF 6HP26: Jaguar, Audi, BMW, Land Rover

The design of this box is not very successful, the engineers wanted the best, but it turned out that the owners of cars with such transmissions became frequent guests at the service. A common cause is a malfunction of the mechatronics unit (Mechatronik). This unit, using the friction of the clutch frictions, directly connects the input and output shafts of the torque converter, without waiting for the equalization of speeds, which usually occurs closer to 60 km / h. Naturally, the lower the speed of the machine, the greater the heating, and, hence, the abrasion. And also such work of mechatronics signs the sentence on the torque converter clutches (after 100 thousand km) and oil, which, having become contaminated with graphite dust, begins to literally eat up materials, valve body and solenoids.

The Audi automatic transmission is afraid of hot weather: the oil temperature from the high temperature outside, traffic jams and sports acceleration quickly reaches 140-150 degrees, which ages the mechatronics units. First, the solenoids fail, then the spool valves of the valve body, then the torque converter.

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Which automatic transmission to choose (what are automatic transmissions): robotic, CVT, torque converter

A more correct name would be - a manual transmission with automatic clutch, since only the number of pedals makes it related to the "automatic". "Robot" completely repeats the scheme of operation of a conventional manual gearbox, with the only difference - two servos are engaged in clutch release and gear shifting, under the control of an electronic unit. Moreover, the automatic gear shifting mode is secondary.

The robotic transmission has in common with the “mechanics” that gear shifting occurs with a break in the flow of torque, which is expressed in pauses-dips during acceleration.

On a conventional manual transmission, this failure also exists, but at this moment the person behind the wheel is just busy with the process of depressing the clutch and turning off / on the desired gear. And when the automation does everything for the driver, attention is focused on the “pause” and a feeling of this failure is created.

However, this effect can be combated. First of all, you need to forget about the automatic mode, like a nightmare, and shift gears yourself with the obligatory (!) Regassing: unpleasant dips will be reduced to a minimum, or even disappear altogether.

In addition, the "robot" requires a mandatory shutdown in neutral at each stop for more than a few seconds, saving the clutch from overheating. The “robot” will not allow to slip for a long time, leaving, for example, from a snowdrift, notifying the owner with the smell of a burnt clutch and going into emergency mode.

Why is such a transmission needed at all? Of course, there are advantages too. Firstly, this is, of course, a moderate price of a “robot”, compared to full-fledged automatic transmissions: the cost of such a transmission as an option usually does not exceed 25,000 rubles. Secondly, moderate fuel consumption, which remains at the level of a car with a conventional manual transmission.

Also, some manufacturers equip “robotized” cars with paddle shifters that allow you to change gears very quickly, winning in dynamics even from the same car equipped with a manual “box”.

But, in general, the disadvantages of such a transmission as an “automatic” overlap the advantages. Although some manufacturers stubbornly continue to equip some of their models with robotic gearboxes, gearboxes of this kind are becoming obsolete in the last years of their existence, giving way to second-generation robotic transmissions.

Examples of cars with a robotic gearbox:

Peugeot 107/Citroen C1 (2-Tronic)

Opel Corsa 1.2 (EasyTronic)

Preselective gearbox

www.kolesa.ru

Which automatic transmission is the most reliable

When choosing a vehicle, potential car owners pay attention to how long the engine and gearbox are designed for. The main characteristics of reliable automatic transmissions should be considered.

Advantageous features of automatic transmission

Automatic box diagram

Reliable automatic transmissions

What automatic transmissions are the most reliable? Automatic gearboxes vary in resource. The following versions are designed for a maximum of 700,000 km of run:

According to experts involved in testing vehicles where these transmission options are present, the A340 model is recognized as the most reliable automatic transmission.

Repair of the box may be needed even before the specified period, if the car was operated in difficult conditions, due to which the clutches and oil seals wear out. These consumables must be replaced.

If you adhere to a measured driving style, timely diagnose the speed box, at least 450,000 km of run can run, the following options can function:

Toyota A750;
4F27E(FN4A-EL) for Mazda or Ford;
Jeep A904;
ZF 5HP 24/30.

It is necessary to characterize the features of each of the listed models.

Gearbox for Toyota, Ford, Mazda, BMW

Automatic transmission for Volvo, Opel

AW 55-50SN / 55-51SN

AW50-40LE (4 st.)

A340 (Aisin)

Expensive types of automatic transmissions to maintain

What speed boxes are not reliable, expensive to maintain? Among the types of automatic transmissions that are expensive to maintain, the following versions should be distinguished:

Jatco JF011E;
Audi DL501;
LUK 01J.

Jatco JF011E Audi DL501 LUK 01J

prokpp.ru

Automaton Clash: Box Comparison | Magazine Popular Mechanics

When buying a car with an "automatic", be sure to specify - with which one. The monopoly of boxes with torque converters is a thing of the past. Today, "lazy" drivers will have to choose between a hydromechanical gearbox, a variator, a "robot" or a high-speed DSG "robot". Popular Mechanics tested four types of gearboxes and drew its conclusions.

DSG is two robotic gearboxes combined in one unit. One is responsible for even gears, the second for odd and reverse gear. The clutch is made up of two sets of friction clutches - external and internal, which are immersed in a common oil bath.

When the "even" box is working, the desired gear is already included in the "odd" one. When one of the clutch sets opens, the other closes simultaneously with it. This ensures almost instantaneous gear changes: the connection between the engine and the wheels is only interrupted for a matter of milliseconds, when one clutch is already almost open and the other is not yet completely closed.

V-belt variator

Let's clarify right away, we are not fans of automatic boxes. But although all the editors of the magazine drive cars with manual transmissions, in "traffic jams" we are visited by the thought - why all this acrobatics with two legs and a hand, if you can do with one right. Indeed, over the past decade, not only new types of gearboxes have appeared, but traditional ones have also progressed noticeably. We decided to find out which of the “automatics” we were ready to change from the “mechanics” to, and drove four new cars with four different gearboxes to the parking lot of the publishing house.

The price of tradition

Mitsubishi Outlander XL, as usual with the Japanese, is the continuer of old traditions. True, not Japanese, but American. The hydromechanical transmission that is used on this car is a genetic descendant of the "automatic machines" that were installed on Cadillac cars in the 1930s. Communication with the engine, like theirs, is carried out through a torque converter, and the gear ratio is changed using a planetary gear.

It seems strange that the hydromechanical box, which was the first to become a mass device, is technically much more complicated than other designs. But this is easily explained: in fact, the variator and the "robotic" box were invented before the "hydromechanics". It’s just that the technologies of that time did not allow such boxes to be made sufficiently reliable and inexpensive, so for another half a century hydromechanics remained a monopolist in the market of “lazy” drivers.

The main thing you need to know about a torque converter is that, unlike a fluid coupling, it consists of three, not two, impellers. This feature (we will not go into the subtleties of hydrodynamics) allows the torque converter to increase torque, which is extremely convenient in some modes - for example, when starting a car. In theory, a car could do with just one torque converter, but the trouble is that with large gear ratios, the efficiency of its work is greatly reduced. This is what forces manufacturers to additionally use a planetary gearbox to change the gear ratio.

Nevertheless, this scheme looks extremely wasteful. Therefore, in most modes, one of the impellers is blocked at the torque converter. This turns it into a more energy efficient fluid coupling. As a result, the average efficiency of such a transmission already reaches about 85-90%. Before the fuel crisis of the late 1970s, this figure was quite suitable for consumers. But with rising prices, automatic transmission manufacturers had to resort to additional tricks. Now the transformers were not just turned into clutches, but mechanically blocked - the pump and turbine wheels were rigidly connected by a friction clutch. Moreover, if at first such a lock was used only in higher gears, then on some "automatic machines" the wheels of the transformer began to be blocked in all gears except the first. Hydromechanical "automatic machines" became even more perfect with the advent of electronic control in the late 1980s. The optimum shift point could now be selected more precisely, taking into account, for example, changes in vehicle weight or the driver's driving style. Such adaptive devices collect statistics for some time, and then, recognizing what type the driver belongs to, follow his lead: they shift gears at higher speeds if the owner likes to drive, or at lower ones, reducing fuel consumption for a calm driver. There is also an alternative approach: the driver can choose one of the possible gearbox operation algorithms - economical, sporty, winter ... At the same time, the number of steps in hydromechanics increased, and at the same time, surprisingly, its weight and dimensions decreased. So in the 21st century, such a box entered greatly improved and elaborated. But can years of refinement protect the traditional machine from the attacks of daring newcomers? Having driven the 220-horsepower Mitsubishi Outlander XL, we came to the conclusion that the days of hydromechanical transmission are numbered. Although in general the box made a rather pleasant impression, we did not find strong arguments in its favor. Of course, this is the most mature design of all the “automatic machines”, and the opinion of mechanics who recommend not to mess with newfangled variators and “robots” is perhaps worth listening to. But at the same time, it is the most gluttonous of all the “automatic machines”. Therefore, on the 170-horsepower version of the same model, instead of "hydromechanics" there is a variator. It probably would have been on our powerful Outlander, but one of the drawbacks of CVTs still limits their scope. The fact is that they are afraid of large torques.

Connoisseurs of smoothness

Nevertheless, it must be admitted that significant progress has been made on this issue over the past decade. If ten years ago the most powerful production car with a CVT was a 114-horsepower Honda Civic, today continuously variable transmissions can already be found on cars with engines with more than 200 hp. True, such indicators are achieved through technical tricks and a noticeable increase in the cost of units, therefore, on very powerful cars, the variator is still the exception rather than the rule.

Automotive designers have been moving towards a continuously variable transmission for a long time, realizing that in this way it is possible to ensure the operation of the engine at the most favorable speed in all modes. Therefore, in the States, a patent for a variator was received back in 1897. True, for the first time on a serial passenger car, a V-belt variator appeared only in 1958 - it was a small 20-horsepower DAF 600 sedan. The gear ratio was changed by two pulleys with sliding conical halves interconnected by a belt. When the halves of the drive pulley were as far apart as possible, and the driven pulley halves were shifted, the variator provided a lower gear, otherwise a higher one. The variator at that time did not go to the masses: its efficiency was low, and reliability was also unimportant. Therefore, continuously variable transmissions were forgotten - until they reappeared in Japan in the late 1980s. From that moment begins their current automotive history. Variators progressed rapidly. So that they can work with high torque, previous designs have been improved. So, the Audi division began to use a wedge-shaped chain instead of a belt, and Nissan designers developed a torus variator. Our test car, the Nissan X-Trail, has a conventional M-CVT V-belt. Today he will be able to cope with a 169-horsepower engine. The remarkableness of this unit is that it is equipped with a "knob" that allows you to choose one of six fixed gear ratios. However, it seemed to us to be pampering: after all, the operation of the variator in automatic mode causes practically no complaints. True, you will have to come to terms with the fact that the engine will live its own life, but, unlike earlier designs, this does not put pressure on the psyche. On the predecessors, having squeezed the gas pedal, one could encounter an amazing situation: the car accelerated, keeping the engine speed at the same frequency, and it seemed to the driver accustomed to an ordinary car that his clutch had slipped. On our car, in the intensive acceleration mode, the frequency of the engine still varies, resembling the behavior of a car with "hydromechanics".

Due to the fact that with a CVT the engine often runs at optimal “economical” speeds, a car with “mechanics” consumes more fuel: 13 liters per 100 km in the urban cycle versus 12 liters for the CVT. True, the variator loses in dynamics - 10.3 s to "hundreds" versus 9.8 s for the "mechanics" - probably due to the smaller range of gear ratios and large energy losses in the transmission. Despite this, the variator received high marks, but the “robotic” box received the worst.

Narrow robot

We’ll make a reservation right away: we tested a 77-horsepower Fiat Punto with the simplest “robotic” box. On high-speed cars, such as Ferrari or BMW sports M-series, there are also “robots”, but much more advanced, changing gears in less than a tenth of a second. We decided to focus on the simplest “robot”, because today cars with such boxes are wildly popular. The reason for this popularity is cheapness: "robots" are not only more affordable than hydromechanical transmissions, but also consume less fuel. Many, when buying a car, do not even realize that a “robot” is installed in it, and not the usual “automatic”, - they are often disappointed. The principle of operation of the “robot” is simple: it is a “mechanics” that is controlled not by a driver, but by an automatic machine - it squeezes the clutch, puts in the right gear, in general, does everything that the driver used to do. But if the “hydromechanics” shifts gears smoothly, without tangible jerks, then in a simple “robot” they are inevitable. The most unpleasant thing is that during intensive acceleration, the connection between the engine and the wheels can break at any moment and for a long time. Therefore, the "pen" on the Punto was indispensable. When driving in manual mode, the driver can at least choose the moment of switching and prematurely release the gas. At the same time, it is still more convenient to move at speed in a car with “mechanics”. Of course, you will have to keep your left foot busy, but the time for changing gears will depend on the driver himself, and not on the capabilities of the “robot”. In traffic jams, the “robot” is also not ideal: to move off, it’s not enough just to take your foot off the brake pedal, like in a car with a traditional “automatic”, you also need to press the gas. It can be simply unsafe to perform active maneuvers in automatic mode on this box. But not all “robotic” gearboxes are the same: during the test, we tested the innovative DSG (Direct-Shift Gearbox), which Volkswagen designers launched into mass production at the beginning of this century, and were impressed by the speed of its switching.

Two boxes, two clutches

The remarkableness of the DSG transmission of the Volkswagen Passat test station wagon is that two robotic three-stage boxes were combined in one unit. One controls the inclusion of even gears, the second - odd. At the same time, each of the boxes has its own clutch: when changing gears, one opens, the other closes. When the gear is engaged in the first box, the next is already ready in the other. This is what allows you to reduce the switching time to the manufacturer's declared 8 ms when moving up! When going down, more time is needed: this is due to the fact that first it is necessary to align the speeds of rotation of the engine and gearbox shafts.

How quickly the Passat changes gears is very noticeable when driving: even if you drown the pedal to the floor, the shifts will be felt, but they will pass without jerks and jerks. The speed of the DSG provides exciting dynamics: it accelerates to “hundreds” in just 7.2 seconds.

It is curious that a car with DSG starts moving in the same way as a car with a hydromechanical transmission - when you take your foot off the brake pedal. True, a little less confident - this is obviously due to the fact that a car with DSG is deprived of the help of a torque converter that increases torque.

The results of our test are as follows: the variator and DSG were recognized as the most worthy alternatives to the “mechanics”. The hydromechanical transmission showed itself in the test, as we expected, with dignity, if you close your eyes to the higher fuel consumption. In an era of rising gasoline prices, this is a significant drawback. Well, the usual Fiat "robot" disappointed us: if we had decided to buy this 77-horsepower car, we would have bought it complete with "mechanics". It is better not to save on safety for the sake of dubious comfort ...