Split motorcycle pedal evaluationCurrently, there was the Split 125Fi and its fully evolved model, the NS125RV. The Split 125Fi had been around for four to five years, and the last generation was 21 models.
From the outside, the front face of the Split 125 was thin and had an oval face. The diamond-shaped headlights were symmetrical, and the taillights also had their own characteristics. The style of the instrument was clear and concise. Single side support shock absorption.
In terms of power, its maximum power was 6.87 kWh.
As for the NS125RV, it was the first generation of the 24th model. The appearance was different from that of the Split 125 in details. The front face was round, the headlights were raised at the tip of the eyebrows, and the taillights were also different. The appearance was almost the same as the 125. The power was equipped with the newly developed eSP engine, a single-cylinder air-cooled 124cc, with a maximum power of 7km. It was also equipped with the honda pdgm-fi electronic fuel injection system, which could reduce fuel consumption by about 11% when paired with the eSP engine. It also had pulse ignition and idle start-stop functions, which were not available in the split 125. The NS125RV was also equipped with an anti-lock braking system for the front wheels. This was the first time that the pedal was equipped on the honda 125. In addition, there were also keyless start, dual throttle cables, dual flashing lights (danger warning lights) and other practical components (tailbox option).
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Cvl step on the gas pedalThe CVS (continuously variable transmission) uses static friction to transmit the moment. The main components are the steel belts/chains that are sheathed on the main and driven cone wheels. The cone wheels compress the steel belts through the hydraulic system to form static friction to transmit power. Under normal conditions, sliding friction is not allowed between the steel belts and the cone wheels. Once the steel belts slip, it will cause serious scratches, wear and even scrap.
In terms of structure and principle, CVs were not very suitable for withstanding instantaneous large moments of transmission. In the early days, the multi-plate clutch was used. Now, most of the power transmission was protected by the hydraulic moment to avoid the impact of the large moment on the CVS. For example, when starting, the lock-up clutch of the hydraulic torque-converting device is first separated, and the engine power is transmitted through the transmission oil. After the stable starting speed exceeds 10km/h, the lock-up clutch will lock and directly transmit power; when decelerating and braking, the hydraulic torque-converting device will be separated again.
Although the CVS transmission could not withstand as much as the AT transmission, it was not impossible to step on the accelerator. Some vehicles equipped with CVs and normal maintenance did not have any problems in actual use. For example, the owner of Qijun, who drove 100,000 kilometers, said that there was no such thing as not daring to step on the accelerator under normal maintenance. However, CVs did have some limitations. For example, they were not suitable for long-term intense driving (such as on mountain roads or race tracks) because it was easy to trigger safety protection due to overheating. They were also not suitable for vehicles with excessive horsepower and excessive torquing (generally no more than 250 horsepower).
In terms of stepping on the accelerator, there may be risks if you step on the accelerator of a CVS vehicle. Moreover, the life of the CVS transmission is directly related to maintenance. Wrong maintenance (such as changing the wrong oil, not changing the oil according to the requirements, etc.) will increase the risk of failure. If you want to overtake quickly, you can first use the manual mode to downshift and then refuel. In short, CVs could step on the accelerator to accelerate, but due to its own structural characteristics, it was not suitable for long-term or extreme high-voltage conditions.
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Cvl stepped on the gas pedalThe reason why the CVR stepped on the accelerator and stopped could be due to the following reasons:
1. Gearbox:
- The valve body is damaged, the transmission oil is dirty, or there are impurities inside, resulting in the inability to effectively adjust the oil pressure, causing problems such as a sense of frustration, impact, and slipping. For example, if the pressure output of the valve relief oil pump of the Audi CLV transmission was unstable, it would cause the chain to slide back and forth, resulting in a setback.
- For CVs that used chain transmission, such as serious wear on the edge of the chain and strain on the conical surface of the hydraulic cylinder, it would also cause a setback. For example, in some Audi A4L CVs, the edge of the chain was worn like a knife face, and the conical surface of the hydraulic cylinder was pulled, which would cause problems such as stalling, power interruption, and slipping.
- If the friction plate was worn out, the gap would exceed the standard range, and there would also be problems such as starting, shaking, and impact, even if the friction plate was not completely ground or burned.
2. Engine:
- Power supply system failure, such as spark plug, ignition coil problems, resulting in poor high-voltage spark ignition, causing intermittent poor engine operation.
- There was a problem with the fuel supply system. The fuel injection was abnormal due to carbon deposits, blockage, or poor spraying.
- The engine mat was damaged and could not act as a buffer. It could also cause a setback when stepping on the accelerator.
3. Other aspects:
- If the throttle was not cleaned for a long time, there would be too much carbon deposit, causing the opening angle of the throttle to change. When stepping on the accelerator, there would be a sense of frustration.
- The transmission oil was not changed regularly. After the amount of oil was reduced, the internal grease pressure would decrease, and there would be a phenomenon of intermittent filling.
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Cvl step on the gas pedalStepping on the accelerator too deeply would bring about a series of problems. The CVS transmitted the power through static friction. Its structure was that the steel belt/chain was wrapped around the main and driven cone wheels, and the cone wheels tightly squeezed the steel belt to form friction force to transmit the power. This structure made it inferior in terms of withstanding large amounts of power.
When the accelerator was stepped on, it would cause a large load on the CVS and affect the transmission. Because CVs did not have a gear structure, if one were to step on the accelerator for a long time, it would cause the wear between the steel belt and the cone wheel to increase, and shorten the service life of the steel belt. Stepping on the accelerator at a low temperature would cause the transmission to shift abnormally because the oil was not in the best working condition. In the long run, this would reduce the service life of the transmission.
In addition, violent driving behavior of stepping on the accelerator for a long time may cause the car to burn oil. In serious cases, the temperature of the brake pads will rise, the braking ability will be reduced, and even the cylinder will pull and explode. Although it was feasible to step on the accelerator when starting, it would damage the car. If the accelerator was stepped on for a long time at idle speed, it would cause the engine temperature to be too high and the oil to deteriorate, thus losing its smoothness and causing great harm to the engine.
However, if you want the CVS to quickly upshift, you can first step on the accelerator and then release the accelerator. After the vehicle's electronic control unit (CPU) receives the information, you can upshift. This method of operation is relatively fuel-efficient.
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