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CVT SYSTEM OVERVIEW
CLUTCHING CHART
TAYLOR-DUNN G-100
SHIFT
ALTITUDE
WEIGHT
0-1800
10 RHF
(0-6000)
(5632282)
Meters
(Feet)
1800-3700
10-40
(6000 - 12000)
(5633331)
GENERAL OPERATION
WARNING
All CVT maintenance or repairs should be performed by
a certified technician who has received the proper
training and understands the procedures outlined in this
manual. Because of the critical nature and precision
balance incorporated into the CVT components, it is
absolutely essential that no disassembly or repair
be made without factory authorized special tools
and service procedures.
The Continuously Variable Transmission (CVT) consists
of three major assemblies:
1) The Drive Clutch
2) The Driven Clutch
3) The Drive Belt
The internal components of the drive clutch and driven
clutch control engagement (initial vehicle movement),
clutch upshift and backshift. During vehicle development,
the CVT system is matched first to the engine power
curve; then to average riding conditions and the vehicle's
intended usage. Therefore, modifications or variations of
components at random are never recommended. Proper
clutch
setup
and
careful
components must be the primary objective when
troubleshooting and tuning.
9929758 R01 - 2019 TAYLOR-DUNN G-100 Service Manual
© Copyright TAYLOR-DUNN
DRIVE CLUTCH OPERATION
Drive clutches primarily sense engine RPM. The two
major components which control its shifting function are
the shift weights and the coil spring. Whenever engine
DRIVE
RPM is increased, centrifugal force is created, causing
SPRING
the shift weights to push against rollers on the moveable
Red /
sheave, which is held open by coil spring preload. When
Orange
this force becomes higher than the preload in the spring,
(7044321)
the outer sheave moves inward and contacts the drive
belt. This motion pinches the drive belt between the
Red /
spinning sheaves and causes it to rotate, which in turn
Orange
rotates the driven clutch.
(7044321)
At lower RPM, the drive belt rotates low in the drive
clutch sheaves. As engine RPM increases, centrifugal
force causes the drive belt to be forced upward on drive
clutch sheaves.
DRIVEN CLUTCH OPERATION
Driven clutches primarily sense torque, opening and
closing according to the forces applied to it from the drive
belt and the transmission input shaft. If the torque
resistance at the transmission input shaft is greater than
the load from the drive belt, the drive belt is kept at the
outer diameter of the driven clutch sheaves.
As engine RPM and horsepower increase, the load from
the drive belt increases, resulting in the belt rotating up
toward the outer diameter of the drive clutch sheaves
and downward into the sheaves of the driven clutch. This
action, which increases the driven clutch speed, is called
upshifting.
Should the throttle setting remain the same, and the
vehicle is subjected to a heavier load, the drive belt
rotates back up toward the outer diameter of the driven
clutch and downward into the sheaves of the drive clutch.
This action, which decreases the driven clutch speed, is
called backshifting.
In situations where loads vary (such as uphill and
downhill), and throttle settings are constant, the drive and
driven clutches are continually shifting to maintain
optimum engine RPM. At full throttle a perfectly matched
inspection
of
existing
CVT system should hold engine RPM at the peak of the
power curve. This RPM should be maintained during
clutch upshift and backshift. In this respect, the CVT
system is similar to a power governor. Rather than vary
throttle position, as a conventional governor does, the
CVT system changes engine load requirements by either
upshifting or backshifting.
CVT SYSTEM
5
5.3
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