Your information is half correct. The transmission is manufactured by Aiasin, a Japanese company. But they have a reputation for being the best in the industry. I haven't owned my car very long, so obviously you would be wise to wait for some senior recommendation. But I researched this extensively, because here in the US, any car with a EUROPEAN automatic is suspect. I actually chose Volvo over other options based very heavily on the fact that the transmission is Aiasin.

Now the Automatics in the earlier V40 and V50 (pre-2005) DO have some failures on their record. This car is based on a Mitsubishi platform, and ironically might have a Japanese transmission, although I don't know for certain. Also, as Volvo is known to do, they muck it up in the electronics. I've read that certain early cars had faulty programming, that has probably been resolved already. I'm not certain this even applies to the P1 platform. But basically, if it flares between shifts, stay away (as you should for any car).

Personally, I'm wondering if an Automatic is really something you want in Bulgaria at all. It may be difficult to find parts, or qualified mechanics if something does go wrong. I don't know, but when I was in Brasil, that was the case.

 

Thanks for the answer!

I do not think automatic is a problem in Bulgaria all the MB and BMW are auto. As I said I just left my MB in the shop for auto gearbox. And yes it is expensive to fix auto then manual, but I thing that ratio is the same everywhere

Anyway based on your post the 2007 2.5T would be a better choice, and what I see, Aisin gear box is used only for the 2.5T models the 2.4i has different one.

 

Also reading in Internet I see that there is a PowerShift dual clutch gear box, is it better and how to recognize one?

 

I don't know. I don't believe this was offered in the US. Since we only get a slice of the engines available worldwide, I don't doubt that this exists. I passed on the VW GTI because they all have DSG autos now (dual clutch). I'm not going to say they are bad, but they are quite complex, meaning more opportunity for failure. And reports of issues with the DSG are not unheard of. For reliability, I would lean in favor of the GearTronic (Aiasin) box. But a dual clutch setup has a very sporting appeal, and also better fuel economy. If I were the type to buy my cars certified or new, and sell when the warranty expired, I'd love to try a dual clutch. But I'm the guy that picks them up after they have too many miles for the original owner. And my only warranty is the tools in my garage, and beer in my fridge.

 

yup aisin auto's with the t5. used by toyotas too. known to be quite reliable and "zero maintenance" -- although if you plan to keep it over 100k, a flush should be considered every 30-50k for preventative maintenance. uses mobil1 3309 or toyota type IV i believe.

 

Powershiftvwasn't offered in the US for a V50 or S40. Only Europe and Asia. Europe with the 2.0d and Asia with the 2.0l petrol. A good box which does sometimes tend to give up but there aren't any common faults like the DSG VW has...

 

One of DSG faults I noticed was half of the CPO used 2007 MKIV Jettas in my area had DSG replaced in CarFax notes at 47,000 miles instead of transmission fluid change.
DSG gives you a split second quicker shift, at the expense of destroying the gears. Must be a common fault VW calls it? That's easily $7,000 for dealer to fix. No thanks!

 

I'm going to convince the SpyZip to buy a Volvo with Geartronic gearbox somehow. Volvo automatics are being resold with 910,000 miles+, sorry the ODO broke before the tranny did on a 740 GLT. Shark performance tunes European cars. They answered the "What can Geartronic take?, By testing to breaking point to convince customers it's strong." Then, 630NM of torque broke the engine first. That transmission continues to operate just fine, Shark needs a new engine block fitted with aftermarket cast Iron "Darton sleeves" to find the exact number Volvo GT will take.

The S40/V50/C30 put out 330NM of torque stock with T5. No issues with gearboxes breaking. We buy Volvos and put up with other issues for this reason dude. Volvo for Life.
Just change the transmission fluid once before 100,000 mile intervals. Volvo does need care, no fluids last forever. Replace Torque mount with polymer for $100 and get quicker shifts.

Swedish superiority is using a simple design to defeat German products that break. Volvo raced Wagons and always finished unlike those fine German companies.
You paid how much for that Mercedes? And it didn't do what gearboxes should do, which is shift gears until car falls apart. You deserve something Euro that works way better.
Performance means nothing when you have to put the car in neutral and push it.

 

You're comparing the old fully mechanical autoboxes (AW70/AW71/AW72) with the modern hyper electrical crap you get. The GT has a few niggles and troubles... The old AW7x series was even when toed next to indestructable.

The GT can't actually take much. If it could, Volvo wouldn't limit the torque on the diesels with the 5 speed AW GT. The D5 has 400 nm with the M66 and only 350 with the GT. The D3 and D4 with newer versions of the 6 speed AW have 400 nm (only because it has been tweaked well enough). The 350 nm figure is also determined by AW themselves... As they have put it in the "<370 nm" range.

We've got an AW55-50 in our S80 2.0T. It hasn't even passed the 85.000 mile range and already has problems getting into certain gears/speeds. A nice "kick in the neck" can be felt when changing under normal acceleration. Hard results in a loud bang. Under gentle acceleration you feel nothing. The old AW30-43LE in my old 960 (a RWD 4 speed version of the transaxle AW55-50) used to bang the gears in. No matter if fresh oil or old. Transmission cold or warm. No matter if new or old transmission itself. The AW71 coupled to the B230F in my former 744 GL Exclusive (not GLE) would switch gears with ease and no issue what so ever.

That isn't enough though, as the GT coupled to any D5 (5 speed GT) will easily be ruined if you exceed the 350 nm limit Volvo set. Many tunes by professional companies would bring the torque up to the max limit of the AW55-51 which is 370 nm and add more ponies. At the same time, the first and second would require a power and torque limiting... The Powershift box has no limitations and has a top-torque-rating (being heavy duty) of 450 nm. Search for the "6DCT451" from Getrag, as that is the box' name... It is better than the 5 speed GT you get in the P1. The only GT which is better, is the AWF21 found in the D3 and D4.

 

I got the V50 2005 2.4i 140hp. Dose any one knows what gearbox is in that model I suppose it is not the same as T5?

Also are the gearboxes in the 170hp and the 140hp versions of the 2.4i engine are the same?

 

If it is an automatic: it is exactly the same transmission as the 2.4i, T5 and D5 have...

And if it is a manual: M56 is the same on the 2.4 and 2.4i.

 

I'm new to volvo's automatic, so may be a silly question...
When I remove my feet from the gas pedal (with speed above 20km/h) the gearbox switches to N mode and the rpm gets like it is on idle mode.
And when I'm stopped the stick is on D, then release the break and hit the gas I feel a small kick. Is that normal?

 

What do you mean when you say "gearbox switches to N mode and the rpm gets like it is on idle mode."

RPMs idles at 800 in my car. I have never seen it drop down to that while I'm moving, unless I'm just idling in Drive at 1mph.
At 20km/h or 12.5mph and above, that should not happen. The rpms should be holding at whatever gear ratio it was at before you let off the gas.

Edit:
The rpm on the geartronic transmission does drop down with the foot off the gas so this is indeed normal.

 

The transmission only uses the torque convertor to change gears smoothly. When out of the convertor range, it is in a "lockup" and if you let off the gas, it should NOT go into neutral, but act as if it was using the engine brake (until a certain limit).

 

^This^

 

Will this solve the problem?

http://www.ipdusa.com/products/5538/107960-automatic-transmission-b4-servo-cover-update-aw55-50-51

 

kbwang - they say this kit is for problems switching from 2nd to 3rd gear. I do not have problems switching gears .. for now.

Dose any one had the same problem?

Also the transmission is 5 gears and switching it manual it lets me pull up to 3rd?

 

For reliability, I have 127K miles on my V50 T5 GT and have not had a lick or trouble with the tranny. The fluid was changed around 60K, probably should do it again soon. It shifts smooth and rather quickly in auto mode. I have used manual mode but hardly see the point unless I am bored or want to hold a gear longer. Auto mode shifts quicker.
Stan

 

AutoGeek - Can you switch to 4th and 5th gear from manual mode?
Also when you release the gas pedal, dose the rpm meter goes to 700-800rpm, (the stick is on D and the speed is above 15-20m/h?

 

I believe I can switch to 4th and 5th. I know at highway speed (in D) the RPMs might drop a little but not to 800. In manual mode after the converter locks, the RPMs stay up like a manual tranny. I'll take notice tomorrow.
Stan