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Old 10th January 2011, 19:05   #46
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Default Re: The story of automatic evolution. Written A/T matically by !xobile

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Originally Posted by sidindica View Post
This unique 4 speed gearbox, had the usual P (parking), R (reverse), N (neutral), D (drive), 2 (mode for more power while overtaking) and L (low range for hill climbing) and was also equipped with a lighter, high performance torque converter to ensure a better balance between power and mileage.

[/b]2005 saw another upgrade when the epsilon-2 motor was upgraded with alloy heads and a rollifinger camshaft and was christened as the eRLX AT.
What's the Japanese connection Sid?

Also, on the Epsilon-2 ...do you mean alloy block, because cars all cars have had alloy heads since the 80s.
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Old 10th January 2011, 19:15   #47
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What's the Japanese connection Sid?

Also, on the Epsilon-2 ...do you mean alloy block, because cars all cars have had alloy heads since the 80s.
The santro's 4 speed AT box was designed in collaberation with a Japanese transmission specialist, cannot recall the name. Their technology was adopted for the same. It was mentioned on ACI issue of either Feb or march 2003, on the same issue which featured the JD power report and a first drive report of the palio D 1.9.

I stand corrected, could be a typo. Epsilon was the original 999 cc engine in the santro, epsilon-2 was the bored out version with 1086 cc and epsilon-3 featured alloy block and ROCAM tech. Epsilon 3 is called eRLX. A modified version of the same engine was used in the i10 1.1 badged as IRDE with more power and torque due to different cylinder head and gasket design and was tuned for the heavier i10. The same motor featured a polished and powder coated head and an increased power of 2 ps. This motor is called IRDE-2 and features in the i10 facelift introduced in 2010.

Last edited by sidindica : 10th January 2011 at 19:17.
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Old 10th January 2011, 19:42   #48
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Default Re: The story of automatic evolution. Written A/T matically by !xobile

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The santro's 4 speed AT box was designed in collaberation with a Japanese transmission specialist, cannot recall the name. T
The Japanese specialist would be JATCO. The gearbox was JF402E, the later versions were JF405E, though I am not sure which version the Santro's sported. Interestingly Suzuki's kei cars in Japan used the same gearbox, wonder why they never got it to India!
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Old 10th January 2011, 22:10   #49
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Default Re: The story of automatic evolution. Written A/T matically by !xobile

JATCO is more of CVT specialist. Aisin is what I had in mind.
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Originally Posted by sidindica View Post
The santro's 4 speed AT box was designed in collaberation with a Japanese transmission specialist, cannot recall the name. Their technology was adopted for the same. It was mentioned on ACI issue of either Feb or march 2003, on the same issue which featured the JD power report and a first drive report of the palio D 1.9.

I stand corrected, could be a typo. Epsilon was the original 999 cc engine in the santro, epsilon-2 was the bored out version with 1086 cc and epsilon-3 featured alloy block and ROCAM tech. Epsilon 3 is called eRLX. A modified version of the same engine was used in the i10 1.1 badged as IRDE with more power and torque due to different cylinder head and gasket design and was tuned for the heavier i10. The same motor featured a polished and powder coated head and an increased power of 2 ps. This motor is called IRDE-2 and features in the i10 facelift introduced in 2010.
Also at some point they added a knock sensor to the Epsilon. I think that was with the eRLX.
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Old 11th January 2011, 00:21   #50
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Default Re: The story of automatic evolution. Written A/T matically by !xobile

The first automatic I drove in belonged to my firm's CEO back in 2000- an Opel Astra. He gave me a ride from office and couldn;t stop raving about it- that day began my love affair with slushboxes.

Was able to drive an AT soon after, on my first visit to the US. Drove a friend's Passat (awesome!), another friend's old Buick or Oldsmobile or some such (awesomer!) and some Ford Escorts from Budget car rental (meh!)

Back in India, did not drive one till about 2003 when on a trip to Chennai, my friend's fiance got pulled over and chastised gently (She was well connected) for not having a license, so I had to drive. An OHC CVT- sheer delight!

Recently TDed the Vento AT before booking it. Was sorely tempted to TD the Cruze AT and Laura DSG but resisted cuz I may well have succumbed and gone wayyy over budget!

Thanks Sid for this thread. Slushboxes we love! May their tribe increase.
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Old 12th January 2011, 15:57   #51
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Default Re: The story of automatic evolution. Written A/T matically by !xobile

Sid great thread.

AT's today tend to have more gears (normally 1 more) than manuals (case to point Laura, Superb, E-Class) 6,7,8 gears and are more fuel effecient than manuals.

Earlier AT were less fuel effecient compared to MT for a primary reasons than we had 3 or 4 speed boxes in AT while the MT was 5 speed.
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Old 12th January 2011, 16:47   #52
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An OHC CVT- sheer delight!
OHC AT was not CVT
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AT's today tend to have more gears (normally 1 more) than manuals (case to point Laura, Superb, E-Class) 6,7,8 gears and are more fuel effecient than manuals.

Earlier AT were less fuel effecient compared to MT for a primary reasons than we had 3 or 4 speed boxes in AT while the MT was 5 speed.
Main reason for ATs to be less fuel efficient is the presence of a torque converter which contributes to power loss.
Another reason is, ATs tend to come to lower gears more often then we do go to lower gears in the manuals.
More number of gears should improve but cannot eliminate this issue altogether.
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Old 14th January 2011, 18:44   #53
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CHAPTER 5.
CONTINUOUS EVOLUTION OF VARIABLES.


2 KM pe Jhagda.
10 KM pe hathapai.
25 KM pe shanti.
aur
30 KM par romance.
Woh haathon kaa milna humne sambhal kar rakha hai kahin.
Use banaa lo apna.

It can only happen if you hold her soft, cozy and a comfortable hand. Perhaps thats what is called as a bond. A bond called love, eternal love. Perhaps love is a continuous evolution of variables. Its not fixed, there are no two sides to the same coin. Toss it and you either get heads up, or tails down. No, nothing to bog you down, but perhaps, AT transmissions are like love stories. Call it a continuous evolution of variables, or call it a continuously variable transmission or popularly known as a CVT.

Simply put, A continuously variable transmission (CVT) is a transimssion that can change steplessly through an infinite number of effective gear ratios between maximum and minimum values. This contrasts with other mechanical transmissions that offer a fixed number of gear ratios. The flexibility of a CVT allows the driving shaft to maintain a constant angular velocity over a range of output velocities. This can provide better fuel economy than other transmissions by enabling the engine to run at its most efficient revolutions per minute (RPM) for a range of vehicle speeds. Alternatively it can be used to maximize the performance of a vehicle by allowing the engine to turn at the RPM at which it produces peak power. This is typically higher than the RPM that achieves peak efficiency.

So unbelievable, it will leave you speechless, Isn't it? Or perhaps, that's what was proclaimed when Honda launched its revolutionery all new City I-DSI CVT in late 2003.
Welcome to the world of user friendliness. Its responsive, efficient and refined twin spark I-DSI engine with 77 hp and 12.5 kg-m torque makes city driving extremely user friendly. No longer a chore, CVT works seemlessly and keeps engine RPM constent, whatever the driving style may be.
The new city was a radical departure from being an enthusiast's driving machine to a practical family oriented urban commuter, perfectly justifying its name tag. Competitors loathed, the public went berserk and aghast over the car but the market gave its answer. 4 months waiting and later, the best selling sedan in its class, with the CVT also being in good demand among the ladies. Later facelifted and upgraded to City ZX, it was known for its excellent fuel efficiency (for an AT car) and about 12-13 kmpl was easily achievable. This car changed the way India looked at automatics.

In contrast to the people's CVT car, Nissan launched the country's first CVT luxury sedan, the teana, in 2007. 2.5 V6 and priced at 27 lakhs, it was a sales disaster but Nissan's VQ motors and CVTs were receiving good reviews worldwide. A better version of the aforementioned gearbox was launched in the new redesigned teana in 2009 and was a much better behaved car on the road as compared to the previous one. Sales for this model, too was slow.

Meanwhile, convectional automatics were also launched in multiple cars.
  • toyota camry, 2004, facelift, 2.4 I-4 with 145 ps approx, 4 speed AT
  • All new camry in 2006, with an upgraded 2.4 I-4 with 167 ps and a 5 speed ECT AT. The same car was facelifted in 2009.
  • skoda superb, the old one, 2004, with a 6 speed tiptronic.
  • An all new Sonata with 2.4 VVT theta petrol, 4 speed H-matic tiptronic.
  • The country's second upper D segment diesel automatic was launched in 2007 with the sonata embera CRDI, 2.0L, 150 ps.
  • The same car was facelifted in 2009 as the sonata transform with upgraded dual VVT (first in class) petrol and carryover diesel motors. The petrol AT was discontinued whereas the diesel AT was carried over.
Perhaps while maruti struggled with Wagon-R AT, Hyundai's santro AT sold decently till end 2008 when it was phased out.
The new global Hyundai kei-car, the i10 was launched in October 2007. Initially (on paper) the automatic transmission was made optional in 1.1 era IRDE variant but that car never saw the light of the day in the Indian market. It was in july 2008 when Hyundai unveiled its all new kappa engine, the i10 automatic saw light of the day.
Carrying over the same JATCO engineered (thanks to BHPian Volt for the name) 4 speed AT transmission, it was unveiled in magna, sportz and asta variants in conjuction with the 1.2 16V DOHC kappa motor with 78 hp. Sales were brisk but slowed down as owners complained of single digit fuel efficiency, though some exceptions are always there. While the motor was a delight, it lacked bottom end power and was tuned more for the top end cruising. The addition of VTVT tech on the facelifted I10, unveiled in end 2010, has helped matters to some extent. Still, i10 was the only kei-car to be available with a competent 4 speed AT transmission...until this car stopped at something..or should we say...stop at nothing.

A star is born..or should we say, a fading star is re-born. Maruti's latest global kei-car, the A-star was a sales disaster, To improve sales, MSIL recently launched it in (hold your breath) an 4 speed AT version in 2010. Competitively priced and with ABS standard (at least on paper), unllike the i10 for which you need to chell out Rs. 1.5 lakh more in the ASTA, this car is not actively promoted but somehow has been launched just to have a product for the name sake. 3 pot motor and a cramped rear space can limit appeal, but it should make perfect sense for singles as a second or a third city car. This transmission to has a convectional torque converter and is expected to return decent mileage figures considering its light weight and a 3 pot engine.
The wagonR AT was finally retired in 2010 when an all new BS 4 model replaced the original 1999 launched tall man. With the transmission in place on the a-star, a wagonR AT would actually make a much more perfect sense.

Sadly, India loves diesels and there is no diesel hatchback with an AT gearbox available as option, despite 8 hatchbacks vie for the same pie.

As to make amends, Hyundai launched its 2009 verna (first facelifted) with a CRDI motor mated to an AT and ABS as standard (SX AT). 1498 cc, 110ps and the convenience of an AT, with diesel economy and good performance would have made it a perfect family sedan. Yet, sales are modest at best, again due to its old power sapping 4 speed autocog, and absence of airbags in a 10 lakh rupee sedan, more so with the transformed (second facelift in 2010) looks. The all new verna RB should make the much needed amends when it hits showroom floors this april.

The premium hatch segment too only has only one automatic option-the Hyundai i20 1.4. The 1.4 gamma engine with VTVT and 100 ps power mated to the same 4 speed AT box is ideal again, as a sedan complimenting hatch. But priced at north of 8.5 lakhs OTR, it has seen very limited numbers. A CRDI motor mated to the AT gearbox would make a much better sense.

Sense? or sensibility? Perhaps its the sixth sense..or 7,8..whatever sense it is, now, its the number game. A game of insane brutality. Because someone has rightly said, two is better than one. Call it a dual personality, or call it a _________.

Well, keep guessing what word would fill that blank, till then isn't it time to enjoy this cool friday evening with a hot cup of lavasa inside that swanky Fiat showroom and grilling the hapless fiat sales person about the dual logic?

Find out soon, as this revolutionary transmission will shock the automotive world and rock the Indian automobile industry to its core...

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Old 14th January 2011, 21:43   #54
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Default Re: The story of automatic evolution. Written A/T matically by !xobile

What?
SCOOPMASTER!!!! Another of your gifts for your followers?
No torque convertor,no CVT, just pure Automated Manual gearbox a la Ferrari.
This robotised A/T will surely make even M/T love A/Ts.
Expecting it on the Linea, but can't wait to see it on the Punto MJD.
Diesel A/T hatch-Ready market...
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Old 15th January 2011, 04:11   #55
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FIAT dualogic?
I can barely wait buddy!
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Old 15th January 2011, 05:37   #56
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Originally Posted by sidindica View Post
Sense? or sensibility? Perhaps its the sixth sense..or 7,8..whatever sense it is, now, its the number game. A game of insane brutality. Because someone has rightly said, two is better than one. Call it a dual personality, or call it a _________.


Volkswagen's DSG - Direct Shift Gearbox?
Dual Clutch, 2 manual gearboxes in 1 housing working an automatic?
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Old 16th January 2011, 15:49   #57
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Default Re: The story of automatic evolution. Written A/T matically by !xobile

CHAPTER 5.
MIXED DOUBLES. AT ODDS OF EVENS.

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2 Km pe Jhagda.
10 Km pe hathapai.
25 Km pe shanti.
Aur 30 Km pe romance.
Un haathon ka milna, humne sambhal kar rakha hai kahin.
Use bana loon apna.

The key to happiness. For me, and my other half.

A revolution in automatic gearboxes. A gearbox that shatters the myth that automatics can't be fun.
  • Power sapping torque converter? Eliminated.
  • High RPM CVT rubber band effect? Eliminated.
  • Drop in pickup and mileage? Eliminated.
  • Just 4 and 5 speeds? They are ancient things of the past.
Its official. The Clutch is back.
Yes, I say it again, the clutch is back.
But hey, an AT transmission isn't supposed to have a clutch, isn't it?
"Its an automated clutch, in fact it has two clutches."

Two. Yes, two is better than one. The law of duality takes a whole new meaning. The odds are stacked adjacent to the evens, as against them.

Welcome to the world of DSG gearbox. Also called as:
  • Direct Shift Gearbox (DSG)
  • S-Tronic
  • M-DCT (Dual Clutch Transmission)
  • Double Clutch Gearbox
  • PDK (Porsche Doppelkupplungsgetriebe)
and many more terms used by different manufacturers worldwide.

The basics of dual clutch gearbox and some trivia
(courtesy wikipedia):


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A dual clutch transmission, commonly abbreviated to DCT (sometimes informally referred to as a twin-clutch gearbox, double clutch transmission, or similar variations thereof), is a differing type of semi-automatic or automated manual automotive transmission. It utilises two separate clutches for odd and even gear sets. It can fundamentally be described as two separate manual transmissions (with their respective clutches) contained within one housing, and working as one unit. They are usually operated in a fully automatic mode, and many also have the ability to allow the driver to manually shift gears, albeit still carried out by the transmission's electro-hydraulics.

This type of transmission was invented by Frenchman Adolphe Kégresse just prior to World War II, but he never developed a working model. The first actual DCTs arrived from Porsche in-house development, for Porsche racing cars in the 1980s, when computers to control the transmission became compact enough: the Porsche Doppelkupplungsgetriebe (English: dual clutch gearbox) (PDK) used in the Porsche 956 and 962 Le Mans race cars from 1983, and the Audi Sport Quattro S1 rally car.

A dual clutch transmission eliminates the torque converter as used in conventional epicyclic-geared automatic transmissions. Instead, dual clutch transmissions that are currently on the market primarily use two oil-bathed wet multi-plate clutches, similar to the clutches used in most motorcycles, though dry clutch versions are also available.
The first series production road car to be fitted with a DCT was the 2003 Volkswagen Golf Mk4 R32.
As of 2009, the largest number of sales of DCTs in Western Europe are by various marques of the German Volkswagen Group, though this is anticipated to lessen as other transmission makers and vehicle manufacturers make DCTs available in series production automobiles.
In 2010, on BMW Canada's website for the 3 Series Coupe, it is described both as a 7-speed double clutch transmission and as a 7-speed automatic transmission. It is actually a dual clutch semi-automatic.

Overview

In DCTs where the two clutches are arranged concentrically, the larger outer clutch drives the odd numbered gears, whilst the smaller inner clutch drives the even numbered gears. Shifts can be accomplished without interrupting torque distribution to the driven roadwheels, by applying the engine's torque to one clutch at the same time as it is being disconnected from the other clutch. Since alternate gear ratios can pre-select an odd gear on one gear shaft whilst the vehicle is being driven in an even gear, (and vice versa), DCTs are able to shift more quickly than other cars equipped with single-clutch automated-manual transmissions (AMTs), a.k.a. single-clutch semi-automatics. Also, with a DCT, shifts can be made more smoothly than with an AMT, making a DCT more suitable for conventional road cars.

Clutch types


There are two fundamental types of clutches utilised in dual clutch transmissions: either two wet multi-plate clutches which are bathed in oil (for cooling), or two dry single-plate clutches. The wet clutch design is generally used for higher torque engines which can generate 350 newton metres (258 ft·lbf) and more (the wet multi-plate clutch DCT in the Bugatti Veyron is designed to cope with 1,250 N·m (922 ft·lbf), whereas the dry clutch design is generally suitable for smaller vehicles with lower torque outputs up to 250 N·m (184 ft·lbf). However, whilst the dry clutch variants may be limited in torque compared to their wet clutch counterparts, the dry clutch variants offer an increase in fuel efficiency, due to the lack of pumping losses of the transmission fluid in the clutch housing.

Clutch installation


There are now three variations of clutch installation. The original design used a concentric arrangement, where both clutches shared the same plane when viewed perpendicularly from the transmission input shaft, along the same centre line as the engine crankshaft; when viewed head-on along the length of the input shaft, this makes one clutch noticeably larger than the other.
The second implementation utilised two single-plate dry clutches which are side-by-side from the perpendicular view, but again sharing the centre line of the crankshaft.
A latest variation uses two separate but identical sized clutches; these are arranged side-by-side when viewed head-on (along the length of the input shaft and crankshaft centre line), and also share the same plane when viewed perpendicularly. This latter clutch arrangement (unlike the other two variations) is driven via a gear from the engine crankshaft.

The Indian Journey of DSG:

The first car to be launched with DSG was, not surprisingly from a company that pioneered this tech, that is VW group. But it was skoda that got this 'box first. In 2006, Skoda launched its all new second generation octavia, renamed Laura for the Indian market as the old octavia was repositioned in the lower price bracket. With a 1.9L Pumpe duse motor, 105 bhp is not exactly what you expect from a modern diesel motor but the transmission's mechanism and lightning quick gear changes due to computer controlled timing of the double clutches made it very quick, torquey and kept skoda's reputation for amazing fuel efficiency intact. Surprisingly, despite the AT-only option available initially, demand was strong and the car was on a wait.
But this advance technology is not without its share of drawbacks. VW group's DSG gearboxes are too sensitive for our conditions and somehow the typical Indian driving style of varying rpms took their toll and led to premature failures and huge warranty claims. Skoda'a laura too was a victim of it. Though in subsequent years proper driver training and improved reliability has made this gearbox the enthusiast's choice, it's long term reliability is one thing which needs to be proven in our country.
Skoda's poor after sales and lack of customer concern also remains to blame. But till now, the company has enjoyed decent success with the DSG box.
  • The Facelifted laura was offered a DSG gearbox with both a 1.9L 105 hp and 2.0L 140 hp PD engine, the latter in the top end L and K version. This car received a new set of common rail motors which replaced the inferior PD engines and perfectly suited the characteristics of the cog. 2.0L 140 hp motor comes with DSG whereas 2.0L 110 hp comes with manual.
  • Skoda's all new second generation superb, launched with 1.8L 7 speed DSG with TSI and 160 PS, 2.0L PD (later CRDI 140 hp) DSG 6 speed and 3.6 VR-6 FSI 6 speed DSG is a stupendous success for the brand and remains the bestselling upper D segment sedan in its segment. Competitive price and equipment levels only add to the appeal.
  • Audi's range of cars in the Indian market has DSG gearboxes as standard. Not surprisingly, being a VW flagship. The redesigned TT 3.2 uses a 6 speed s-tronic DSG, the A4 1.8, 2.0 and 2.0 TDI use DSG, the Q5 2.0 TDi uses DSG and the Q7 now also uses DSG. Rest of the lineups continue to use convectional tiptronic gearboxes.
  • Mercedes SLS AMG and SL 63 AMG use 7 speed M-DCT wet clutch gearbox.
  • BMW M3 also uses M-DCT 7 speed as an option.
  • Porsche's facelifted Bosxter S, Cayman S, 911 (carrera/4, targa, turbo and turbo S) PDK all use Porsche version of 7 speed DCT called PDK or Porsche Doppelkupplungsgetriebe. The latest Porsches, the cayenne and Panamera are also equipped with standard PDK on all but their base versions. These cars are much quicker and actually more efficient as compared to their manual counterparts. Same can be said for the TT also.
  • The latest Japanese car, the Lancer Evolution X also uses a Twin Clutch SST gearbox, the same info for which can be found on team-bhp's official review link.
  • VW offered its DSG box in the jetta 1.9 PD and passat 2.0 PD cars, but poor sales meant that this were replaced with manual equipped versions, that is passat 1.8 TSI and Jetta 2.0 PD respectively. Expect the redesigned versions of these cars to get back the DSG option when they will hit the market shortly along with the redesigned toureag, which too was continued to be available with a DSG in its present avatar.
Globally, Nissan's GT-R also uses this box. And now Hyundai too has jumped into foray by launching its in house developed 6 speed DCT transmission, the first application of which will see in its upcoming VELOSTER coupe.

Fiat DUOLOGIC gearbox

Fiat's pioneering duologic transmission is nothing but a sequential manual gearbox, similar to the BMW's SMG (M5 and M6) gearboxes.

From Fiat:


Normally performance and economy pull in different directions, but the DuaLogic gearbox is designed to make extremely efficient use of the engines to which it is attached, ensuring that they are always working at their peak effectiveness for the task in hand. This translates into better performance and lower fuel consumption, by way of lower exhaust emissions.

The DuaLogic gearbox is technically described as a sequential manual gearbox, which means it has a conventional clutch and gearbox, so there is no power-sapping torque converter and hydraulic gears. Instead there is small, light actuator unit to operate the clutch and move the gears, plus a highly intelligent computer. Thus, the DuaLogic equipped car has the performance and economy of the manual car as a starting point, unlike a conventional automatic which is always at a disadvantage to a manual gearbox given its weight and power-consuming technology. To this already efficient system is added a computer that knows the engine to which it is connected inside-out. The computer ensures that the gearbox is always in the most effective gear for the performance required, maximising both performance and economy capabilities. Indeed, the cars with DuaLogic even know if it is going downhill or climbing a hill and adjusts its changing patterns appropriately.

With the DuaLogic taking over the operation of the gearbox and the clutch, driving is easier and simpler. The driver has the choice of placing the DuaLogic in automatic or manual modes. In automatic mode, DuaLogic does all the work, selecting the gears, operating the clutch and getting the best economy and performance. The driver can also select normal mode or economy mode, with, as the name suggests, the latter selection ensuring that the car extracts every the maximum energy out of every last drop of fuel.

DuaLogic doesn’t just blindly change gears. It has full fuzzy logic, so it can adapt to the driver’s style, matching his changing demands, both his style and changing road conditions. Another feature of the DuaLogic is its ability to assess vehicle deceleration and adjust downshifts.
In semiautomatic mode, for example, the system allows downshifts, particularly when the driver demands a lower gear to take a corner at speed during a sporty drive. In automatic mode, the system anticipates the downshift to ensure the driver can always call on the most appropriate speed to maintain the required comfort level or fuel saving.

With the DuaLogic gearbox in automatic mode, its robotised electronic management system allows the gears to be changed at the time of maximum engine performance. This makes it possible to exploit all the power and torque of the engines and achieve a distinct improvement in acceleration over a manual gearbox.
However, the DuaLogic also has a manual mode where, using the gear lever, the driver can self-select gears to get the maximum pleasure out of driving the car.

DuaLogic also boosts safety. To prevent unwanted gear changes, the system engages neutral when the engine is still running and the door has been opened and DuaLogic device also activates warning lights and buzzers to notify the driver of emergency situations or manoeuvres that are not permitted and could damage the engine or gearbox.

Expect the Fiat to launch the Linea in India with this gearbox as sales stabilise, internationally its available in conjunction with the 1.3 multijet diesel engine and 1.6 multijet in South America. For all its capabilities, the 1.6 will perfectly suit the bill. Perhaps, how about another cup of lavasa with more icing on the cake?

But icing the competition for a cakewalk won't be easy.
Perhaps the numbers game just got a whole lot more interesting.
Till then, enjoy this wonderful Sunday evening and chillax without fretting your brains.
Because
the game of one upmanship has just began.
Find out more about it, in the next chapter, titled "bigger is better."

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Old 16th January 2011, 16:17   #58
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Can't wait for the dualogic in the linea, that too with a new 1.6MJD.
But am really into a Grande Punto with Dualogic.
diesel hatch coupled with A/T. We all have been waiting for this...
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Old 17th January 2011, 12:45   #59
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Default Re: The story of automatic evolution. Written A/T matically by !xobile

CHAPTER 6.
ONE UPMANSHIP.


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Marriage is like a three-speed gearbox — affection, friendship, love.
It is not advisable to crash your gears and go right through to love straightaway.
You need to ease your way through.
The basis of love is respect, and that needs to be learned from affection and friendship.

Perhaps, there is no scope for any of the aforementioned terms in this world of one upmanship.

The Indian automobile industry has come a long way, 26 years since this creature set afoot and since the time the M 800 Automatic was launched. New technology, innovations and the game of one upmanship between various players have changed the way we think of AT boxes. Four and five speed is now stone age. Perhaps, its time for 8 speeds to dominate. More on that later.

F1 style paddle shifts

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In today's world of mee too products, a customer wants something different from the usual, something he feels will be his money's worth. We are demanding, aren't we? And despite the dull response to the ATs, something is always in store for the horizon. Perhaps, one thing that makes perfect civic sense is the fun to put the joy back in the driving, F1 style.
  • Honda realized this opportunity and launched its all new 2006 civic S AT in July 2006, with a 1.8L 132 ps i-vtec engine and 5 speed AT box. But the car had something different- it was the first car in the country (IIRC) which had shift paddles in steering wheel. Again, a typical manumatic gearbox with a torque converter, but with an added pleasure of shifting gears manually from the steering wheel. The steering had paddles (buttons inspired from formula 1 car) behind the top two spokes and on the right was a plus, for upshifting gears and minus for downshifting gears. Put it in "S" mode and enjoy the pleasure of driving a F1 car when in spirited mode, or the convinience of a convectional AT when in sober mode, what say? Isnt it true that two is better than one? The S model was replaced by an upgraded AT in 2007 and till today enjoys a fair amount of success.
  • The all new gen 3 City, launched in september 2008 also saw introduction of shift paddles in its S AT versions in conjunction with 1.5 i-VTEC with 118 PS and 5 AT. The S AT was again replaced with V AT in 2009 and is in production ever since.
  • Honda's all new 2008 accord also saw the introduction of shift paddles in its 2.4 AT, 180 PS, 5 speed and 3.5 V6, 275 PS, 5 speed. The accord F/L coming next month will have carryover mechanicals.
  • Toyota's all new corolla altis continues to be offered with a dated 4 speed auto box.
CVT evolution
  • The CVT mania, first started by Honda and Nissan has slowly spread through other manufacturers also.
  • Toyota's popular hybrid, the prius, is offered with a 1.8L hybrid electric motor mated to a CVT.
  • Audi's A4 and A6 are offered with a new gen CVT called "multitronic" in front wheel drive versions with 7 speed close ratios.
About multitronic by AUDI:

multitronic is a stepless transmission launched by Audi AG in late 1999,jointly developed and manufactured by LuK.
Based on the principles of continuously variable Transmission (CVT)popularised by DAF trucks, multitronic offers a stepless automatic transmission in which the ratio between the input shaft and output shaft can be varied continuously within a given range, providing virtually an infinite number of possible ratios. The multitronic system uses a link-plate chain drive, an oil cooled multi plate clutch(initially of six parts, later of seven to enable it to cope better with the high torque outputs of larger turbo diesel engines), and complex electronics, to overcome the traditional shortcomings of CVTs.
multitronic is a registered trademark of AUDI AG.

How it works:

The transmission is monitored and regulated under the guise of Audi's "Dynamic Regulating Programme" (DRP), which tracks the driver's inputs (from how the driver applies the throttle pedal), driving conditions, and engine load - to compute the optimal gear ratio for fuel efficiency or maximum performance, as mandated by the user. The transmission can select pre-programmed underdrive to increase performance, or overdrive to improve economy. From 2004, multitronic transmissions offered manual selection of a 'sport mode' to pre-select the performance mapping. The electronic system also includes sensors to detect whether the vehicle is traveling downhill, and provides additional engine braking in such circumstances. Multitronic also offers a number of driver-selectable fixed ratios, selectable from either the gear-lever in a sequential style, or via (optional) steering wheel-mounted fingertip paddle-shift controls.
Early versions offered six ratios; in 2004, this was increased to seven, while new Audi models now have multitronic transmission with eight ratios. Some Audi A6 variants that feature the multitronic transmission are now equipped with the fingertip controls as standard. These controls can also switch to semi-automatic mode when one of the paddles is activated; however, they revert to fully automatic after a predetermined period of time of inactivity.

The Game of one upmanship:

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Hum Saath Aath hain. Kyonki yeh dil maange more.
5 speed is for rookies.
6 speed is for ameteurs.

Its time to play 7. Welcome to the world of 7G-tronic grarbox, the world's first 7 speed transmission which debuted in India in the W 211 Mercedes Benz E 280 and E 280 CDI versions.
  • The company claims that the 7G-Tronic can save up to 0.6 litres of fuel per 100 kilometers (depending on the car) and has shorter acceleration times and quicker intermediate sprints than the outgoing 5-speed automatic transmission.
  • The transmission can skip gears when downshifting, allowing for quicker acceleration. It also has a lockup torque converter on all seven gears, allowing better transmission of torque for improved acceleration. The transmission's case is made of magnesium, a first for the industry, to save weight
  • Powered by 3.0L V6 petrol and diesel motors with 231 and 198 hp respectively, these big engines had well spaced ratios for optimum performance, efficiency and low emissions with a lightweight high performance convectional torque converter designed to cope up with the load and power of these motors.
  • The all new W221 S class also debuted with 7G tronic in S 350, S 500 and S 320 CDI versions. Facelifted S class along with the new S 350 CDI (3.5 V6 diesel) continues to use an improved version with retuned gar ratios.
  • The all new W212 E class, debuted in fall 2009 also had 7G tronic as standard. Avantgarde versions of E 350 and E 350 CDI have shift paddles as standard.
  • The 2011 S 350 CGI ans S 500 CGI (4.7 V8) will have a new version of 7G tronic with more lighter weight driveshaft for better pickup and mileage. Expect these cars to hit Indian roads in april 2011.
  • The GL 350 CDI and he ML 350 CDI are also equipped with the same gearbox.
  • The CLS and SLK 350 versions are equipped with an older version of 7G tronic. Newer versions coming late this year (billed as 2012 models) will switch to new versions with light weight driveshaft. There is also a talk of MCT (multi clutch transmision) as an option in the later stage.
  • Other 4 and 12 cylinder vesions continue to use the obsolete 5 speed garboxes, expect them to switch to the 7 speeder as competition gets intense.
  • The 7G-Tronic has two reverse gear ratios: 3.416 and 2.231. The winter mode, also recently named 'comfort' mode, starts out in 2nd forward and 2nd reverse.
  • The SL 63 AMG, E 63 AMG and SLS AMG however, are equipped with AMG speedshift MCT gearbox.
AMG speedshift MCT
  • Mercedes-AMG developed the 7-speed MCT "Multi Clutch Technology" dual clutch semi automatic transmission.
  • The new MCT transmission is essentially the 7G-Tronic automatic transmission without a torque converter. Instead of a torque converter, it uses a compact wet startup clutch to start the car off, and also supports computer-controlled double declutching. The MCT (Multi-Clutch Technology) acronym refers to a planetary (automatic) transmission’s multiple clutches and bands for each gear.
  • The MCT is fitted with four drive modes: “C” (Comfort), “S” (Sport), “S+” (Sport plus) and “M” (Manual) and boasts 100 millisecond shifts in "M" mode. MCT-equipped cars are also fitted with the new AMG DRIVE UNIT with innovative Race Start function. The AMG DRIVE UNIT is the central control unit for the AMG SPEEDSHIFT MCT 7-speed sports transmission and all driving dynamics functions. The driver can change gears either using the new AMG selector lever with its leather/ carbon-fibre finish, or by nudging the AMG steering-wheel shift paddles. The new Race start Function is a launch control system which enables the driver to call on maximum acceleration, while ensuring optimum traction of the driven wheels.
While engineers at Mercedes Benz were hard on work perfecting the 7 speed box, a jolt was about to come from crosstown rivals in 2010. Perhaps the concept of bigg boss takes a whole new meaning, with bitter rivalries in store of the future.
Perhaps its time for that aathva vachan?
Wake up from your Monday morning blues and keep guessing this aathva vachan during a well deserved lunch break and show your boss that you, it's you who is the real big boss, as !xobile takes you further in chapter 7, coming up next.

(Technical excerpts for multitronic and 7Gtronic courtesy Mercedes Benz, Audi and wikipedia)


Last edited by sidindica : 17th January 2011 at 12:47.
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Old 17th January 2011, 14:36   #60
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Default Re: The story of automatic evolution. Written A/T matically by !xobile

a jolt was about to come from crosstown rivals in 2010
If it's BMW you are talking about, then what about Lexus,they brought 8 speed auto in 2008!!!
EDIT: Sorry,forgot this was an India specific thread.

Last edited by DicKy : 17th January 2011 at 14:37.
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