Whose gearbox is the most frustrating among car brands?
It took me ten or twenty-five years to buy an automatic transmission model, and the result was AMT. It's like being kicked from behind, and that sour feeling really makes people doubt life. There are such cars, such as the previous generation of smart fortwo, and the now outrageous Baojun 560, whose automatic version uses AMT gearbox.
Smart fortwo is a magic car, which can lower the average level of the whole automobile industry in driving experience. Its AMT gearbox is the most serious setback among all automatic gears, and it feels kicked when shifting gears.
However, many smart car owners who are in poor condition say that they are much better than when they are new cars, because the three-cylinder machine under their buttocks has been shaking too much in recent years, and the discomfort caused by frustration can be ignored. This may be the most grounded gearbox frustration solution I have ever seen!
As for Baojun 560, the rhythm version launched later can be regarded as a high-end version of this series. After all, the multi-link suspension used in the rear suspension is softer than the low-end scooter, and the travel is longer, and the comfort of the rear row will be much better, but the AMT gearbox is really mopping the floor.
Another gearbox with obvious setbacks is the famous dual clutch.
The setback and rush of the dual-clutch gearbox focus on the switch of 1/2/3, because the engine torque is abundant, the shift speed of the dual-clutch gearbox is too fast, the power connection has no buffer time like that of the traditional planetary gear gearbox, and the dry-clutch linkage mode is rough, which easily leads to obvious setback.
In this regard, all independent brands of dual-clutch gearboxes are inevitable. In the field of joint venture, Fiat and GM's dual clutch gearbox also have obvious setbacks. The only one that performed better was Volkswagen's DQ200 dual clutch. After all, with the failure experience of DQ250, it is more mature in adjustment.
Of course, not all dual-clutch gearboxes have setbacks. From Volkswagen's DQ380 to Honda's 8-speed DCT to Mercedes-Benz's dual clutch, these gearboxes all use wet clutches and hydraulic torque converters as clutches, which makes the power connection have a buffering process. Although the efficiency is reduced, the driving experience is excellent, and the advantages definitely outweigh the disadvantages. As for Ferrari, Porsche, McLaren and other super sports cars, what people pursue is violent power connection, or is it a serious retrogression? Forget the details!
Is the traditional planetary gear 6AT necessarily smooth?
This is really uncertain.
Before GM, 6AT was an expert in "frustration world", involving many old-fashioned "star cars" including classic Cruze, Buick Excelle and Buick Regal. The design of this gearbox is anti-human, and the speed ratio difference between the first gear and the second gear is too big. From the first gear to the second gear, it must be pulled to about 3000 rpm to connect smoothly, otherwise it will drag the gear.
It's not just a double clutch. Which gearbox in China has the worst setback?
Think about it, driving at a speed of about 20km/h in the urban area, the engine will stall if the speed of the first gear exceeds 2500 rpm, or the engine will stall if the speed exceeds 1000. It is not surprising that such transmission ratio distribution of gearbox was called "oil tiger" in that year.
Generally speaking, the transmission ratio of the first three gears should be dense to facilitate urban driving, and the transmission ratio of the 456 gear should be sparse to reduce the number of revolutions and save fuel for high-speed driving. I don't know what the average designer thinks. 1 20km in gear, 40km in gear 2, 50 in gear 3, 60 in gear 4 and 70 in gear 5. It can be seen that the gear ratio of high-speed gear is dense, which is an anti-human design. I don't think this is too much.
It's not just a double clutch. Which gearbox in China has the worst setback?
Of course, most AT gearboxes have obvious advantages over AMT and DCT in shifting smoothness, which is determined by their mechanical structure. For example, ZF's vertical 8AT and Aisin's 6AT gearboxes, which are widely used in China, can't find anything wrong with shifting logic, that is, the transmission efficiency is not as good as DCT and the fuel consumption is relatively high.