Considering the savings involved with building transmissions with just three moving parts, you’ll realize why car companies have grown to be very interested in CVTs lately.

All this may audio complicated, nonetheless it isn’t. Theoretically, a CVT is much less complex when compared to a normal automatic transmission. A planetary gear automatic transmission – offered in the tens of millions last year – has hundreds of finely machined moving parts. It offers wearable friction bands and elaborate digital and hydraulic handles. A CVT just like the one described above has three fundamental moving parts: the belt and both pulleys.

There’s another advantage: The lowest and greatest ratios are also further apart than they would be in a typical step-gear transmitting, giving the transmitting a greater “ratio spread” This means it is a lot more flexible.

The engine can always run at the optimum speed for power or for fuel economy, whatever the wheel speed, this means no revving up or down with each gear change, and just the right rpm for the right speed constantly.

As a result, instead of five or six ratios, you get thousands of ratios between your lowest (smallest-diameter pulley setting) and highest (largest-diameter pulley establishing).

Here’s a good example: When you begin from an end, the control computer de-clamps the insight pulley therefore the belt turns the tiniest diameter while the result pulley (which goes to the wheels) clamps tighter to make the belt change its largest diameter. This generates the lowest gear ratio (say, 3.Variable Speed Transmission 0-to-1) for the quickest acceleration. As speed builds, the computer varies the pulley diameters, as conditions dictate, to find the best balance of fuel economy and power.