With the purpose of tailoring to global market needs, Magna supports this development with innovative, efficient, and cost effective advanced all-wheel drive (AWD) and four-wheel drive systems (4WD), in addition to disconnect systems, manual transmissions (MT), dual-clutch transmissions (DCT), and mild hybrid solutions (HDT 48V). With this expertise, our innovations contribute to the overall performance of the vehicle with any type of powertrain, always pushing to the next level of CO2 emissions reduction. Being a long-term premium supplier for the global automotive industry, we have broad experience and a unique market position. Therefore, Magna continues to work intensively on efficiency improvement of all conventional and mild hybrid drivetrain solutions. Deliveries begin next July.Although market trends show a clear shift towards electrified vehicles, the share of conventional powertrain systems will still be globally significant during the next decade. I found it took a bit more than a tap, bordering on a stab, but downshift it did, engaging the engine brake (an exhaust brake in this case) to provide gentle, brake-saving deceleration.īased on these first impressions, the new Procision should be a strong contender in the medium-duty market. While coasting, Eaton says, the driver has only to tap the brake pedal to initiate a downshift. The Procision found the right gear nearly instantly each and every time. I played with the accelerator pedal, alternatively gunning the engine, backing off, braking, etc., to see if I could fool it into a mis-shift. Generally, they were on the lower side of 1,600 rpm, which isn’t bad for a 6.7-liter engine. Shift schedules corresponded to power demand, swinging from low rpm during leisurely acceleration to near red-line under full power acceleration. It will be available in July 2015.Finally, on the oval part of the track, we had a chance to see how the transmission worked at speed, under acceleration and deceleration. The Procision weighs 364 pounds and will fit nicely into any North American Class 5-7 chassis. It doesn’t clunk into the next gear, or require the vehicle to stop completely before initiating the direction change, as is the case with some automated manuals. It works equally well in forward or reverse, and toggling between forward and reverse can be done while the vehicle is moving with no adverse effects. With the engine at idle speed, the degree of clutch engagement varies with vehicle speed. Eaton calls this “creep mode,” and the actual speed is a customer-programmable parameter. In tight maneuvers, like docking or parking, the Procision transmission “feathers” its clutch to maintain a very low creep speed. The automatic managed the 5% grade, but no more. Upward bound, the Procision managed to idle up even the 8% grade, mustering enough torque through the clutch plate to maintain forward movement. The Procision, however, was far more under control. The torque-convertor-equipped transmission basically just freewheeled down the hill, and required a pretty stiff brake application to keep it reigned in. It was easily overwhelmed by the 10% or higher grades, which forced the engine to request an upshift to protect itself from overspeed. ![]() ![]() ![]() The engine won the day against 8% and lower grades, keeping the truck at a reasonable speed in 1st or 2nd gear.
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