I still have conflicting information. Once, that the machine (ordinary, hydraulic, 4AT) is not able to brake with the engine, other times, yes, it has 1,2,3 in gears and it is used for driving in the mountains, and today that, yes, it brakes in these gears, but you can use only temporarily, because the chest suffers. If I have sharp descents in the mountains and for longer sections, I don't think we are still braking with the brakes, because we will burn them and there is a chance that we will lose the braking ability when we overheat them, so we mainly brake with the engine and help with the brakes?
Of course, AT gearboxes brake the engine you will know by the engine revs at the descent.
There are also those that disengage the engine like the engine does not transfer power to the wheels and the car is speeding up. But in the case of the trailer they state its presence in the socket and behave differently, e.g. volvo.
Of course, AT gearboxes brake the engine you will know by the engine revs at the descent.
There are also those that disengage the engine like the engine does not transfer power to the wheels and the car is speeding up. But in the case of the trailer they state its presence in the socket and behave differently, e.g. volvo.
In my case I clutches D, and brakes at 3.2.1. I asked on automotive channels under videos about AT boxes and everyone claims theirs. I asked a car mechanic after school and he doesn't know much either. Over 100 years of vending machine and such ignorance.
Suzuki SX4 Classic 2009 1.6 4AT, position D - Engine braking occurs above approx. 80 km / h - this can be seen after a temporary fuel consumption of 0 l / 100km. Below approx. 70-80km / h, the Lock-Up coupling of the torque converter disconnects, the car no longer slows down as at a higher speed and instantaneous combustion stays above 0 l / 100km. Switching to 3, 2 or L causes further engine braking.
but you can only use it temporarily, because the chest suffers.
And as the engine pulls it rests probably. If the manufacturer did braking to use it, surely the box will not suffer more than when accelerating. The problem may be overheating of oil in crates without lockup, but these probably ended in the 80s of last century.
but you can only use it temporarily, because the chest suffers.
And as the engine pulls it rests probably. If the manufacturer did braking to use it, surely the box will not suffer more than when accelerating. The problem may be overheating of oil in crates without lockup, but these probably ended in the 80s of last century.
This is what the author of the film claims, who apparently knows the crates and mechanics in general. In other videos there is a problem with the load on the box when the car pulls e.g. a trailer. Apparently because of the fluid overheating, which loses its properties.
This question cannot be answered by the author. It all depends on the designers of the propulsion systems, because he decides what can and what can not. For example, with such a VW Tuareg V10 TDI you can even tow a Boeing 747.
In addition, each car model has a manual that you only need to read - instead of asking the mechanic after "school" ...
Na tak postawione pytanie przez Autora nie da się odpowiedzieć. Wszystko zależy od konstruktorów układów napędowych, bo on decydują co można a co nie. Np. takim VW Tuaregiem V10 TDI można nawet holować Boeinga 747.
Poza tym w każdym modelu auta jest instrukcja, którą wystarczy przeczytać - zamiast pytać mechanika po "szkole" ...
Cytaty z ostrzeżeniami z książki:
"Niemals von Position "P" oder "N" auf Position "D", "3", "2", "1" oder "R" schaltern, wen das Gaspedal niedergenetreten wird. Anderenfalls kann es zu einem ruckartigen Anfahren des Fahrzeuges in Vorwartsbzw. Ruckwartsrichung kommen."
"Niemals das Fahrzeug mit auf "N" (Neutral) gestelltem Wahlhebel fahren Unter dieser Bendingung kann die Bremswirkung das Motors nicht genytzt werden, so dass das Unfallrisiko erhoht wird."
Teraz do konkretnych ustawień przełożenia:
" D (Drive)
This position is for normal driving.
The transmission automatically shifts into a suitable gear from 1st to
4th according to the vehicle speed and the acceleration you require.
When more acceleration is required in this position, press the accelerator pedal fully to the floor and hold that position. The transmission
will automatically downshift to 3rd, 2nd or 1st gear. When you release
the pedal, the transmission will return to the original gear position.
n While climbing a grade
When driving up a hill, undesired upshift to 4th gear is prevented from
taking place when the accelerator is released. This minimizes the
chance of subsequent downshifting to a lower gear when accelerating again. This prevents repeated upshifting and downshifting resulting in a smoother operation of the vehicle.
NOTE
The transmission may downshift to 2nd or 1st gear, depending on
the way the accelerator pedal is pressed to accelerate the vehicle
again.
n While going down a hill
When descending a steep hill, depressing the brake pedal will cause
the transmission to downshift to 3rd gear, thus applying engine braking. Reacceleration for a short time will cause the transmission to up-Starting and operating
7-17
– CONTINUED –
shift normally.
NOTE
In some cases, depressing the brake pedal on a downhill grade
does not result in an automatic downshift to 3rd gear. This can
happen when the automatic transmission fluid temperature is
very low, for example, during driving shortly after the vehicle has
been parked for an extended period of time. When the ATF temperature has risen to a certain level, automatic downshift normally takes place. In the meantime, downshift manually for engine
braking as required.
Also, downshifting when braking downhill will not occur at
speeds above approximately 50 mph (80 km/h)."
I pozycje 3-1:
" 3 (Third)
This position is for using engine braking when going down a hill or for
climbing a grade.
The transmission automatically shifts into a suitable gear from 1st to
3rd according to the vehicle speed and the acceleration you require.
When more acceleration is required in this position, press the accelerator pedal fully to the floor and hold that position. The transmission
will automatically downshift to 2nd or 1st gear. When you release the pedal, the transmission will return to the original gear position. 2 (Second) This position is for using engine braking when going down a hill or for climbing a steep grade. In this position, the transmission holds in the 2nd gear. Use this position when starting off from a standstill on slippery road surfaces such as mud or snow. It will ensure greater traction. 1 (First) This position is for driving up or down very steep grades, or driving through mud or sand, or on slippery surfaces. In this position, the transmission holds in the 1st gear. "- that is, it is used for difficult climbs, boggy surfaces and engine braking.
Another warning: "When shifting down a gear, ensure that the vehicle is not traveling at a speed exceeding the Maximum Allowable Speed for the gear which is about to be selected. Failure to observe this precaution can lead to engine over-revving and this in turn can result in engine damage. In addition, sudden application of engine brakes when the vehicle is traveling on a slippery surface can lead to wheel locking; as a consequence, control of the vehicle may be lost and the risk of an accident increased. "- so according to tables have max 50km / h for 1st gear, 100, for 2nd, 155 for 3rd and for 4th gear max speed is not given. So it follows that when I drive on a slope to D and want to brake with the engine, I change from D to 3, then to 2. If I drive too fast, I gain speed and do not drive more than 50km / h, I can shift to 1 ( but better to brake).
Partially rewritten from the DE book and partly copied from the EN instruction ( link ). There are no special characters for the language in DE. I don't know why, which word is in upper case.
I do not see any warnings that for 3-2-1 you can not brake the engine for a long time.
The discussion revolves around the use of automatic transmission (AT) engine braking in mountainous terrains, specifically focusing on the functionality of gears 1, 2, and 3. Participants express conflicting views on whether AT systems can effectively utilize engine braking. Some assert that engine braking is possible, particularly at higher speeds, while others caution about potential overheating and damage to the transmission system, especially when towing. The importance of understanding the specific vehicle's design and manual is emphasized, as different models may have varying capabilities regarding engine braking and the use of lower gears during descents. The Suzuki SX4 Classic 2009 is mentioned as an example where engine braking occurs above 80 km/h, with a notable drop in braking effectiveness below that speed. Summary generated by the language model.
