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Variomatic

The Variomatic is a pioneering (CVT) system developed by the Dutch manufacturer (van Doorne's Aanhangwagen Fabriek) and first introduced in production with the in 1958. This belt-driven mechanism employs two pairs of adjustable conical connected by V-shaped belts, allowing for infinite gear ratio variations from 3.60:1 (low) to 28.83:1 (high) without discrete gears, enabling smoother acceleration, optimal , and automatic adaptation to driving conditions via , belt tension, and vacuum controls. Invented by DAF co-founder Hub van Doorne, drawing on earlier concepts like H.C. Spaulding's 1897 and pulley systems, it marked the first mass-produced automotive CVT, revolutionizing power delivery in passenger vehicles. DAF integrated the Variomatic into its lineup of rear-engine, rear-wheel-drive cars, starting with the 590 cc air-cooled flat-twin-powered , which debuted at the 1958 Motor Show and entered full production in 1959, producing over 815,000 units across models like the Daffodil, 44, 55, 66, and 77 until 1975. The system's fully automatic operation, including a , eliminated the need for a traditional gearbox, pedal, or gearshift, making it particularly suited for urban driving and providing features like on descents. In 1975, acquired DAF's passenger car division, refining the technology for use in models such as the (from 1975) and later the 343, 360, 460, and 480, with production continuing until 1991 and producing around 1 million 300-series cars, many equipped with the Variomatic. The Variomatic's innovation influenced broader CVT adoption, powering racing applications in Formula 3 and during the 1960s, and paving the way for modern implementations in vehicles like the 1989 Subaru e-CVT. By providing seamless torque delivery and fuel savings—especially in stop-start traffic—it addressed limitations of conventional stepped transmissions, though early versions faced durability challenges with belts under high loads. As of 2023, CVTs account for approximately 25% of new car transmissions in the U.S. market, underscoring the Variomatic's lasting legacy in .

History and Development

Origins and Invention

The Variomatic transmission was invented by Hub van Doorne, co-founder of the Dutch vehicle manufacturer (Van Doorne's Automobiel Fabrieken), in the 1950s as a solution for providing simple, fully automatic shifting in compact passenger cars without the complexity of traditional geared systems. Motivated by DAF's expertise in trailers and trucks, van Doorne sought to create a (CVT) that could seamlessly adjust ratios using mechanical means, eliminating the need for a or manual gear selection. This innovation built on earlier concepts but was uniquely adapted for automotive use, with development beginning after DAF's decision in to enter passenger car production to leverage the technology. Early prototypes of the Variomatic were tested throughout the at DAF's facilities, emphasizing a belt-driven system with variable-diameter to achieve infinite ratio variation and replace discrete . These initial designs featured pairs of adjustable conical connected by drive belts, allowing the to respond automatically to speed and load for smoother delivery. Van Doorne's team refined the system through iterative testing, drawing from prior ideas like H.C. Spaulding's 1897 belt-and-pulley concept but incorporating modern automation to overcome historical limitations in practicality. Key patents for the V-belt and pulley mechanism were filed by van Doorne between 1955 and 1958, securing DAF's intellectual property for the core components that enabled stepless variability. A primary challenge in the Variomatic's development was creating durable rubber V-belts capable of transmitting without excessive slippage or premature wear, as earlier belt materials like had proven inadequate for sustained automotive loads. Van Doorne's engineers addressed this by developing reinforced rubber compounds that could handle the frictional forces between the s and pulleys, ensuring reliability under varying speeds and conditions while maintaining the system's and cost-effective . These advancements in technology were crucial, as slippage issues had doomed previous CVT attempts, and the resulting prototypes demonstrated sufficient robustness for small-engine applications by the late .

Introduction and Early Adoption

The Variomatic (CVT) debuted commercially in the , a compact rear-engined unveiled at the 1958 International Motor Show and entering full production in 1959. This marked the world's first with a CVT as standard equipment, eliminating discrete gears in favor of infinite ratio adjustments via a rubber V-belt and variable pulleys. Marketed in as "the car without gears" for its seamless, clutchless operation, the attracted over 4,000 pre-production orders, reflecting early enthusiasm for its innovative simplicity. Early adoption expanded within DAF's lineup, starting with the DAF 600's 590 cc air-cooled twin-cylinder engine producing 20 hp, followed by the enlarged DAF 750 (branded ) in 1961 with a 746 cc unit delivering 30 hp. Subsequent models, including the updated Daffodil variants 30 (1961–1963), 31 (1963–1965), and 32 (1965–1967), all retained the Variomatic and built on the original's urban-focused design, with sales accumulating to roughly 125,000 units by 1965 across these early cars. The system, invented by DAF founder Hub van Doorne in the early , proved reliable for everyday motoring in these lightweight vehicles weighing under 1,500 pounds. Initial market reception highlighted the Variomatic's strengths in ease of use for novice drivers and congested city traffic, earning praise in contemporary reviews like Road & Track's 1960 test for its smooth power delivery without gear shifts. However, it faced criticism for subdued acceleration—taking over 30 seconds to reach 60 mph—and a top speed limited to about 65 mph due to the modest engines and belt constraints, alongside a noticeable whining noise from the transmission under load. Despite these drawbacks, the Variomatic fostered a loyal following in the Netherlands and select export markets, where its automatic nature appealed to those avoiding manual transmissions. DAF's 1975 acquisition by , through which Volvo Car BV assumed three-quarters ownership of the passenger car operations, extended the Variomatic's lifespan into the Swedish brand's lineup. This integration saw the transmission fitted to the Volvo 340/360 series, a evolution of DAF designs, which entered production in 1976 and continued with Variomatic options until 1991, broadening its adoption beyond borders.

Technical Design

Pulley and Belt Mechanism

The Variomatic transmission features a dual system, consisting of two pairs of adjustable conical (one driving pair connected to the and one driven pair linked to the rear wheels via separate V-shaped drive ), each formed by two adjustable conical sheaves that grip the . The sheaves on each are designed to move axially relative to one another, allowing the effective diameter of the to vary continuously and adjust the 's riding position within the V-groove. This variable diameter mechanism enables the driving pulleys to expand or contract their effective radius while the driven pulleys adjust inversely to maintain belt tension and alignment. The axial movement of the sheaves is facilitated by forces, including brief actuation via centrifugal weights for initial ratio setting. The connecting belts are high-strength, trapezoidal rubber V-belts, engineered for durability in early automotive applications and capable of handling torque outputs corresponding to 20-30 horsepower in the initial models. Historical variants incorporated or leather-like reinforcements within the rubber to enhance under load. In terms of drivetrain integration, the pulley and belt assemblies are mounted inline with the engine's crankshaft in DAF's characteristic rear-engine layout, providing direct power transfer to the rear wheels without intermediate gearing components and enabling inherent differential action through the independent units. This compact design eliminates the need for a traditional clutch in forward operation, streamlining the overall vehicle architecture for efficiency in small passenger cars.

Control Systems

The control systems of the Variomatic employ and vacuum-actuated mechanisms to dynamically adjust the positions of the pulley sheaves, enabling seamless variation in gear ratios without electronic intervention in the original design. At the core of this system are centrifugal weights, also known as flyweights, mounted within the primary (driving) pulleys. These weights, typically arranged in pairs on the movable sheaves, respond to increasing engine RPM by flinging outward due to , which translates into axial pressure that compresses the sheaves together. This action increases the effective diameter of the driving pulley while simultaneously allowing the driven pulley to expand, shifting the drive outward and effecting an upshift to higher ratios. Complementing the centrifugal weights is a vacuum servo system derived from the engine's manifold, which provides modulated assistance for finer control over adjustment. The acts on diaphragms within the primary chambers, applying variable pressure to the sheaves based on throttle position and load conditions; for instance, reduced under heavy aids downshifts, while increased supports smoother upshifts and maintains grip on inclines for hill-holding capability. This hydraulic-like , achieved through rubber and metal piping connected to the manifold, ensures progressive ratio changes and prevents abrupt shifts, with the system calibrated to specific RPM thresholds—such as 2,850 RPM in air-cooled variants—for optimal performance. The original Variomatic relies entirely on these mechanical and elements, incorporating a function via the flyweights themselves for speed sensing, without any electronic controls. To safeguard against belt slippage under torque or load variations, the system includes integrated tensioning features such as coil springs and disc springs on the secondary (driven) pulleys, which maintain consistent clamping force on the . These work in tandem with the primary pulley's centrifugal and forces to dynamically regulate overall belt tension, ensuring reliable power transfer across the full range of operating conditions.

Operation

Gear Ratio Variation

The Variomatic transmission achieves continuous gear ratio changes in forward driving by dynamically varying the effective diameters of its variable pulleys connected by a V-shaped drive belt. This allows for an infinite number of ratios within the transmission's range, from a minimum of 3.60:1 () to a maximum of 28.83:1 (underdrive), enabling seamless adjustment to match output with demands. Unlike conventional stepped transmissions, this continuous variation eliminates shift points, providing smooth power delivery across all speeds. The fundamental gear ratio R is defined as R = \frac{D_{\text{driven}}}{D_{\text{driving}}} where D_{\text{driven}} is the effective of the driven and D_{\text{driving}} is that of the driving . As the diameters adjust, R changes continuously without discrete steps, allowing the to optimize and speed. For instance, in low-speed conditions requiring high , the driving pulley contracts to a smaller while the driven pulley expands, increasing R for underdrive. Conversely, at higher speeds, the configuration reverses for , reducing R. This pulley adjustment is facilitated by the belt's lateral movement between the sheaves. Upshifts occur as RPM rises, activating centrifugal weights within the driving that force the movable sheave to compress against the , expanding the 's running on the driving . This action loosens the on the driven , reducing its and lowering the overall ratio to permit higher speeds without over-revving. Downshifts are triggered by increased load or demand, where hydraulic or spring forces on the driven compress its sheaves, drawing the to a larger there and contracting the driving , raising the ratio for enhanced . These changes are further modulated by vacuum-assisted control systems, including in chambers to support the shifting process. By maintaining the at its peak power RPM regardless of vehicle speed, the Variomatic ensures optimal and , as the ratio adjusts automatically to counteract variations in position and resistance. This contrasts with stepped transmissions, where fixed ratios can force the away from its efficient operating band during or cruising.

Reversing and Differential

The reversing mechanism in the Variomatic utilizes dog-clutches within the primary gearbox to select either forward or reverse , inverting the rotation of the input shaft to the variable without requiring additional or a conventional reverse gearset. This setup is engaged by the driver's selection lever, which activates a vacuum-operated servo to shift the dog-clutches, eliminating the need for a manual pedal as the incorporates an automatic at the engine output. As a result, the transition to reverse is seamless and fully automatic, mirroring the forward operation in terms of ratio variability. The differential function is provided by separate V-belts and sets—one for each rear —in the secondary gearbox, creating an inherent limited-slip effect that enhances cornering stability and by allowing slight speed differences between wheels under load, particularly beneficial in slippery conditions without relying on advanced . This configuration eliminates the need for a separate traditional housing while improving traction distribution. Unlike conventional transmissions, the Variomatic lacks a dedicated gear or pawl; instead, it holds the vehicle stationary through the high clamping pressure applied to the pulleys and belts by the transmission's hydraulic and centrifugal forces when the is idling in gear. Early models, such as the , supplemented this with an external acting on the primary for added security on inclines. A distinctive feature of the system is that reverse operates across the full range of gear ratios identical to forward, enabling variable-speed backward travel up to the vehicle's maximum speed—typically around 100-120 km/h depending on the model—though practical use was often limited for safety.

Performance and Efficiency

Fuel Efficiency

The Variomatic transmission exhibits a power transfer efficiency of approximately 85-88%, which is lower than the 95% efficiency commonly achieved by transmissions, but this drawback is compensated by the system's ability to maintain the at its optimal (BSFC) point for enhanced overall energy use. In urban driving conditions, the Variomatic provided fuel savings compared to contemporary automatic transmissions, attributed to seamless ratio adjustments that eliminate gear hunting and sustain efficient engine speeds; for instance, the model recorded consumption figures of 6-7 L/100 km. Belt slip and friction account for significant losses in the Variomatic, with these inefficiencies becoming more pronounced under high-load scenarios due to increased frictional demands in the rubber V-belt . Overall system efficiency can be modeled as \eta = \eta_{\text{engine}} \times \eta_{\text{transmission}}, where the Variomatic's transmission efficiency is approximately 0.88, highlighting the interplay between engine optimization and mechanical losses.

Driveability and Limitations

The Variomatic transmission provided a notably smooth driving experience, characterized by seamless acceleration without the jolt of gear shifts found in conventional automatics or manuals. This continuous ratio adjustment allowed the engine to maintain optimal during acceleration, eliminating shift shocks and making it particularly suitable for stop-and-go where frequent speed changes occur. The absence of a pedal further simplified operation, appealing to novice drivers and those preferring effortless control with just and brake inputs. Despite these benefits, the system had distinct limitations that affected overall driveability. A characteristic whining noise often emanated from the and during operation, particularly under load, due to minor belt slip and the high-speed rotation of components. Early models were constrained by a maximum speed of around 100 km/h, limited by the transmission's ratio range and the modest engine outputs paired with it, which curtailed highway . Additionally, prolonged use in demanding conditions, such as climbing steep hills, could lead to overheating of the rubber s, potentially causing slippage or premature wear. Handling characteristics were influenced by the transmission's design and mounting. Rubber isolators helped dampen vibrations from the rear-mounted units, reducing overall harshness, though some low-frequency drone still transmitted through the driveline to . The system's torque capacity, limited to approximately 50 in early implementations due to the rubber belt's strength, made it unsuitable for high-performance applications, where sudden demands could strain the components. User highlighted its popularity in for everyday simplicity and reliability, with many owners appreciating the low-maintenance ease, but road tests often criticized it as underpowered and lacking excitement compared to stepped-gear .

Applications

Passenger Cars

The Variomatic transmission was a defining feature of DAF passenger cars following its introduction in the in 1958, becoming standard equipment across the lineup from that point onward until the company's merger with in 1975. This included models such as the , produced from 1967 to 1972, which offered , , and coupé variants powered by a 1,108 cc Renault-sourced engine producing 50 bhp, paired with the rear-wheel-drive Variomatic system for seamless shifting without traditional gears. The , manufactured from 1972 to 1975, further refined the setup with an updated 1,108 cc engine delivering 53 to 60 bhp, De Dion rear suspension, and an improved Variomatic incorporating a for better handling, available in multiple body styles including and . Other notable DAF models, such as the Daffodil series (1961–1974) and (1966–1974), also relied on the Variomatic for their compact, easy-to-drive character, contributing to total DAF car production exceeding 800,000 units over nearly two decades. Following the 1975 acquisition of 's passenger car division by , the Variomatic was integrated into the Swedish manufacturer's lineup, starting with the rebadged and revised from 1975 to 1980. This rear-wheel-drive model retained the core design, including the 1,100–1,300 cc engine and Variomatic, with approximately 106,000 units produced, of which 12,000 to 14,000 reached the market. expanded the application in its 300-series, notably the front-wheel-drive 343 and 345 GL models produced from 1976 to 1991, where the Variomatic was offered as an optional transmission alongside manuals. These adaptations involved relocating the gearbox to the front for compatibility with the layout, enhancing the system's suitability for compact family cars while maintaining its continuously variable ratio for smooth acceleration. Beyond and , the underlying Variomatic technology—managed separately through Van Doorne Transmissie after the merger—was used for further CVT development. By the 1980s, ongoing refinements to the Variomatic in applications had improved its durability for more powerful small cars. This evolution ensured the system's longevity in passenger vehicles, with 300-series examples often achieving 100,000 to 200,000 miles of reliable service.

Motorscooters and Other Vehicles

The , while primarily associated with passenger cars, drew inspiration from belt-driven systems in existing scooters and machinery, which informed its development for lighter applications. Although did not directly produce two-wheelers, the core and influenced subsequent CVT designs in motorscooters, optimizing gear ratios for urban speeds from 0 to 60 km/h in 50cc engines common to models of the era. In other vehicles, the Variomatic found practical use in light commercial and utility applications, leveraging its stepless ratio variation for low-speed maneuvering and management. The Pony, a compact introduced in 1968, incorporated the Variomatic paired with an 844 cc air-cooled engine derived from the , enabling effective performance on uneven terrain through the system's self-locking differential characteristics. Production was limited to approximately 700 units over two years, underscoring its niche role in light-duty trucking. Similarly, the van, built from 1967 to 1975, employed the Variomatic with a 746 cc to support basic cargo and delivery operations, benefiting from the transmission's reliability in stop-start urban environments. Lighter belt materials were incorporated to mitigate vibrations inherent to these smaller, high-revving powertrains.

Evolution and Modern Influence

Steel Link Belts and VDT Advancements

In 1972, Hub van Doorne established Van Doorne's Transmissie B.V. (VDT) as a dedicated division to develop and manufacture the push-belt technology central to the (CVT), separating it from DAF's broader automotive operations. Following Volvo's acquisition of DAF's passenger car division in 1975, VDT retained ownership of the Variomatic patents and expanded its role in global licensing, supplying the technology to manufacturers including Subaru, , and for integration into their vehicle lines. A pivotal advancement came in the mid-1980s with VDT's introduction of the metal pushing V-belt, which replaced the original rubber to address limitations in handling and . This design features an endless loop of approximately 175 to 300 flat elements (or "blocks") pressed together and connected by multiple layers of thin bands—typically 9 to 12 layers—forming a flexible yet robust push that operates without significant stretching or slipping under load. Later versions of the steel enabled capacities exceeding 200 , far surpassing the 50-100 limit of early rubber variants, while maintaining slip rates below 5% through precise clamping and minimal micro-slip at the element-pulley . Building on this, VDT incorporated hydraulic actuators in the late to enable finer over pulley positioning and changes, improving response times and reducing energy losses from imprecise adjustments. These actuators were integrated with units (ECUs) for adaptive shift logic based on speed, input, and load, as seen in the electronically controlled CVT (ECVT) of the 1987 and the 1991 Nissan March/Micra, where ECU oversight optimized and driveability. A significant milestone was VDT's collaboration with Fuji Heavy Industries (Subaru) on the ECVT, an electronically controlled CVT introduced in the 1987 in and expanded to larger applications by the early 1990s. This system combined the steel push belt with an electronic magnetic clutch and for seamless torque transfer, influencing licenses to starting in 1991 for models like the /Micra, thereby extending Variomatic principles to higher-power passenger cars.

Availability and Legacy

As of 2025, original Variomatic transmissions are no longer in production, with ceasing automobile manufacturing in 1991, marking the end of new units for classic models like the and 340. Aftermarket support remains available for restorations of vintage and vehicles through suppliers specializing in components, as VDT—acquired by in 1995—continues to provide pushbelts and related parts derived from the original Variomatic design for legacy applications. Similar belt-and-pulley CVT clones persist in low-cost scooters and mopeds, such as GY6-based models from brands like TaoTao, which employ systems echoing the Variomatic's core mechanism for automatic shifting. The Variomatic's legacy lies in pioneering mass-market CVT adoption, introducing the first commercially successful belt-driven system in passenger cars during the late and influencing subsequent designs by demonstrating seamless ratio changes for improved efficiency and drivability. This innovation paved the way for modern CVTs, which now appear in vehicles like the 2025 , utilizing a similar pulley-and-belt to optimize fuel economy without discrete gears. By the mid-2020s, CVTs hold a substantial share of the global automotive transmission market, valued at approximately USD 20 billion as of 2025 amid rising demand for efficient automatics in compact and hybrid vehicles. Recent advancements build on Variomatic principles through Bosch's CVT technologies, including the 2021-introduced CVT4EV, a compact pushbelt system tailored for electric vehicles to enhance delivery and range in setups. This reflects ongoing evolution, with filing patents and developing multispeed CVT variants for EVs that adapt the belt-pulley concept to electric powertrains for broader performance gains. Culturally, the Variomatic endures as an iconic milestone in automotive engineering, with the frequently showcased in museums as the vehicle that popularized CVT technology for everyday drivers. Exhibits at the DAF Museum in and the in the highlight its role in shifting perceptions toward automatic transmissions, cementing its status in motoring .

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