Ok, good, I take this as good news.
There is more than one type of CVT. Per this article, there are modes where gen2 is an eCVT (ICE can operate in wide rpm range while vehicle speed is constant).
There is more than one type of CVT but they all have one thing in common, they have continuously variable gear ratios. The Volt transmission dos not. It has only two ratios. One where one electric motor is connected and one were two electric motors are connected. Whether the ICE motor assists in power doesn't change this. Therefore it doesn't meet the definition of a CVT or an eCVT .
A transmission that allows the ICE (that is providing torque to the wheels) to continuously vary it's speed while keeping the vehicle speed constant is, by definition, a CVT (in this case by being an eCVT).
Complicated! Noticed it says the compression ratio is 12.5:1, and yet its recommended 87 octane still, wow!
The chain drive is just takes the place of the idler gear in the Gen I. There are two speeds, MGB connected and MGA and MGB connected (or engine assist for that matter). The fact that the "transmission" changes speed as the motors change speed doesn't make it a CVT anymore than my 5 speed transmission in my TR7 is a CVT.
Haha! TR7 cvt. True that.
I'm aware, haven't seen it yet.
In your 5 speed, at a given gear and engine rpm, you will always be going the same vehicle speed, you can not continuously vary the rpm and keep the speed constant (you can shift gears and have discrete jumps, but the ratios are fixed). In either gen Volt, there are modes where you can continuously vary the engine rpm (while providing engine torque to the wheels) over a decent rpm range while holding vehicle speed constant. That is what makes it an eCVT, the motors/gears allow the ICE to vary speed and keep vehicle speed the same (i.e. not a fixed ratio between engine rpm and vehicle speed).That is the very definition of a eCVT (if you don't believe me, ask Toyota and their Hybrid Synergy Drive), which again is a special type of CVT.
The newer GM Ecotech engines can handle higher compression on lower octanes.
If you can vary the engine speed while it is connected to the drive train and keep constant car speed, you would need a large slipping clutch or a torque converter which it doesn't have. either the engine is direct connected or it's not. If it's connected, the engine speed has to match car speed. If the engine isn't connected while doing that, well I can do the same thing in neutral in my 5 speed. Don't know how the Toyota eCVT works but it's not going to be GM's. There is no CVT in a Volt.
In your 5 speed, at a given gear and engine rpm, you will always be going the same vehicle speed, you can not continuously vary the rpm and keep the speed constant (you can shift gears and have discrete jumps, but the ratios are fixed). In either gen Volt, there are modes where you can continuously vary the engine rpm (while providing engine torque to the wheels) over a decent rpm range while holding vehicle speed constant. That is what makes it an eCVT, the motors/gears allow the ICE to vary speed and keep vehicle speed the same (i.e. not a fixed ratio between engine rpm and vehicle speed).That is the very definition of a eCVT (if you don't believe me, ask Toyota and their Hybrid Synergy Drive), which again is a
My original post mainly was just if it had a CVT-type belt and variable "sheaves" that belt rode on......
which the Volt does not.
and I see this is good.
Is the Volt an eCVT or not? I will just watch you guys figure that one out.
My original post mainly was just if it had a CVT-type belt and variable "sheaves" that belt rode on......
