What kind of gearbox does the Outlander have? Which is better: automatic, manual or variator? Possible problems with the variator and their elimination
They overheat at high speed and are not viable outside of smooth asphalt! They fail even under non-critical loads!
Rumors about the dubious reliability of continuously variable transmissions (CVT) appear almost faster than the release of the next new model with a CVT. Moreover, they are born more often around all-wheel drive crossovers, the transmissions of which are the most loaded and often work to the limit - especially on rough terrain. And these rumors are not without foundation: there are problems! As practice shows, they also happen in less offensive situations - even on city asphalt.
That's why we tested three all-wheel drive crossovers - the new Nissan Qashqai with an upgraded transmission of the latest generation, the Subaru Forester and the updated Mitsubishi Outlander. And outside the competition, a single-wheel drive Toyota RAV4 took part in our tests. Now you can buy one, and with a CVT.
Many people have heard rumors that continuously variable transmissions overheat at high speeds. The “Behind the Wheel” testers know this from their own experience: the overheating of the Outlander transmission in last year’s test (ZR, 2013, No. 7) prompted the idea of starting these tests. Moreover, this time we took the updated Outlander, to which the manufacturer returned the variator radiator (at our insistence - see ZR, 2014, No. 8). It is clear that the radiator must provide optimal temperature conditions for the unit and protect it from overheating. Did it help?
The cars were tested in a mode close to the limit and more typical of unlimited German autobahns. So few people travel here, and there’s nowhere to go like that, but the purity of the experiment is important to us! We drove 250 km along the test site's high-speed ring at an average speed of about 170 km/h. If the variators can withstand this pace, then you don’t have to worry about their health under normal operating conditions.
As we wind lap after lap, we carefully monitor the behavior of the cars. And... we don’t find anything interesting. Not a single car showed even a hint of transmission overheating - all worked without the slightest complaints. So there is no winner in this test. But what is more important is that there are no vanquished! So, the variator radiator implanted into the Outlander copes with its task brilliantly under these conditions.
1. You don’t have to worry about the transmission of the Outlander updated this year: it will withstand high speeds.
2. The Forester, with a 241-horsepower engine, is naturally capable of driving faster than its rivals, but we did not find any signs of transmission overheating.
3. The Qashqai also passed the speed test without any complaints.
4. The front-wheel drive Toyota successfully passed the speed test in the same mode as its all-wheel drive rivals.
This test turned out to be the most difficult for the machines. The height of the obstacle is 185 mm (this is not the highest curb among those that drivers are ready to storm). The task: climb onto it with the front and then the rear wheels, placing the car at a right angle to the “sidewalk”. Then you need to repeat the exercise, but in reverse. You should, of course, drive in under pressure, because even the most ardent sidewalk conquerors will not dare to jump onto such a high curb from acceleration.
Moving forward, the Subaru overcame the obstacle without stress. And he refused to back up onto the curb. Moreover, the electronics, protecting the transmission, simply prevents the wheels from spinning and prevents the engine from gaining speed. How so? In the city, you can refuse such an assault and turn around at one hundred and eighty, but what if such an “ambush” happens off-road? That's it, backing up - no way?
Mitsubishi behaved in exactly the same way. Moreover, he refused to drive onto the curb in reverse even after turning on the Lock mode, which rigidly blocks the rear wheel drive clutch.
And then the photographer suddenly asked to drive onto the curb again - again in front. The Outlander confidently jumped the curb with its front wheels, but refused to do so with its rear wheels, although not a single emergency light flashed on the instrument panel. The engine simply did not spin above 1200 rpm, and the wheels stood still. We decided to wait ten minutes. And they guessed right: the car with a cooled transmission, like the first time, jumped over the obstacle with its rear wheels.
“Qashqai” turned out to be the most persistent. Moving forward, he easily passed the curb with both front and rear wheels - and just as confidently walked back. But, having overcome the obstacle with its rear wheels, the Qashqai stood up. Then there was not enough gunpowder: the front wheels do not spin, the engine refuses to gain speed. Nevertheless, in terms of the number of exercises completed the first time, Qashqai is the leader in this test. Mitsubishi and Subaru shared second and third places.
They also let a single-wheel drive Toyota onto the curb. After spinning the wheels a little, she refused to overcome it both forward and backward. It’s logical - and for a front-wheel drive car it’s not at all embarrassing.
5. The Mitsubishi passed the obstacle in forward motion without a hitch, but was unable to overcome it in reverse.
6. Moving forward, the Subaru easily took the 185 mm curb, but refused to go back.
7. The winner of the test was Qashqai. He even drove into an obstacle in reverse - however, only with his rear wheels.
8. The front-wheel drive Toyota cannot handle such obstacles.
We were unable to overheat the CVTs at high speeds. Let's try to do this in transient modes, simulating frequent overtaking?
We make several accelerations in a row in the “pedal to the floor” mode - from 60 to 100 km/h and from 80 to 120 km/h. Not a single car showed any signs of dissatisfaction: the acceleration time varied within the margin of error.
Let's complicate the task. After reaching 100 and 120 km/h - sharp braking to 60 and 80 km/h, respectively. And immediately - new acceleration, again in “pedal to the floor” mode. Only after such mockery did we manage to detect some thoughtfulness. After sharply pressing the gas pedal, the engines initially do not reach more than 2500 rpm and hold the car for a few moments. What are these moments? For Mitsubishi and Toyota - 0.2–0.3 s, completely unnoticeable in normal use. Nissan lost to itself by 0.8–1.0 s. But the owner is unlikely to feel this “in everyday life”. Moreover, we received this data in almost racing mode - with sharp acceleration and braking.
Nevertheless, according to formal criteria, we give first place to Subaru, second to Mitsubishi, third to Nissan. And the non-qualifying Toyota performed no worse than the second Mitsubishi in this test.
Cars pass the dry country road calmly. We climbed here mainly to test the cars on a steep but dry dirt and sandy climb. The cars did not compete in speed - the engines were too different. The testers' task is extremely simple: stand up several times and evaluate the behavior of the transmissions. On all cars we used the maximum of their capabilities: in the Nissan we selected the Lock mode, in the Mitsubishi we pressed the 4WD button, in the Subaru we pressed X-Mode.
All four-wheel drive vehicles drove up the hill confidently, without whims, which means that there were no losers or winners again. We did not find any signs of excessive stress or overheating of the transmissions.
The front-wheel drive Toyota couldn’t climb this hill - it didn’t have enough “grip”: if we had put it in more toothy tires, it would have overcome the climb, but it still couldn’t compete with all-wheel drive vehicles here.
Probably, by ironing the area for hours, you can make the variators dissatisfied. But it’s difficult to imagine such a need for crossovers in real life. So, it's a draw again.
1. “Outlander” passed the “Overtaking” test with honor.
2. “Subaru” is the winner of the “Overtaking” test: it passed all the tests without the slightest complaints.
3. The largest delay in the operation of the variator after a series of “racing” accelerations and braking is found in Nissan, but it turned out to be negligible.
4. The thoughtfulness of the Toyota variator after several mocking accelerations and braking is minimal.
5. “Outlander” passed the “Climb” test without any comments.
6. The capabilities of the Forester engine and transmission are such that steep climbs can be overcome with virtually no acceleration.
7. We did not detect any signs of dissatisfaction with the Nissan transmission on a dry country road with steep ascents and descents.
8. The front-wheel drive Toyota didn’t take the climb, but it had every right to do so.
SPIN-SPIN
To change the gear ratio in the variator, a multi-link steel belt is used, connecting two sliding pulleys with conical surfaces. The belt consists of many plates held together by steel bands. It contacts the conical pulleys with the side surfaces of the plates, which have small, barely noticeable diagonal notches that improve traction. The simultaneous approach and divergence of the cones of the driving and driven pulleys changes the radii along which the belt moves. The gear ratio changes accordingly. This happens all the time, depending on the driving modes. Therefore, the so-called gears of a variator are virtual. The variator includes a mechanism for selecting the direction of movement, two pairs of cones with a steel belt, a gearbox, a main gear with a differential, and control units.
The Mitsubishi Outlander (the operation of its variator is shown in the diagrams) is equipped with the most common variator - the Jatko-JF011E. Torque from the engine is transmitted through a torque converter (similar to those in automatic transmissions) to the mechanism for selecting the direction of movement, which contains a planetary gear and two sets of pressure plates - friction clutches. Depending on the direction of movement (forward or backward), the control unit issues a command to compress one of the disk packages. Then, through the belt, the torque is supplied to the downshift. From it - to the main pair and to the drive wheels.
In the “neutral” mode - N - both packages of disks of the mechanism for changing the direction of movement are released. The epicycle of the planetary gear rotates freely together with the drive shaft of the variator - no torque is transmitted to the drive pulley.
In parking mode - P - the situation is similar, only the locking mechanism is also engaged, the lock of which engages with the ring gear of the driven pulley.
When the selector is moved to position D, one of the disk packs is compressed, connecting the epicycle with the sun gear mounted on the drive pulley, between the cones of which the belt is clamped. Next, the moment is transmitted through the belt to the driven pulley, from it to the reduction gear, the main gear - and to the wheels.
To move in reverse (R), the front disc package expands and the rear one compresses accordingly. The carrier, on the axes of which the satellites are located, stops. The torque from the drive shaft goes to the epicycle, and from it to the satellite. The sun gear associated with the satellite rotates in the opposite direction due to the carrier stopping. When moving in reverse, the radii of the pulleys remain in their initial position. This is monitored by the control unit.
1. This year, the variator radiator was returned to the updated Outlander. And they did it right!
2. The Forester CVT does not have a radiator. However, we were unable to overheat the transmission.
3. The Qashqai has a variator radiator.
4. The variator radiator on the RAV4 is combined with the radiator of the cooling system.
The Subaru Forester has a different variator - of its own design. The TR580 model is installed on cars with naturally aspirated engines, and the TR690 is paired with turbocharged engines. The fundamental difference from the Jatko variator is a different belt design (manufactured by the German company Luk). It also transmits force through the end surfaces, but not through plates, but through pins connecting the belt links.
The torque from the engine is transmitted through a torque converter, a reduction gearbox (it also houses a safety clutch), a drive pulley, a belt, a driven pulley, a second reduction gearbox, a mechanism for changing the direction of movement, and a driven shaft. The safety clutch between the first reduction gearbox and the drive pulley is open when the engine starts, while the oil pump is not running. As soon as the pressure rises, the clutch locks. This is done to protect the belt from slipping during load surges when starting the engine.
On cars with a start-stop system, when the engine stalls at stops, the input shaft of the variator does not rotate, and accordingly its oil pump does not work - the pressure in the system is low. To ensure that it is high enough the next time the engine is started, the variator is equipped with an additional electric booster pump.
The torque transmission scheme from the engine is similar to the Dzhatkov one, but there are some kinematic features. For layout reasons, the reduction gearbox is divided into two mechanisms - before the chain and after it. The mechanism for changing the direction of movement and switching to “neutral” is located after the pulleys, so they always rotate together with the chain when the engine is running. The main gear is a bevel hypoid, in a separate crankcase with its own lubrication system.
CVTs for Toyota are manufactured by Aisin. Structurally, they are similar to Jatko CVTs. The belt also consists of plates connected by steel bands.
Nissans have Jatko CVTs. The new Qashqai received an improved model based on the JF011E. All components have been changed, even the transmission fluid is different. The range of gear ratios has been expanded and a different control algorithm has been applied.
LEGENDS AND FACTS
It was not possible to identify a clear winner based on the sum of four tests. It seems that Nissan, which, we recall, has the latest version of the variator (this unit will soon be installed on other models of the Japanese brand), scored half a point more than Subaru. But after consulting, we decided to divide first and second places between these cars. After all, the fractions of a second lost by Nissan during intense acceleration are fully compensated by good results in the Curb test. Mitsubishi lagged behind its rivals just a little. In general, all the cars performed very well and helped dispel some myths about the unviability of CVTs. In normal, everyday use, continuously variable transmissions will not cause any trouble. Of course, if you remember simple truths: crossovers, especially those with a continuously variable transmission, are not SUVs at all! These are city and highway cars that allow you to overcome not very difficult obstacles from time to time. And it’s even more honest to call a single-wheel drive a station wagon with increased ground clearance.
Killing a continuously variable transmission is not easy. Wise electronics will protect the car from a driver who overestimates it and his abilities. Well, we made it! But with many of today's drivers, it probably wouldn't be any other way.
"Nissan Qashqai" - 1st-2nd places
"Subaru-Forester" - 1st-2nd places
"Mitsubishi Outlander" - 3rd place
The Mitsubishi Outlander is valued by many motorists for its stable and comfortable driving experience. The car is recognized as one of the most practical. Among the safety systems, it is worth highlighting the presence of anti-lock and traction control systems. The Mitsubishi Outlander 3 was introduced in 2012. According to experts, the car has improved its performance capabilities and quickly picks up speed.
Mitsubishi Outlander 3
The engine and transmission system on a foreign car is distinguished by its high-precision functioning. Power plants can run on diesel or gasoline. For gasoline versions of cars, it is recommended to purchase AI-95.
On the Outlander model, the transmission can be a manual transmission, automatic transmission, or variator. What is the reliability of the Mitsubishi Outlander CVT?
Strengths and weaknesses of the variator
The advantageous feature of this gearbox is its ease of operation. Thanks to it, the driver can concentrate as much as possible on the road. This version of the gearbox is widely used on SUVs. Among the advantages also stand out:
- speed changes are carried out quickly;
- quick acceleration to hundreds;
- no shocks from the gearbox are felt;
- saving fuel.
CVT transmission diagram
Among the weak points of cars with a CVT gearbox, it can be noted that not every car service center undertakes to repair the CVT on Mitsubishi. In addition, it is not always possible to purchase the components needed to return the box to working capacity. It also helps reduce the operating life of the variator:
- incorrect handling of the car by the driver (frequent off-road driving);
- use of low quality fuel;
- missed maintenance.
Thus, the CVT provides comfort to the driver while traveling. The installed variator on the Outlander XL model has a working life almost equal to the resource of the entire vehicle. How long does a Mitsubishi Outlander with a CVT drive? The average service life of the CVT on Outlender is 200,000 km. This level remains acceptable for many motorists.
Possible problems with the variator and their elimination
One of the malfunctions that can happen to the variator on the Outlander 3 during long-term use of a foreign car is stretching of the metal belt. The consequence of this is slipping. This consumable must be replaced with a similar component. At the same time, you may need to install new terminals that hold the strap. In this case, you can buy a new belt or a used one. When buying a used belt, there is a risk that it will be stretched, which will cause slipping to occur again. That is why new spare parts needed to restore the Mitsubishi Outlander CVT should be purchased from a trusted manufacturer.
CVT overheating. Mitsubishi Outlander XL car owners are faced with this problem due to the fact that the vehicle does not have a transmission cooling system. As a rule, overheating appears when the car makes a long trip. Frequent overheating reduces the life of the high-speed gearbox. The driver will be notified of overheating by a special message on the instrument panel. To solve the cooling problem, you can install a cooling radiator on a foreign car. This service can be ordered at the service center.
Knocks from the variator. The main reason why knocking occurs is the presence of worn bearings. This consumable item must be replaced. At about 50,000 km, a problem with the bearings may occur.
Driving this foreign car does not involve towing other vehicles. The maximum load capacity of external trailers must not exceed ½ ton.
Also, a CVT transmission requires the presence of a control module. The control system monitors the functioning of the planetary device available on the Mitsubishi Outlander.
To determine the nature of the box malfunction, it is advisable to make an appointment with a specialized service to undergo appropriate testing of the vehicle. In this case, it seems relevant to implement computer diagnostics. Input sensors must be checked. Their breakdown may be due to damage to the electrical wiring. In some cases, it may be necessary to reflash the Mitsubishi Outlander gearbox.
Replacing transmission fluid on a variator
Every 15,000 km you need to check the fluid level in the gearbox. A dipstick is used to control the oil. To replace the transmission fluid, it is advisable to warm up the car and place it in an inspection hole. Access to the gearbox is opened, a container is placed under the drain plug where the used oil will drain (about 6 liters are drained). Finally, tighten the plug and add new transmission fluid through the top filler hole. The dipstick allows you to control the amount of added fuel.
DIA QUEEN CVTF-J2
Only the fluid recommended by the manufacturer is filled into the CVT box. For Jatco models, DIA QUEEN CVTF-J1 can be used. The timing of replacing the transmission fluid is directly dependent on what driving style the motorist adheres to and on what roads the trip takes place. The first replacement may be necessary at 60,000 km, however, with measured operation, you can add new fluid even after 90,000 km. It should be noted that the fuel changes along with the filter elements.
The CVT transmission ensures efficient reversing of the vehicle. For preventive purposes, before driving a crossover in winter, the car needs to be warmed up. In order for the gearbox to warm up well, the driver must, with the power unit turned on, press the brake pedal and activate the “D” / “R” transmission mode (forward / reverse). If you start driving with an unheated variator, this will be an indirect reason for the belt to start slipping.
winter_cool Fri, 2011-06-24 15:33
Gearboxes in action: “Manual” or “automatic”? “Robot” or “variator”? The problem of choice one way or another faces every motorist who chooses a new or used foreign car.
So, types of gearboxes:
- Classic "mechanics"
- Robotic manual transmission
- Automatic transmission
- Automatic variator gearbox
Let's look at the features, typical breakdowns and cost of gearbox repair using the example of two brands - Hyundai and Mitsubishi. An expert will help us with this - Sergey Dmitriev, head of the locksmith shop at the Hyundai service center of the BLOCK company.
Classic manual transmission
In terms of performance, the classic manual transmission is at the forefront: it is with such a gearbox that you can achieve maximum fuel economy with the appropriate driving style. Maintenance of “mechanics” comes down to a scheduled oil change of a small volume (usually about 2.5 - 3 liters, cost about 500 rubles per liter), and the service life with proper operation goes far beyond the warranty mileage of 100 thousand km.
Typical mechanical transmission faults on Hyundai cars include noise from the input shaft bearings, wear on the differential pinion pinion axles, and wear on the release bearing guide on “younger” models - Gets, Accent, Elantra, Matrix. These breakdowns are usually caused by rough operation of the unit and can appear after a mileage of about 50-60 thousand km. The cost of repairs is about 45 - 60 thousand rubles, which again depends on the general condition of the gearbox. Manual transmissions of the “older” Hyundai models - Sonata, Grandeur, Tucson, Santa Fe, H-1, etc. - are much more reliable, they did not have any widespread malfunctions, despite the fact that the mileage of many vehicles exceeded well over 250 thousand km.
The manual transmissions of Mitsubishi cars are also very reliable; our company has never disassembled the manual transmissions of some models for repairs. The only exception is the gearbox of the LancerX: on this model, bearing noise is often noted with a relatively short mileage of 40-50 thousand km.
As a specialist from the BLOCK service center emphasizes, unlike an automatic transmission, “in addition” to the “mechanics” we get a clutch unit that has a certain resource and, accordingly, requires repair when the resource is exhausted. The cost of repairing a manual transmission clutch assembly in some cases can be comparable to the cost of repairing a manual transmission.
Gearbox "robot" (robotic gearbox)
Next on the list would be logical to install a robotic gearbox. In fact, a “robot” is an ordinary mechanical box controlled by a computer using special electric drives - so-called actuators. This box has all the advantages of a manual transmission, plus an automatic gear change function and the absence of a clutch pedal. Among the shortcomings are some “thoughtfulness” when switching (the problem was partially solved by changing the control program), rapid wear of the clutch disc (sometimes replacement is required after a mileage of 20-30 thousand km), as well as low reliability of actuators and sensors at their rather high cost (the clutch actuator costs about 25 thousand rubles, the gear selection actuator costs about 35 thousand rubles, the gearbox fork position sensor costs about 7 thousand rubles). In practice, the disadvantages outweigh the advantages of the “robot”, and that is why gearboxes of this type are not widely used and are usually installed only on the lowest models of the range. In particular, Mitsubishi has a “robot” only on the Colt model, and Hyundai does not equip its cars with such gearboxes at all.
Gearbox "Automatic"
An automatic gearbox of a classic design is a unit that is more expensive to operate due to a slightly larger amount of oil to be replaced (usually about 4.5 - 5 liters for partial and 6.5-8 liters for complete replacement, cost about 350 rubles per liter ) and higher fuel consumption (about 0.5-1.5 liters) due to the presence of a torque converter and associated hydraulic losses. Among the typical malfunctions of automatic transmissions of younger Hyundai models - Getz, Accent, Elantra, Matrix, as well as in the case of “mechanics”, we can note wear of bearings, differential pinion axles, which manifests itself after a mileage of 60-80 thousand km, as well as wear of the supporting bushings of the front clutch package, leading to damage to the oil pump, which in turn causes a drop in oil pressure, slipping of the clutches, their destruction and ultimately requires a complete overhaul of the automatic transmission (90-150 thousand rubles). This malfunction is typical for automatic machines manufactured before 2005, with a mileage of 60-80 thousand km. On boxes produced after 2005, a bearing is used instead of a bushing, and this problem is no longer observed.
Automatic transmissions of older Hyundai models, like manual transmissions, are more reliable than those of younger ones. Typical malfunctions include the destruction of the third-fourth gear clutch pack on Tucson vehicles with 2.0 and 2.7 liter gasoline engines, which also leads to the need to overhaul the automatic transmission. On Elantra New cars, there have been cases of failure of the hydraulic control unit of the transmission (repair cost - 40 thousand rubles). Sensors that measure the speed of rotation of automatic transmission shafts also fail, which in principle is not an expensive repair (5-7 thousand rubles).
Mitsubishi automatics are very reliable. The exception is the boxes of the Pajero 3 and 4 models, in which there are cases of destruction of the planetary mechanism, leading to damage to many expensive parts and entailing the replacement of the complete unit (repair 150+ thousand rubles).
CVT gearbox
The variator is the most expensive unit to operate (the amount of oil ranges from 3.5 - 4 liters with a partial replacement and about 8 liters with a full replacement, while the cost of one liter is 1000 rubles). The variator is designed in such a way that when the car is moving, the engine operates most of the time in the optimal torque delivery zone. Theoretically, this has a positive effect on fuel consumption and reduces emissions of harmful substances, but is not fully realized due to the mandatory presence of a torque converter (albeit smaller compared to the torque converter of an “automatic”) and the associated hydraulic losses. In addition, the main unit of the variator - the belt and the pulleys associated with it - have a short resource and, during active use, sometimes begin to slip after a mileage of 80-100 thousand km. Only a few variator parts are supplied as spare parts; the belt and pulleys are not included in them; accordingly, if these parts malfunction, the variator assembly is replaced. Also, in the case of a variator, there are cases of failure of hydraulic control units (repairs cost about 80 thousand rubles).
Mitsubishi Outlander CVT repair
After cars with continuously variable transmissions began to be imported en masse into Russia, opinions about their reliability, advantages and disadvantages constantly differ. The word “variator” has become a kind of horror story for motorists. People began to say about them that this type of transmission was unsuitable for repair, unreliable, and completely unadapted to domestic road conditions. So should you count on the reliability of the Mitsubishi Outlander CVT?
In the recent past, all Japanese manufacturers, without exception, began to install V-belt gearboxes on their cars. It would seem, why equip new car models, sold almost all over the world, with unviable transmission systems? To understand this issue, you need to understand whether continuously variable transmissions are really that unreliable, and is it even worth choosing them when buying a car?
In this case we will talk about the V-belt version. This type of continuously variable transmission is the most common, as it is installed on cars with a volume of up to two liters, which means that Mitsubishi Outlander SUVs are also equipped with them.
CVT repair Mitsubishi Outlander xl
When the question arises about the reliability of a particular component in a car, the first thing you should consider is its service life. The CVT on the Mitsubishi Outlander has the same feature as all continuously variable transmissions. Its lifespan does not exceed the service life of the car itself.
For manufacturers of Japanese cars, this is, in principle, logical. Why supply parts and components for a one-off gearbox? And if it (the box) breaks down, it means that its time has come, and it’s easier to change the car to a new one instead of trying to repair the old one. That is, if the car must travel 300 thousand km, during this time the CVT should not break down. This suggests that the Mitsubishi Outlander CVT is, after all, reliable.
This is a theory, in practice everything is not as ideal as we would like. The fact is that many factors can significantly reduce the service life of the gearbox. These include bad roads, because manufacturers advise against driving on rough terrain, and improper operation of the gearbox.
If we talk specifically about CVT, then the resource of the Mitsubishi Outlander variator is from 150 to 200 thousand km.
Many are also interested in the question of what is better, CVT or step transmissions.
CVT Mitsubishi Outlander
It is worth noting that all three types of transmission have their advantages and disadvantages, therefore, when buying a car with a CVT, a car enthusiast should know about the pros and cons of the gearbox. Compared to stepped transmissions, CVTs have the following advantages:
- such a box allows you to change the speed at the same speed;
- the car accelerates faster;
- the driver does not waste time changing gears;
- the car rides smoother, without jolts;
- fuel is saved.
Flaws:
- shortage of replacement parts;
- Even for a crossover, frequent driving on bad roads is not recommended, as this will cause the unit to fail faster.
How difficult is CVT repair and how is it carried out?
This is not to say that there are no components for CVT on the parts market at all, they are just very difficult to get. In the CIS, only one company is engaged in the purchase of parts and repair of V-belt transmissions, and this is Kensi Transmission. She took care not only of the supply of components, but also of the purchase of equipment for accurate CVT diagnostics.
Service life of the Mitsubishi Outlander variator
Repairing such gearboxes cannot be called too complicated. A typical problem with all breakdowns is stretching of the metal belt, which leads to the gearbox slipping and the impossibility of its normal operation. The belt is held on by terminals, which also wear out over time. The only correct solution in this case is to replace the old belt with a new one. If necessary, the terminals are also replaced.
It would seem that there is nothing complicated here, if not for the shortage of spare parts. At ordinary service stations proceed as follows:
- buy used CVTs;
- remove the necessary spare parts from them;
- install a belt on a CVT that requires repair.
In essence, the car owner in this case is playing the lottery: the probability that the belt on a used gearbox will not stretch is approximately 50 percent.
If you entrust the transmission repair to the Kensi company, the outcome of the repair is guaranteed to be positive, since only new parts ordered directly from the original manufacturer will be installed on the transmission.
In the first case, half of the cars experience slipping again after about a week. In the second, the transmission literally gets a second life, and will be able to last as long as it has already served the car owner.
Interesting: Characteristic disadvantages of Mitsubishi Pajero
Typical diseases of the variator on Outlander
CVT on Outlander xl and its malfunctions One of the typical diseases of CVTs on Outlander is constant overheating, especially in the summer. The reason for this situation is that Outlanders do not have any type of transmission cooling system installed. As a result, when driving a hundred kilometers, the CVT begins to overheat greatly. Because of this, the likelihood of a serious breakdown increases many times over after several tens of thousands of mileage.
The transmission may hum when the vehicle is running. Most likely the bearings have failed. A common problem is a stretched V-belt. But these are rather common diseases for all V-belt boxes.
Cooling the variator when overheated
It is undoubtedly possible to avoid overheating of the gearbox on a Mitsubishi Outlander. The first option is not to drive for a long time at high speeds. But many do not want to put up with this inconvenience, since the machine is capable of more.
Cooling the Outlander variator through the radiator The second option is to install a cooling radiator. Fortunately, a radiator costs tens of times less than a continuously variable transmission, so many drivers pay for this service at service centers, and some install the cooling system themselves.
What fluid is best to pour into the variator?
Any variator should only be filled with the liquid the use of which is prescribed by the manufacturer. That is, an original product for one or another model of continuously variable transmissions. In this case we have a CVT JF011FE from the manufacturer jatco. Accordingly, you only need to fill DIA QUEEN CVTF-J1.
CVT jatco
Model JF011FE from the Japanese company jatco is widely popular. Today, cars of such brands as Nissan, Citrien, Suzuki, Renault and Mitsubishi are equipped with these gearboxes.
The manufacturer does not provide for the possibility of replacing the fluid, since it is filled in for the entire service life. But we must not forget about the peculiarities of Russian roads and the absence of a cooling radiator in the Mitsubishi Outlander XL, which leads to a loss of transmission fluid properties.
In conclusion, we present a table with the disadvantages and advantages of the CVT on the Mitsubishi Outlander XL.
The CVT transmission on Mitsubishi Outlander cars is no less popular than other types of gearboxes. Indeed, according to Japanese engineers, such a transmission is not only very convenient, but also quite reliable. However, the opinions of car enthusiasts on this matter differ significantly. Therefore, in order to find out what a CVT on a Mitsubishi Outlander actually is (owner reviews, main faults, operating rules, etc.), we will analyze all its advantages and disadvantages in the article below.
Device and principle of operation
The variator on Mitsubishi Outlander 2 and 3 generations consists of 4 main mechanisms:
- Two pulleys with a belt drive (serve to transmit the rotation of the crankshaft to the wheels while driving. In the neutral position of the box, this mechanism ensures the separation of the engine and gearbox);
- Housing (serves to protect the mechanism);
- Planetary device (responsible for the correct rotation of the pulleys when the crossover moves in reverse);
- Gearbox control system (serves to move the drive and driven pulleys in order to change their working diameter).
In a standing position (in neutral gear), the variator belt is positioned in such a way that the drive pulley has the smallest diameter, and the driven pulley, on the contrary, the largest. But as the speed increases, the diameters of the pulleys will gradually change, tending to the opposite indicator (the driving pulley to the largest diameter, and the driven pulley to the smallest). This, in fact, is the whole principle of operation of the CVT gearbox. Well, let’s look further at what advantages it has compared to an automatic and manual transmission.
Advantages and disadvantages
Compared to a manual transmission, the CVT on the 3rd and 2nd generation Mitsubishi Outlander has a clear advantage in ease of use. After all, when driving in dense city traffic, the driver will not need to be distracted by changing gears, which will allow him to fully concentrate on the road. But against the backdrop of the automatic transmission, the CVT boasts other characteristic features:
- Faster speed changes;
- Imperceptible switching (unlike an automatic, with a variator, when switching from one speed to another, shocks from the gearbox are not felt);
- More dynamic acceleration from a standstill;
- Economical fuel consumption.
However, the variator on the Mitsubishi Outlander, according to reviews from owners, has one serious drawback - difficulties with repair. And the reason for this phenomenon is: the lack of necessary parts in stores (which is why the crossover owner has to wait about 2-3 weeks for repairs to be completed), and the rather complex design of the mechanism.
How to properly operate a CVT box
We have already mentioned earlier that repairing a CVT transmission is a serious problem that takes a lot of time, effort and money. Therefore, in order to avoid the above-mentioned hassles, car enthusiasts should find out in advance: how to drive a Mitsubishi Outlander CVT so that its wear is minimal. The following tips can help with this:
- Avoid dense traffic flows and off-road conditions (in practice, the variator has repeatedly proven its instability to high loads, so testing it in such conditions is strictly not recommended);
- Do not use the crossover as a tow vehicle for other vehicles;
- Get the gearbox serviced in a timely manner (according to the passport, the variator requires an oil change after every 60 thousand kilometers);
- Do not overheat the gearbox (if the gearbox overheats, the CVT light on the Mitsubishi Outlander panel will light up. If this signal is ignored, then the gearbox breakdown will not take long);
- Use only high-quality oil and high-quality gasoline (low-quality technical fluids contribute to rapid wear of the variator cone, which is why the belt will periodically slip during shifting).
At the same time, it is advisable for all owners of a Japanese crossover to know what kind of CVT is installed on the Mitsubishi Outlander. Indeed, if it breaks, there is a high probability that the mechanism will have to be replaced completely. And in this case, you only need to buy an original gearbox from Jatco (model JF011E). Since the manufacturer does not provide a guarantee for analogues of Chinese origin.
Weak points of the mechanism
Many car enthusiasts, before purchasing a second or third generation Japanese crossover, are often interested in the question: how much does a CVT cost on a Mitsubishi Outlander? After all, it is quite difficult to repair such a mechanism. And it can become unusable for several reasons:
- Overheat. As practice shows, the Outlander model has very poor resistance to overheating (especially in the summer). But this problem is easily solved by installing a separate cooling system on the air conditioner;
- Severe bearing wear. Bearings are the weakest point in the CVT box, which, if used incorrectly, will certainly make itself felt after 10 thousand kilometers. Well, you can avoid this phenomenon if you do not operate the crossover in off-road conditions and do not overload it with sudden jerks from a standstill or sudden braking;
- Belt stretch. In addition to the bearings, if the gearbox is not used correctly, the belt may also wear out. And finding out about such a breakdown is quite simple: in the area where the driver’s feet are located, strong vibration will appear, accompanied by a hum (during acceleration, the vibration and noise noticeably intensify). At the same time, eliminating such a seemingly trivial problem is not so simple. After all, in order to remove the belt, mechanics will have to prick the box. But not all masters undertake such work.
It should be noted that regardless of the reason (be it a stretched belt or a worn pulley) that required you to replace the variator on a Mitsubishi Outlander, the cost of the work will be approximately the same. And it will cost the owner of a Japanese crossover approximately 90-100 thousand rubles. Therefore, it is better to operate a CVT-type gearbox according to the rules outlined above.
