Considering the savings involved in building transmissions with just three moving parts, you’ll understand why car companies have grown to be very thinking about CVTs lately.
All of this may sound complicated, nonetheless it isn’t. In theory, a CVT is far less complex than a normal automatic transmission. A planetary equipment automatic transmission – sold in the tens of millions this past year – has hundreds of finely machined shifting parts. It has wearable friction bands and elaborate digital and hydraulic regulates. A CVT like the one explained above has three fundamental moving parts: the belt and both pulleys.
There’s another advantage: The lowest and maximum ratios are also further apart than they might be in a conventional step-gear transmitting, giving the tranny a larger “ratio spread” This means it is a lot more flexible.
The engine can Variable Speed Transmission always run at the optimum speed for power or for fuel economy, regardless of the wheel speed, which means no revving up or down with each gear change, and the ideal rpm for the right speed all the time.
As a result, rather than five or six ratios, you get an infinite 
number of ratios between the lowest (smallest-diameter pulley environment) and highest (largest-diameter pulley environment).
Here’s a good example: When you begin from a stop, the control pc de-clamps the insight pulley therefore the belt turns the smallest diameter while the result pulley (which goes to the wheels) clamps tighter to help make the belt change its largest diameter. This creates the lowest gear ratio (say, 3.0-to-1) for the quickest acceleration. As acceleration builds, the computer varies the pulley diameters, as conditions dictate, to get the best balance of fuel economic climate and power.
