Instructions for using the automated transmission (AMT) Lada Vesta.

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Tips for optimal driving with an AMT gearbox

Not every driver can quickly adapt to driving a robotic gearbox, especially if his vehicle previously had a different type of transmission. There are small tricks that are recommended by experts who have dealt with the robot box.

1. Overheating of the clutch may occur in the AMT box. The AMT gearbox is especially susceptible to such overheating during forced stops in traffic jams. Therefore, when stopping for more than 10 seconds, it is advisable to set the mode to neutral, and on steep climbs to artificially reduce the gear.

Otherwise, when the box overheats, the overheat indicator on the panel lights up, after which it takes time to turn off the engine and give the engine time to cool down. The clutch basket, release bearing and driven disc will also wear out.

1. Jerky movements of the car while accelerating are a distinctive feature of a robotic gearbox. To avoid such jerks, the gas accelerator is pressed and then released when it feels that a gear change is about to occur. It is advisable to increase the speed after switching. Experts also advise taking the robot slowly when accelerating – you need to drive using “half the travel” of the right pedal.
2. The robotic box must be calibrated during the annual technical inspection. This way you will significantly increase the period of its operation.
3. Before turning off the engine and driving the car to the parking lot, it is better to leave the gear engaged. For added safety, always use the parking handbrake. A working handbrake is an important condition for the safe use of a car with a robotic gearbox.

By following these simple recommendations, you can significantly improve the efficiency and comfort of your trips. Practice shows that both a novice and an experienced driver can easily learn how to handle a robot correctly.

Test drive Lada Granta liftback with AMT robot

The other day we took a test drive in a Lada Granta liftback equipped with an AMT robot. Feedback and impressions are in today’s material.

Granta in the liftback body immediately after its appearance caused mixed opinions. Some people didn't like its design, others didn't like it. Indeed, the rear of the car has changed significantly. Compared to the Grant sedan, the liftback looks a little more modern and fresh. In addition, in this body the car does not look as bulky as a sedan.

To be honest, in the modern AVTOVAZ line, this liftback looks very good. Unlike the sedan, many minor “sores” and childhood illnesses were improved on the liftback. For example, doors open and close with much less effort and noise, thanks to new closers. Hooks for attaching bags appeared in the trunk, plastic cables for securing the rear parcel shelf were replaced by elastic laces that do not burst in the cold, etc. The combination of these changes creates a more pleasant perception of the car.

The trunk volume of the Lada Granta liftback is a good 440 liters, and with the rear seats folded it reaches 760 liters. This is where the main advantage of the liftback body manifests itself - the large tailgate opens completely and makes loading and unloading easy.

The interior design is exactly the same as on a sedan - everything is simple and without frills, the usual interior of a budget car. Naturally, the interior also depends on the configuration - the base will not have a large LCD monitor and other goodies.

Under the hood of the test car there is a 106-horsepower 16-valve engine paired with an AMT robot. Behind this abbreviation lies an ordinary robotic gearbox, which is successfully used by many manufacturers. This is a simple and cheap solution, popular in the budget segment. “Robots” with one clutch were installed on some models of Peugeot, Renault, Toyota, etc.

In the cabin, instead of a gearshift lever, an AMT selector is installed, and there is also no clutch pedal. The selector has a neutral, forward, reverse, and manual mode. Unlike a traditional automatic, the AMT does not have a “Parking” mode; the car must be left in neutral when parked or turned off while the gear is engaged. This is one of the disadvantages of the Lada Granta with AMT - in winter, after washing the car, in order to avoid freezing of the pads, you will have to leave it with the gear engaged and without a handbrake, which will not allow you to use the automatic engine start.

Another disadvantage of AMT on the Lada Granta is maneuvering in a parking lot. The fact is that when the brake is released, the car does not start moving, like a classic automatic. In order for the car to move, you need to increase the speed of the gas pedal. Sometimes this causes shocks when maneuvering forward and backward in a parking lot - you need to get used to it.

Oh yes, the robot won’t go without warming up either - when you try to start in winter, immediately after starting the engine, the car does not react in any way to turning on the driving mode and pressing the gas. But a couple of minutes after launch - already please.

On the move, the Lada Granta behaves like a typical car with a robot. Here you won’t be able to just drive and not think about anything, like in a car with a conventional automatic transmission. You need to understand that a robot is the same mechanics that is simply switched not by a person, but by electronics. Therefore, between switching there is a noticeable pause, and sometimes even a noticeable “peck”. However, there is a trick here too. After a while you begin to intuitively feel the moment of gear shifting. If you slightly release the gas pedal before doing this, the switching occurs very smoothly and quickly. Much better than many manual drivers switch.

Another nice feature is that if you press the gas to the floor, the robot in each gear allows the engine to spin up almost to the red zone of the tachometer, and then quickly switches to the next speed. There is also a manual shift mode: if you need to accelerate sharply, you can downshift manually. This is useful, for example, when overtaking on the highway.

In general, Granta and the robot have both disadvantages and advantages. But in terms of price, the robot will cost the buyer significantly less than a classic machine. In principle, it’s a pretty good alternative for those who are tired of working with the clutch and gearshift lever, but don’t want to overpay for an automatic.

Popular rumor is a scary thing. Take robotic gearboxes, for example. The amount of knowledge about them among the population is approximately the same as that of teenagers about intercourse: someone has heard something, someone knows something about how, where, and most importantly - why, but few have seen and understand what it is. actually.

Judging by forum remarks from buyers and even reviews from less experienced colleagues, few people like the VAZ AMT the first time: it doesn’t know how to do it, it doesn’t do that, it’s unlucky... How could it be otherwise if you don’t know what to eat it with?

The “robot” cannot be approached as a classic AT. It's not AT because. In essence, this is the same mechanics, only the closing and opening of the clutch discs is controlled by automation. In classic ATs, instead of a clutch, torque goes to the drive axle through a torque converter. That’s why the operation is a little smoother than that of the RT, but a considerable part of the power is lost in the torque converter fluid. This is especially true for cheap boxes of this type.

Automatic transmission from Renault: torque converter, a bunch of gears, extra weight...

A robot is an intermediate thing. When you want two pedals, but also save money. And not only for the buyer, but also for the manufacturer. And so it happened: the AMT box was made on the basis of the old VAZ mechanics: specialists from the German ZF attached actuators to it (the same ones that control the clutch engagement). Therefore, the work was done very quickly.

In fact about the robot: Is it worth buying a car with a Robot?

If you are interested in the question of whether it is worth buying a robot, we will tell you: sign up for a TEST DRIVE, because it is free. Only by experiencing the robot’s operation yourself will you be able to understand whether it is suitable for you or not. If it doesn’t fit, then a manual transmission package is waiting for you.

AvtoVAZ says that the gearbox is suitable for everyone; AMT has 20 different switching algorithms. But this is not entirely true.

A little from myself: If you have a harsh character and you need appropriate behavior from a car, a robot is not for you. The robot is designed for calm, leisurely driving at medium speeds with smooth shifts and saving fuel and the clutch disc. And the question immediately arises of how this transmission will perform on Vesta Sport: how much the settings will be changed, whether sportiness will appear, etc.

Lada Granta AMT: conclusions and performance characteristics

We thank AMK-Ekaterinburg for the test car. Text: Kirill Zaitsev Photographer: Nikolay Kovalevsky Illustrations, graphics: Jatco, Renault, Lada, archive 66.RU

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Features of the “behavior” of the robot after running in

As a rule, after running-in, the robot and the driver adapt to each other. The driver already automatically starts the engine from the neutral position of the lever and simultaneously presses the brakes. Gear changes have returned to normal and become shifts without interruption in the power flow or without "jerking".

Some reviews regarding the “behavior” of the robot after running-in recommend not to “fall” on the gas pedal when starting to move, trying to quickly gain speed to switch from the initial speed to the next one. This manipulation does not give the desired effect, however, the transition from second gear to third and subsequent transitions will be carried out much faster, unless, of course, you reduce engine speed by releasing the gas pedal.

Reliability, weaknesses, maintainability

Reliability

Due to the short service life, there is no specific data on engine reliability yet. But according to the manufacturer’s forecasts, the VAZ-11182 is considered the most successful option among all VAZ 8-valve engines. Accordingly, the new motor is positioned as quite reliable.

The development of new, “stickless” pistons has significantly raised the spirits of car owners of this internal combustion engine. Gone are the nightmares about the possible consequences of a broken timing belt - bending of valves, destruction of the piston and expensive repairs.

The bearings and connecting rods are copied from the VAZ-21179 engine. The crankshaft is updated, but the connecting rod journal is identical to the crankshaft journal of the same 1.8-liter VAZ-21179. Here the priority was to reduce mechanical friction losses and increase reliability.

It is clear that the maximum loads of the 122-horsepower and 90-horsepower engines differ significantly from each other. Thus, the VAZ-11182 crankshaft contains an additional safety margin, which increases its reliability.

It is appropriate to note that more than 20 items of parts and components have been replaced on the engine. It is characteristic of the VAZ-11182 that all new changes in the mechanical part were made not by designed parts, but by previously used parts and assembly units that had already proven themselves in practice.

For example, valve stem seals are taken from the H4M engine (developed by Nissan, produced by AvtoVAZ). From the same engine, valve tappets and crackers are used.

The first reviews, or rather, discussions about the engine, appeared on the forums. So, StAndr writes: “... the pistons have become heavy with a good compression distance, the connecting rods are now centered on the crankshaft cheeks, and not on the piston bosses. The block is cast iron, not aluminum, like on foreign cars - it holds the geometry well. There are oil nozzles. The torque is not bad - 143 Nm, and from 1000 rpm 80% of the torque is available, i.e. 114 -115 Nm."

The changes made to the internal combustion engine of the VAZ-11182 allow us to hope that the engine will be highly reliable.

Weak spots

The engine has not yet had time to prove itself in operation, so there is no information about its weak points. But on the forums you can find scant data on this issue.

For example, one of the owners of the VAZ-11182, in all likelihood, had to deal with disassembling the engine. In his review, he noted that there was rough surface milling on the plane of the cylinder block. As a result, problems arose with oil and coolant leaking through the head gasket.

But such reports are rare, and it is too early to judge whether the error in block processing is a weak point.

Sometimes the engine shakes at idle speed. Replacing the spark plugs and adjusting the ignition mechanism eliminates this problem.

Some engines have increased oil consumption. Usually this problem occurs around 80-100 thousand kilometers. Oil intake can be about 900 grams. per 1000 km. The true reason for this phenomenon has not been clarified, but it is believed that the design feature of the CPG is to blame.

Maintainability

The maintainability of the unit is good. But it should be noted that the repair process itself is complex. You can't do this without experience and special tools. Forum member 46B writes: “...now you can’t adjust the valves in the garage, you have to disassemble half the engine, and the price of pushers is from 1,500 rubles. for 1 piece."

In general, there are no problems with finding spare parts. The only trouble is that you can run into a fake. The Chinese manufacturer is especially famous for counterfeit products.

Therefore, when restoring an engine, it is recommended to use only original components and parts.

The modern VAZ-11182 engine is a completely reliable and economical engine, but only if it is handled accordingly.