Honda HR-V Gearbox

Published by Carl Wilson on

We are one of the largest suppliers of reconditioned Honda HR-V Gearboxes in the UK, we are specialising in gearboxes for cars, vans and light commercials. Many people look for totally reconditioned Honda HR-V Gearboxes but can supply new, second hand and even low mileage parts with a 100% warranty and free postage.

The Honda HR-V Gearbox

It comes with either a five speed manual gearbox or an automatic gearbox (CVT) continuously variable transmission gearbox.

The main difference between the previous test vehicle and this one is the CVT transmission. This system does not have any definite change points, as in a regular automatic, because it constantly varies the drive ratio between the engines and drive wheels giving the impression of a slipping clutch. When accelerating from a standing start, on a hill or in overtaking mode, the engine revs increase to between 4000 and 5000 rpm and remains fairly constant while the vehicle’s road speed increases to a point where the load on the engine decreases and its revs start to lower. While driving along in a constant low load situation, the drive appears normal until acceleration mode is applied again. Two buttons on the steering wheel provide a ‘D’ position for normal driving and an ‘S’ position for sports or faster acceleration, where engine revs readily reach 6000 rpm. There was an increase in fuel consumption compared with the 3 door manual version previously tested.

How Does a CVT Gearbox Work?

1. The most basic Continuously Variable Transmission, or CVT, uses a system of two pulleys. There is no “gearbox” as in a traditional manual or automatic transmission. Instead there is a variable input pulley, called a drive pulley and a variable output pulley, called a driven pulley.

The drive pulley or input pulley is so named because it is where the power from the engine enters the transmission through the crankshaft. The driven pulley is so named because the drive pulley is what pulls it and transfers energy to the drive shaft, and then to the wheels.

Each pulley is made of two 20 degree cones that face each other. This creates a slope or groove where the belt sits. The cones can be pushed closer together or farther apart via centrifugal force, a hydraulic system or through spring tension.

The CVT Gearbox Belt

2. If the belt is made of rubber, a “V-belt” is the preferred choice to improve frictional grip of the belt. It is relatively inexpensive to produce this type of belt, but the properties of rubber also make it prone to slipping and wear.

The other option is to have the belt made of metal. In this case, several (as many as 9 to 12) thin bands of steel will hold a series of high strength bow tie shaped pieces of metal together. These metal belts do not slip and are much more durable than their rubber counterparts.

CVTs that need to support a high output engine (a modern automobile) may need to use a metal belt, and a metal belt is almost a necessity for heavy machinery using a CVT.

How the CVT System Works

3. In either case, the belt connects the two pulleys together. When the cones that make up a pulley are far apart (the diameter is increased) the belt sits low in the pulley. When the cones sit close together (decreasing the diameter), the belt sits high in the pulley.

When one pulley’s diameter is increased, the other is automatically decreased. This determines the equivalent “gear” that the transmission is in and keeps tension on the belt. It is also what gives the CVT its continuously variable property.

Engine speed is held at a constant RPM as speed increases and the jerk normally associated with changing gears is completely eliminated.

The transmission is a much simpler design than more traditional automatic or manual designs and—all other things being equal on the car (or other engine-driven component)–is much more efficient.

Other Types of CVTs 4. Other types of CVTs work similar to the pulley system, and achieve similar results. The other two popular types of CVTs are called the toroidal CVT and the hydrostatic CVT. The toroidal CVT essentially uses two “cones” or “discs” instead of a pulley system, and no belts are used. One cone is connected to the engine through the crankshaft. This is similar to the drive pulley. The other cone is connected to the drive shaft, which is similar to the driven pulley. Instead of belts, two rollers or discs are used to transfer power from one cone or disc to the other.

The hydrostatic CVT uses a fluid to create a continuously variable transmission. A variable-displacement pump is used to pump fluid between two hydrostatic motors. One motor is connected to the engine, the other to the drive shaft. The engine side houses the pump. Technically speaking, the pump converts rotational energy from the engine into fluid form, which then is pumped to the driven side and converted back into rotational energy in the drive shaft.

HR-V Gearbox problems fall into two very similar categories

  • Won’t go.
  • Won’t go smoothly

Most HR-V gearbox problems can’t be fixed by the average do-it-yourself. There are just too many specialized tools and pieces of equipment you’ll need, and buying this expensive gear just to screw up your first three tries at fixing the thing just doesn’t make too much sense. When your HR-V gearbox gets tired, you’ll have to buy another and we can supply that need.

Watch for leaks or stains under the car: – If there is a persistent red oil leak that you are sure is coming from your car, you should have your shop check to see if it is coming from your gearbox or possibly from your power steering system (most power steering systems also use gearbox fluid and leaks can appear on the ground in roughly the same areas as gearbox leaks.) If all you see is a few drops on the ground, you may be able to postpone repairs as long as you check your fluid level often (but check with your technician to be sure.) If gearbox fluid levels go down below minimum levels serious gearbox damage can occur (the same advice goes for power steering leaks as well.)

Check fluid for colour and odour: – Most manufacturers require that you check gearbox fluid levels when the vehicle is running and on level ground. Pull the gearbox dipstick out and check the fluid for colour and odour. Volante gearbox fluid is transparent red oil that looks something like cherry cough syrup. If the fluid is cloudy or muddy, or it has a burned odour, you should have it checked by your technician who will most likely advise you to drain your gearbox and refill or gearbox tune-up.

Be sensitive to new noises, vibrations and shift behaviour: – A modern gearbox should shift smoothly and quietly under light acceleration. Heavier acceleration should produce firmer shifts at higher speeds. If shift points are erratic or you hear noises when shifting, you should have it checked out immediately. Whining noises coming from the floorboard are also a cause for concern. If caught early, many problems can be resolved without costly gearbox overhauls. Even if you feel that you can’t afford repairs at this time, you should at least have it checked. The technician may be able to give you some hints on what to do and not do to prolong the gearbox life until you can afford the repair.

If your car Honda HR-V Gearbox is worn out or won’t go smoothly then you may need to replace it, you can ‘Quich Search’ a Gearbox here or call telephone support line on 0905 232 0099 for your gearbox part.

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Carl Wilson

You won't believe it, I'm native Scotsman. Enthusiast. Car lovers. Almost finished rebuilding my Reliant Saber 🔥

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