For years, British drivers had favoured the manual transmission, but would a rise in automatic transmissions in the US sway motorists here?
Matt Burt
27 August 2015

Following World War 2, automatic transmissions became commonplace on American cars, prompting Autocar to ponder how long it would be before similar systems were adopted by British car makers.

“Very shortly some decision will have to be made in order that British cars can continue to hold their own against American competition,” wrote technical expert MS Crosthwaite in the magazine, in August 1950.

“There is no doubt at all that car users who regard the automobile primarily as a means of transport will no longer continue to view the conventional clutch and synchromesh gearbox with favour. Elimination of the clutch pedal would appear to be an absolute necessity.”

Crosthwaite detailed three types of automatic transmission – the semi-automatic overdrive, a four-speed ‘planetary’ gearbox and a fully automatic torque converter – and assessed their suitability for the British market.

“Two factors are of vital importance when considering a transmission for British cars, namely, what may be considered ‘reasonable’ efficiency and whether fully automatic control is desirable,” he wrote.

“Behind any consideration of these arguments, however, lies the question of environment and its effect upon the type of vehicle most suitable.

“In many ways the narrow twisting roads of Great Britain, with their high traffic density, have no counterpart. Thus ease of gear changing is essential, although the actual percentage of the life of the car spent in intermediate gears may not be unduly high. Nevertheless, it will be enough to show up in terms of fuel consumption any relatively low transmission efficiency.”

At the same time, he identified two factors contributing towards the need for a reconsideration of gear ratios.

“These are the reduced drag of modern coachwork, resulting in the possibility of attaining higher road speeds with a given engine power, and the realization that in other countries, where high cruising speeds can be sustained for long distances, a higher top gear ratio is desirable in order to keep engine speeds reasonable.”

Ultimately, Crosthwaite felt that other technical elements of the car could play a more important role in improving fuel economy than transmission evolution.“No transmission is an end in itself. The ideal is to have so much surplus engine power that nothing is required beyond a device to provide a smooth start,” he wrote. “While this desirable state is approached by the large-capacity American car, it cannot be expected in other countries where fuel is expensive.

“The alternative is, however, open to all. It lies in more effort devoted to reducing weight and drag. No amount of transmission development can replace the need for these improvements.”

Previous Throwback Thursdays

4 March 1899 - Steam, electric or combustion engine? 

26 June 1906 - The first French Grand Prix

9 July 1907 - The beginning of Brooklands

14 February 1913 - 100 miles in one hour

8 April 1916 - Making post-war predictions

25 March 1922 - Caterpillar tracks are the future

4 July 1925 - Citroën lights up the Eiffel Tower

2 February 1934 - The ethics of skidding

6 July 1934 - A tour of Cowley

1 June 1935 - Introduction of the driving test

22 June 1945 - Driving through post-WW2 Europe

21 January 1949 - Tidier tails

24 April 1959 - Aston Martin enters Formula 1

27 January 1961 - Ford Thunderbird road test

17 November 1961 - TVR Grantura road test

19 August 1966 - Four-wheel drive on test

6 May 1971 - Driving Ford's Supervan

12 June 1976 - Cars for under £100

10 July 1976 - Land's End to John O'Groats on one tank

13 May 1978 - Ferrari 512 BB road test

19 January 1980 - Talbot Horizon road test

13 February 1982 - 4x4s tested on the farm 

17 April 1985 - Secrets of a lost British supercar

15 August 1990 - Giugiaro's vision of a 1990s Jaguar

28 April 1993 - BL's unseen concepts

16 March 1994 - Bentley's Concept Java

16 April 1997 - When Bugatti bit the dust

4 April 2001 - 0-260mph in 6.0 seconds

25 July 2001 - 180mph in a Chevrolet Corvette

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Comments
6

27 August 2015
I am surprised it has taken so long for automatics to gain ground in this country. If anyone was designing a car from scratch today, then they probably woundn't consider a friction clutch as a means of connecting the drive to the wheels of a car (nor would they consider an internal combustion engine as a means of propulsion). The very idea of having a manually selectable multi-speed gearbox, connected with a friction clutch which must be disconnected for every gearchange sound impossibly crude and labour intensive. Yet somehow, the arrangement does provide a strange satisfaction for those who enjoy their driving... Maybe it's a triumph of evolution over fundamentally bad design?

27 August 2015
Interesting that VW have versions of their DSG that are quite different in efficiency. The 7-speed applied to smaller torque engines is a "dry" one and is within a smidgen of the efficiency of a manual, whereas the higher torque rated 6-speed "wet" one is quite a bit less efficient than a manual. Having used both, I know how this translates into the real world mpg. Beats me why after all these years, VW have not closed that gap. I am afraid the coasting function and stop start I have on my current 6-speed is no substitute for the basic efficiency that I enjoyed on the 7. Having said that, I prefer the feel of the 6.

27 August 2015
How many gears do you need. I find myself driving around using mostly third and forth, from a choice of six, in and outside of town. The modern dsg auto's appear to want to change up into top at the earliest opportunity leaving the engine in a continuous semi bogged down state, which I find quite annoying. The only way around this is use manual mode, which sort of defeats the object.

27 August 2015
Andrew 61 wrote:

How many gears do you need

With an automatic, does it matter how many gears it has?

Our 320d has the excellent ZF 8-Speed automatic. Most of the time when driving it, I am not aware of which gear it is in - and, importantly, I don't care. Let me explain: what I mean is that the vehicle always chooses the right cog for the conditions, so that I am never left wondering where my power is, or why the engine is revving so high. It is truly an amazing transmission - the first automatic I have experienced where I do not feel I have to second guess what the hell it is doing. There is just no frustration with it - for the first time in driving an auto I am not left wishing I had a manual.

In theory the 'perfect' automatic transmission is a steeples CVT, since this allows an infinite number of ratios, so that the ratio is always matched to the engine revs. That is the theory. In my experience CVTs are crap. I have only driven two vehicles with a CVT - some Mitsubishi buzz box thing in Sydney a few years ago, and a Mercedes B-Class about 4 years ago. Both were awful - underpowered, noisy, unresponsive and just dumb. I am sure there must be better CVTs out there, but I am yet to experience one.

27 August 2015
Modern torque converter autos are now so good both in terms of efficiency and smoothness, I really can't understand why VW continue with the DSG particularly given its reliability issues. A dual cluthc gearbox may be good for a performance car, but for everyday driving I'd always prefer a traditional auto. VW's persistence over the DSG reminds me a little of when they developed their Pump Duse direct injection system and then had to do a U turn and introduce commonrail diesels.

TBC

28 August 2015
I seem to recall how driving an automatic carried a certain stigma, unless of course you were elderly, very rich or were lacking the use of a leg. Thinking back to the road tests that I've read over the last 40 years or so, it was a rare thing for a motoring journalist to promote the benefits of an automatic, L.J.K. Setright being one of the few to argue its merits.

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