And now the real truth about the operation of the Isitronic on the Opel
1. Shifting into neutral while driving is pointless and dangerous. European driving schools teach you to NEVER move with the gear off. 2. When stopping (say, on the order of a minute or more), you need to shift the transmission into neutral. In this case, the load on the clutch actuator control output stage transistors is reduced – in “standby” mode in gear, they are constantly moving the actuator, “feeling” the clutch. This is the heaviest clutch mode. 3. A lot of “Isitronic” problems are from the expectations and skills of customers who have previously operated other transmissions. “The Isitronic is, after all, a conventional manual transmission with a shifting “robot”. One of the reasons for failures is “rough” driving in the beginning of operation. May be unlucky, for example, after overly hard driving a new car on the second floor of a car wagon, for example. 4. You cannot drive with defective brake lights – the robot will only know about the pressed brake pedal by the lit “stops”. Isitronic must be aware of the fact that the brake pedal has been pressed. The information can go if at least one brake light is working. If both stops are not working, the transmission does not know if you have pressed the brake or not, and will not let the engine start. That’s right. The center brake light (LED) is NOT involved in this circuit. 5. The shift lever is just a joystick with micro switches. It is used to make the control program aware of your wishes. You can go into manual mode at any speed and gear. There are restrictions “from a fool”, for example, the program will not let you switch to 2nd gear at 120 km/h, and so on. Controls all the same program, it just starts taking into account your choice of gears. 6. The program of control “Easytronic” is adaptive, therefore it will adjust to the concrete driver. Accordingly, it is better to have the same driver driving the car. Adaptability should be understood as adjusting the gearshift program to the customer’s driving style. 7. The “winter mode” button leaves the box in automatic mode, but allows you to start in 2nd gear 8. Adaptation (1 / 10-30 thousand km… depending on usage). Clutch point adaptation is not an adjustment, but “learning”. The clutch wear adjustment is assigned to the clutch pressure plate mechanism. The unit is first “taught” (this is a forced procedure). In doing so, the unit engages the gears when the car is not running and “remembers” the positions in which the lever stop occurs. At the moment of the stop the current consumption increases and this is the activation criterion. Forced teaching of the clutch actuator is also required. But the criteria are a decrease in engine rpm when the discs are brought in and in contact, and of course the position of the master cylinder. In operation, the unit moves the gears to previously learned values. If at any position the lever feels resistance (increases current) earlier than it had in memory, the unit disengages control (F) and “requires service”. I.e. there is a criterion of mechanical failure of the gearbox, though it can be really thickened oil, or parking in gear on a slope, or any sensor (ABS, idle sensor, speed sensor, wheel sensor) is out of order. Adaptation can be done more often – for example, if the car stopped “crawling”. Adaptation of the seizure point is performed when the engine rpm is stabilized, the handbrake is tightened, electric devices and air conditioner/climate are switched off. 9. The value of the seizure points (there are 3 of them). The engagement point is correctly “the moment the clutch plate touches” – as on the mechanics, but performed by the hydraulic unit.
When “memorizing” the seizure point, three positions of the release bearing are determined at which the transfer of rotation from the DCU to the transmission is achieved: 1. beginning of contact of the disc 2. slippage of the disc 3. closure of the clutch. These positions are determined by a drop in engine RPM. The position of these points depends on the thickness of the disc, on the evenness of disc wear (will the drive jerk or not) and on whether the operating cylinder is overdriven or not. When adapting, the program completely disengages the clutch (the initial value is about 14, the beginning of touch), then starts to release it slowly (and the value decreases), until the basket-disc- flywheel will not be closed. In other words, the higher the value, the better (the clutch is less worn). But if the value is greater than 14, it means that there is a problem with the hydraulics. The minimum value is about 8.5, but this is a rather indirect parameter, as the hydraulic system has a self-adjusting basket to compensate clutch wear. The first 15000 km of new cars are intensive grinding of disk, therefore it is necessary to “learn” parameters urgently. If you slip hard, the disk will catch fire and the values “go away” – the car jerks. 10. There are no problems with the fluid in the clutch actuator, it’s regular brake DOT4, you just need to replace it in time (1/30k km). The fluid reservoir on the hydraulic unit is separate. After changing the fluid, pumping of MTA hydraulic system is required, this is done by the isitronic itself with OP-COM or Tech-2. You can pump (battery off) by twisting the clutch motor shaft with a screwdriver with minimal effort (pumping with a screwdriver is a hoot. Counterclockwise to the stop-clockwise to the stop-portion release from the nozzle – twisting – adding brake fluid. And so once 10-15 times…). Change (not pumping) of the fluid by your own forces: astraclub.ru/threads/32869-replacement-DOT-4-in-isitron-without-TESN-2/page2 (copy link to the address bar, see post from Bumbastyk) 11. The battery terminals should be kept clean and checked regularly for tightness, and the condition of the battery should be monitored. Possible voltage “sags” or reduced capacity, as well as oxidized or loose terminals can lead to errors on the control module of the box. 12. At about 100-150 thousand miles the brushes of clutch release motor wear out, error P1607 – Clutch Actuator Position Control Error. Isitronic disassembled, the price of materials 300 rubles, + work … When buying new brushes: brush material – be sure to be copper-graphite, as it gives little electrical resistance. From some electric tool, etc., you can not put, because there is either just graphite (high resistance), or steel (will kill the electric motor). When replacing the brushes, DO NOT unbend the edges of the brush holder cage. There is a latch on the cage. It is squeezed off perfectly with a sewing needle. The brush holder cage, the spring and the brush are all removable. Brush size 6.2 x 6.2 x 10.0 mm, there are 2 pcs. – The upper and lower. To replace the brushes do not need any special tools, only TORX. You can buy the brushes themselves Bosch 2 607 034 904. And yes, the brushes need to be lapped “around the circumference”. And then check the contact of the electronic unit with the ground. 13. there are 3 electric motors in the iitronic. – The one for the clutch and 2 for shifting gears. 14. Isitronic is NOT adapted to off-roading and slippage.
How does Easytronic transmission work?
Finally, a list of works at 158 thousand mileage, vectra C, master’s comment “The brushes and bearings were replaced in the unit, the manifold was restored (the usual procedure). We have updated the firmware up to version 5, it is just made for elimination (reduction of probability of occurrence, to be exact) of the error 1607, the algorithm of work with the electric clutch drive is optimized therein for less frequent use, i.e. for longer operation period. The clutch is not for company at all, it has already reached rivets, they should show it to you… There are diagnostic methods, which allow estimating condition of clutch, without having removed the gearbox. If this is your first time replacing the clutch, it is normal at this mileage. There is an increased stroke fork 1-2 gears (11.02 mm), but still will live, you’ll have for 60-80 thousand miles, and then come to me, I’ll look at the adaptation (free) for the prevention. The new drive will rub against the flywheel, the point will move a little bit …”.
How the Easytronic transmission works
Two great companies like Opel and Luk have teamed up to invent a new type of gearbox: the robotized transmission. Its main difference from the usual settings is that it can operate automatically. When creating it, the developers have taken the best of manual and automatic gearboxes, electrohydraulic drive was replaced by the clutch pedal, and the launch and selection of gear is responsible electromechanical drive.
- What is an izitronic in a car
- Let’s take a look at everything in turn.
- Clutch actuator. It is made up of these parts:
- the electric motor
- eccentric mechanism
- The drive function is commensurate with the actions the driver performs with the clutch pedal on the classic version of the box.
- Self-adjusting clutch. This is the main difference between this type and the others. It’s called the SAC and its virtues are self-adjusting wear levels and maintaining a moderate release.
- Clutch actuator with Easytronic control unit.
Electronic control unit. This is the control center which is responsible for both the clutch drive and the box in general. It works together with the engine management system and ABS brakes.
- Transmission structure
- The structure is represented by the following parts:
- manual transmission;
- clutch actuator;
- gear selector and engage mechanism;
electronic control system.
The base is a five-speed manual transmission equipped with actuators.
- Main modes of operation
- Easytronic operates in two modes: automatic and semi-automatic. In the first case, it works according to the principle of the classic “automatic”, that is, the control fully goes to the electric unit. It also happens that during the switching of speeds there is a gap of traction. The installation corrects the situation by the following actions:
- lowers the torque;
- disengages the clutch;
- selects a gear;
- synchronizes the shafts;
starts the gear and the clutch;
increases the torque.
The essence of operation of the second mode is much simpler, as everything depends directly on the driver, he performs the following action: switching gears with the help of the lever. This mode is called “Active Select”.
- Advantages and disadvantages of the isitronic
- Each installation has its bright and dark sides. Now let’s take a closer look at what you will have to face in operation.
- The cost is lower than that of analogues;
- excellent dynamics when accelerating; .
- hiccup before shifting gears;
- lever can be jerky at times when shifting;
the potential lasts for a short period of time;
repair will cost more.
Again, let’s remind you that the box is not suitable for daredevils.
- Tips on how to use the transmission izitronic
- Drivers’ perceptions of this type of box are reduced to a conventional automatic, so many get upset after a couple of rides on a new acquisition. You have to understand that it’s more of a mechanic, just without the clutch pedal. If you stick to the tips we point out below, you can greatly increase the life of the unit:
- Put the selector lever in neutral when you make a stop. This way you will take good care of your clutch.
- When parked, cut off the gear, apply the handbrake, and put it in neutral.
Replace a blown brake light bulb in good time, as the system needs it to recognize your actions. Failure to pay attention to this fact may result in an open circuit.
Well, treat the choice of oil seriously, it’s better to choose the recommended leaders of the market.
On what kind of cars is the Easytronic transmission used nowadays?
This gearbox is used in Opel cars, one of the creators. And here is the list of models: Corsa, Vectra, Astra, Zafira. Fiat, too, is experimenting with a couple of models, but the other road giants still prefer the classic variants. This is because of some peculiarities: the power gap and mechanical maintenance. Speaking about the second more specifically, you should pay attention to the fact that you will have to do it not more often than with the commonly used variants. In general, the transmission isitronic is a good choice for those users who do not like risk and would prefer a quiet ride to racing.