Project Madera: A Jimmy GT

[watahyahknow]

think the torque controll is wats holding the twin clutch box down at the moment , actually dont know if they ever be able to make them strong enough to take the full force

you might be able to extend the range of a cvt by using two setup in series so the first belt driving the second making it two stages use heavier springs in the second set so the only start to expand after the first band is extended fully

the real acillisheal of the cvt is the beltstrength if that snaps theres no more drive at all

[skorpioskorpio]

Originally Posted by watahyahknow

think the torque controll is wats holding the twin clutch box down at the moment , actually dont know if they ever be able to make them strong enough to take the full force

you might be able to extend the range of a cvt by using two setup in series so the first belt driving the second making it two stages use heavier springs in the second set so the only start to expand after the first band is extended fully

the real acillisheal of the cvt is the beltstrength if that snaps theres no more drive at all

I don't think there is any motivation to making passenger car transmissions beefier or truck transmissions sportier, especially when. in order to meet fleet averages, you need to add more gears in the same space *OR* make the vehicles lighter. A beefier trans doesn't fit into that equasion. As for trucks the same lightening excercise is going on there and there is no drive towards making high reving trucks, it's about low rpm torque for great hauling and towing capacity and you just don't need a fast shifting trans there.

This holds true industry wide whether you are talking big 3 domestics or overseas exotics. You don't need a big brutish double clutch monster in a carbon fiber exotic that weighs a hair over a ton, even if it has 700+ HP in it.