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Volvo XC70 III with mileage

Transmission
The vast majority of Volvo XC70 of this generation are all-wheel drive and equipped with automatic transmission. Machines with mechanics are a huge rarity, and front-wheel drive versions appeared after restyling, when they released cars with a two-liter four-cylinder diesel engine, a new eight-speed automatic transmission and only in a mono-drive version.

The mechanical part of the transmission is performed quite well, except for a few moments. The traditional “Volvo” problems are the angular gearbox of the Aisin automatic gearbox and the one-piece drive shaft, on which the outboard bearing does not change. Both problems are widely known, as are known, and ways to solve them.
The cardan shaft is cut and made composite, specialized services are well mastered this operation. Well, you need to look after the angular gearbox, embed the port to drain the oil, and when running more than a hundred thousand, change the bearings, without waiting for damage to the gears. How to solve the problem, look at the review of the XC90 – there the problem is much more common, since the car is heavier and the motors are more powerful. On the XC70 of this generation, most of the cars are equipped with diesel engines with a power of up to 185 hp, and the “racers” do not favor them, therefore, the transmission failures are not yet very relevant.

Front hub
Haldex IV clutches were installed on the cars before restyling, and after 2012 – Haldex V. The clutch ensures the transmission of the full torque to the rear axle, if necessary, and the speed allows you to get a bonus to drivability on slippery surfaces. The design is quite reliable, but with frequent use of opportunities it is better to err and change the fluid regularly. On machines before restyling, an interval of 30-40 thousand between oil changes and grid cleaning ensures normal operation even with regular off-road trips, but for specimens with typically urban use even after 60 thousand mileage the oil is usually clean.

On fifth-generation clutch machines, the oil change intervals need to be significantly reduced even in urban use: the clutch design has become a bit simpler, the accumulator has been removed, and the electric pump is more intensive. Oil contamination after 30 thousand mileage in urban mode is very significant. And lovers of off-road and dashing starts need to think about replacing after 15 thousand, judging by the variety of reports of replacement. Of the benefits – it became easier to change the oil: no need to remove the propeller shaft, just remove the pump.

If you suddenly find a car with a MCP, it will be a Ford MMT6 / M66, a pretty strong box. Of the minuses – only a mandatory dual-mass flywheel in the kit and quite expensive components of the clutch actuator. Moreover, the original flywheel is no longer available to order, but the resource is not happy. Hydraulic is reliable, the original bearing with a cylinder cost 10 thousand rubles, but the price of a non-original is literally from a couple of thousand.

Automatic boxes are available in two versions. Basically, this is the six-speed automatic Aisin TF-80SC, the version “augmented and improved” with respect to the older AW55-51 “five-revolution”. With the row “four” D4204T5 / D4204T9 used even newer eight-speed automatic transmission TG-81SC.

The six-speed Aisin proved to be a reliable box, but its transmission fluid overheated with a rare replacement and a number of design features let it down. On the XC70, the heat exchanger is located directly on the “cold” radiator tank and is a separate part. And not cheap, by the way – about 20 thousand rubles, despite the fact that it eventually becomes polluted from the inside. The thermostat of the system is designed for a temperature of 105 degrees, which is frankly a lot for this box. With a quiet style of movement is not a problem: the box is warming up literally to this size and nothing more. But if the city traffic regime is corky, and the driver likes to pin down on the pedal, then the chances of overheating increase, and the oil resource and gearbox are sharply reduced.

With a calm movement style, the box with runs up to 200 thousand kilometers and changing oil every 60 or even 100 thousand feels good – the lock on the torque converter lock (GDT) keeps, the hydraulic unit wears out a little. Resource of planetary gears with accurate handling and even higher, about 350-500 thousand kilometers. But the combination of old dirty oil and a “racer” behind the wheel will quickly lead to problems.

When blocking with active pedaling, the cover plate can be wiped out by thousands to 120. Wear products get into the oil, and when operating on dirty oil and high loads, not only the hydraulic unit is damaged, but also the mechanical part of the transmission – this is already due to design flaws. The package C2 of the Direct drum is particularly hard: Teflon rings wear out from the lateral runout of the shaft under load, and the bag burns due to lack of pressure. Also from the lack of oil pressure and vibrations suffer bushings, primarily the sleeve of gas turbines.

Opel can take all-wheel drive from the Jaguar E-Pace. And what else will he have?
After it became known about the upcoming merger of Renault-Nissan-Mitsubishi with Fiat-Chrysler, the general director of PSA, Carlos Tavares, had the only opportunity to get the all-wheel drive system of…

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5 reasons to love and hate Range Rover Evoque I
Range Rover cars in Russia have an extremely controversial reputation. On the one hand, any “Range” is a symbol of prestige, luxury and status of the owner. On the other…

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Nissan Tiida I
Transmission Despite the fact that some of the cars on sale are designated as all-wheel drive, there is no full-fledged all-wheel drive here - there is an electric drive to…

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Volvo XC70 III with mileage
Transmission The vast majority of Volvo XC70 of this generation are all-wheel drive and equipped with automatic transmission. Machines with mechanics are a huge rarity, and front-wheel drive versions appeared…

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