by "Viggen" (viggen37)
Published 02/19/2017 at 14:17
by "Viggen" (viggen37)
Published 02/19/2017 at 14:17
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STARS: 4
A guy walks in and says that the CVT in his Nissan has gone out. If he’s right I can only imagine that’s going to be expensive.
The previous owner of the 9-3 kept up a service history that was rather on point. Decided I would continue that. New belt and oil change, overall look over, just as the Saab maintenance books covered. Just waiting for the car to come off the alignment rack now.
STCC Saab 9-3 for your time:
"Nerd-Vol" (Nerd-Vol)
02/19/2017 at 14:43, STARS: 0
Where do you manage to get a car serviced on a Sunday?
Or is this just me living in the south and being ignorant?
"Viggen" (viggen37)
02/19/2017 at 14:48, STARS: 0
I’m on a military installation, so the shop on base is open on Sundays. If the local GM dealership nearby that didn’t hold my previous car’s title hostage I would have gone there on Friday or Saturday, but to hell with them. Unless they can resync my keys to the car...
"gin-san - shitpost specialist" (gin-san-)
02/19/2017 at 15:34, STARS: 0
Can CVTs be repaired at all? Or are they the kind of system where you throw out the old and buy new?
"Manwich - now Keto-Friendly" (manwich)
02/19/2017 at 16:13, STARS: 0
After the first sentence I was expecting it to lead up to a joke/punchline.
But there was no joke.
Where is the joke?
WHERE IS THE JOKE?????
"Viggen" (viggen37)
02/19/2017 at 16:18, STARS: 0
I have no idea. I’d hate to find out!
"bhtooefr" (bhtooefr)
02/19/2017 at 19:43, STARS: 1
There’s basically three sections to a modern automotive CVT - a torque converter, the actual CVT belt/chain and pulleys, and then the reduction gearing (in a few cases this is actually multi-speed), reversing gears, and differential.
If it’s the torque converter, that would be fairly easy to replace. Something in the third section would likely be worth rebuilding, too, if it didn’t damage the case during the failure. The actual CVT failing, though... that’s most of the cost of the transmission, and AFAIK it’s what’s most likely to fail. Note that failed control over the CVT could be fairly simple to repair, though - just swap the solenoids, and it could live another day.
Note that this only holds true for true CVTs, and only the pushbelt/pullchain types, although toroidal (which Nissan’s used in the past, although not in the US market, IIRC) and NuVinci-style planetary CVTs (Allison’s developing them for heavy duty, Dana’s got a prototype for cars) would be a similar idea, just with a different actual CVT (and I’m not sure how likely they are to fail - I suspect the main failure mode on those CVTs would be caused by running low on fluid, and then scoring the fuck out of the discs/balls and the rollers/rings - alternately, it could be something like input or output controls wearing out, due to how the discs/balls are controlled to change the gear ratio).
And, for simulated CVTs, that’s really power split boxes, and those tend to simply not have failures in the actual gearing. There’s a constantly engaged planetary gearset, there’s reduction gearing that’s constantly engaged (unless this is a Lexus GS 450h or LS 600h, then there’s two-speed reduction gearing for one of the motors that can fail, or an LC 500h or the likely upcoming LS 500h, then there’s 4-speed reduction gearing for the entire box that can fail), and there’s a differential. Really, the typical failure mode for a power split box, as far as I’m aware, is the motor/generator #2 (the one that supplies electrical power to the wheels typically) stator burning out, and on the early Toyota hybrids that are prone to doing it, replacing the stator is trivial (and can be done in the car nowadays). I’ve also heard of a few differential failures, but that’s any transaxle.
"merged-5876237249235911857-hrw8uc" (merged-5876237249235911857-hrw8uc)
02/19/2017 at 21:02, STARS: 0
Nissan had a bad problem with the cvts, enough that they extended the warranty on them, but it’s not an official thing if I understand correctly, kind of like only if you ask sort of thing.