CVT gearboxes, how are they different from normal automatic gearboxes

With CVT gearboxes becoming a common feature on most cars that are being imported into Sri Lanka, specially after Toyota Japan has made it standard for all the common models (Axio, Allion, Premio, RAV4, etc).  However a lot seem unclear what is different from the CVT, specially since Toyota went to great lengths making many changes to the implementation of the CVT in Toyota’s to make it look and feel like a normal auto, hiding some of the characteristics that easily enabled a driver to know if the car had a CVT or not.

This tweaking has made many feel that CVT gearboxes are just like auto boxes, when in reality they are engineered very differently. A simple and quick guide that i would like to point out to people is http://cars.about.com/od/thingsyouneedtoknow/a/CVT.htm.  Hits the key points straight on such as the characteristics of a true CVT gearbox, and how manufacturers tweak it to hide the characteristics since most automatic users feel not comfortable with the normal jerky revy nature of the CVT gear ratio changes.

Important to note in CVT’s are,

1. There is no physical gear ratios, which in some ways makes it feel like a manual

2. The tiptronic buttons that say 5-speed, 7-speed simply are programing (software) implementation of ratios that gets applied as you change them, unlike in a true auto where it shifts into a different gear ratio

3. Though ATF oil was used in the past, issues faced by Honda with their CVT gearboxes and by Nissan in recent times have made auto makers develop a different gearbox / transmission fluid for CVT implementation.  However the gearbox itself has gone through changes, such as torque converters which were not used in early CVT gearboxes to reduce the loss in efficiency (some say 10%) were reintroduced, and the findings that the CVT gearboxes generated more heat has seen coolers being installed to maintain temperatures.  Hence the continued need for a higher cost CVT fluid maybe more marketing than fact, but with gearbox prices being high nobody wants to skimp to prove this 🙂

4. Implementations of the CVT gearboxes differ from manufacturer to manufacture, both in the physical as well as software.  Honda implementations seem to favor retaining the revvy nature of the CVT, as Honda owners feel they are driving something sporty.  However Toyota findings that their buyers preferred the automatics more smoother controlled changes has seen Toyota invest greatly to make the CVT gearbox mimic an auto.  Nissan one of the pioneer CVT implementers and a company that actually started using it in larger cars has never got much of the spotlight though they have many different variations of CVT.

However with the emergence of the dual clutch automatic gearboxes, which has shown that cars equipped with it could shift faster than a manual gearbox has made the CVT the second best auto implementation compared to the manual.  Dual clutch implementations are featured in many European cars, with VW group even having it on their cheap small cars such as the Polo. Sadly not seen much on this from the usual Japanese cars and companies.

Toyota Axio NZE141G Manual Quick Test

Cars with manual gearbox among daily commuters has become a very rarity, and one of my colleagues, an avid fan of the manual gearbox had decided to upgrade his N16 (manual gearbox) with an Toyota Axio manual gearbox.  The car he got was a pristine example with an auction grade 5, interior A and just 9,000km on the clock.

He was kind enough to provide me  test drive, and also share some of the user experience in comparison to the N16 he had.

Did the criminal sin that i had not charged my camera’s battery, so my photo shoot for the article sadly was only half complete.

Engine

The car has the same engine as the Allion A15G, the 1496cc 1NZ-FE base engine in the A15 provides 110PS/6000 power, and 140Nm/4400 of torque.

The engine is a quiet one, and lacking any aural thrill the Honda fans would crave for.  The pickup of the vehicle at low speeds as in the Allion is remarkable, and coupled this time with a manual gearbox, provides extreme rapid take-offs.  However once you go beyond the 1st gear, the surge is more sedate and tapers off in the mid range before it gets a bit more lively at the higher speeds.

The tractability of the engine though is remarkable, as you can cruise around even in the second gear, indicating that long gearing might be in place to promote fuel efficiencies.

Transmission
Driving a manual gearbox after a while, and it was a pleasant experience.  The manual gearbox is quite smooth, though no match for the Honda Fit manual i drove some time back.  A touch notch but still very light and confidence inspiring and the shorter gear knob gives a quick shift feel.

Exterior

The Axio design definitely is Toyota playing its safe style, and is very conservative lacking any real visual drama. The design is clean, but lacking inspiration.  The model i drove had the standard light cluster, though some of the models i saw on the road had the more cooler looking project type cluster.

Interior

This car being a G grade model, has the higher quality seating materials.  However the quality is not in the same league as the Allion.  My friend also commented that the seats were a lot firm, and not as comfortable as his older N16.  The seats are narrow, and while suitable for the thinner folks, a bit lacking in width for the bulkier person such as myself!  The singular knob for height adjustment seems a bit lacking.

A thing that brought me joy was the handbrake being  a true handbrake and not a foot brake as was the case with a lot of new auto gearbox cars.  I am sure only a person who drives in Sri Lanka will truly appreciate the ease the hand brake brings compared to the foot brake due to the high frequency we have to use it in general city driving.

The rear seat space seems lacking and disappointing.  My humble opinion is that the newer hatchbacks a class lower such as the Honda Fit having oodles of space for the rear occupants.  Another work mate who upgraded from an Fit Aria, also indicated that his wife had commented the Axio was less spacious in the rear specially in the legroom. However the boot is well sized.

The dashboard console is simple and functional with orange lighting.  Unlike the CVT variant i drove of my other work mate, the manual car has a normal LCD meter and separate analog meters for fuel, etc.  The LCD indicators are also in English as opposed to Japanese in the automatic gearbox versions.

Ride and Handling

The Axio though lighter than the Allion, and the Axio handles the  local rutty roads extremely well, giving a comfortable ride even in the most bumpy parts.  However for an enthusiast they may find the ride a tad on the softer side, but the advantage is that the vehicle does not loose composure on the rippled, rutty roads and maintains high degree of comfort for its occupants.  The standard tires are the 185/65/R14, and with the thick sidewall, these tires also help maintain the ride comfort.   However one observation from the owner was that the lighter weight of the car was noticeable at higher velocities.

In town driving the car is fairly nimble and has a decent turning circle, and also manages to control the torque with no wheel spin.  Yeah wheel spins are cool, but sadly they don’t help improve performance straight of the line as thats a sign that car is not able to get traction.

The car i drove also feature 195/60/R15 tires, larger than the standard 185/65/R14 which do service in most Axio’s. The large tread size seemingly helping in improving the road manners of the car, though this should have an impact on the overall fuel economy of the car.

Fuel Economy

Shall update this after i get an update from the owner after he has got a few more miles in local conditions.  However it seems the manual gearbox has a 0.5-1kmpl advantage over the CVT gearbox in peak hour city driving mode, so the CVT definitely bridging the gap in fuel economies compared to a standard auto box.

City / Urban – Peak Hours		9-10kmpl
City / Urban – Non Peak Hours		10-11kmpl
Outstation / Highway – Narrow roads
Outstation / Highway –Wide roads		14-16kmpl

Toyota Allion NZE260 Detail Review

A more descriptive analysis of the highly popular JDM Allion this time around.

Engine

The 1496cc 1NZ-FE base engine in the A15 provides 110PS/6000 power, and 140Nm/4400 of torque.  Interestingly the A18 1790cc version which is more rare in Sri Lanka due to the higher taxes (yet low priced in Japanese auctions due to the high demand for the a15) has a more advanced 2ZR-FA engine which revs harder at 140PS/6400rpm and 176Nm/4400 of torque.  The A18 engine features Toyota’s VALVEMATIC that provides more power and yet high levels of fuel economy.  Anyone using this version, appreciate if you can provide your experiences specially on the fuel economy and performance, as my general feeling is that its not going to be too far away from the A15 in efficiencies, but you get the bonus of the higher outputs that can be an advantage on the highways, and also for the thrill seekers.

The A15 tested is remarkably quiet, partly due to the good noise insulation, and also possible the design of the engine.  However what is really interesting is the simple ease the vehicle pulls at low speeds, and i believe part of this reason is the CVT gearbox.  The end result is that the Allion offers painless acceleration that will make you feel the engine is lot more powerful than what it is.  Its only in the open roads and when you need that heavy pull in overtaking that you notice the lack of oomp in the engine, something that most users of this car in Sri Lanka are not going to notice unless you like driving a bit enthusiastically.

Transmission

A big change in the second generation Allion is the introduction of the CVT (called Super-CVTi) gearbox for the entire range of models.  Only the 2L version had the CVT gearbox in the 1st generation models.  The Super-CVTi has been tuned to give more of an auto feel and most users are unaware that the gearbox is a CVT.  Kudos to Toyota in achieving this, as common feature of most CVT’s specially Honda has been the rather revvy behaviour, though this can be an interesting attribute.

However see section below, seems if the car is used in heavy traffic situations, sticking to the Toyota standard gearbox oil change can cause gearbox failures.  Honda’s learning with the CVT gear oil change cycles may also be very applicable for Toyota as well!

Exterior

The Allion compared to the sister car the Premio always presented a more sporty younger appeal, and the same continues with this model.  The vehicle tested being a variant of the base model lacked some of the visual aesthetics,  still had that look.  The more beefy versions add to the visual impact that makes the car a lot more meaner.

The side mirrors have the now popular winker mirrors, while adding a touch of modern feel, most winker mirror implementations have the feel of being bolted in when compared to the winker mirrors in Mercs which were among the first to feature this.

The rear has the now fairly standard Toyota look, and has more than a  passing resemblances to the big brother Camry. A bit of the bangle  design has crept into the Toyota design house, but in a lot more  pleasing way compare to the BMW designs of the past.
Interior

The soft texture of the seating material gives a very pleasant feel for the passengers, and also gives the vehicle an upmarket feel.  However the material is a major dust attractor, so regular cleaning is on call, specially if its the dark colored interior.

The high mid console which has the  classy stubby gear lever i felt was a tad badly placed, and only suited  if you were the type who liked to sit back and drive in a relaxed mode.

The front seats are top notch, and though lacking any form of  electrical seat control, it provides the front passengers a very  comfortable driving position. The rear seat space is superb, and the ability to recline the seats (at the cost of some boot space) adds to the luxury feel of this mid level sedan.

The dashboard console is very neat, and the all LCD information screen provides a good level of information.  In addition to the average fuel economy, it also provides the current fuel economy to ensure the driver can optimize his driving style to meet his needs be it economy or a bit of thrill.  However while most JDM cars in the past had the information in English, the console now is in Japanese, which means any error information or warning are not going to be understood by non-Japanese users.

Ride and Handling

The vehicle suspension handles local rutty roads extremely well, giving a comfortable ride even in the most bumpy parts.  However for an enthusiast they may find the ride a tad on the softer side, but the advantage is that the vehicle does not loose composure on the rippled, rutty roads and maintains high degree of comfort for its occupants.  The standard tires on most Allions are the 185/65/R14, and with the thick sidewall, these tires ensure the ride comfort is maintained.  These tires look a bit too small for a car of this size, and especially cars that had the rims replaced by 14″ alloys look very ungainly.  Vehicles with Toyota alloys tend to get 185/65/R15 that provides a more balanced view, while the TRD alloys with the 17″ makes the car stand out.

Fuel Economy

The vehicle has as amazing fuel economies if driven properly, excelling in open roads.  The dual-VVTi configuration provided great traction with minimal revs and idle sipping very little fuel definitely attributing to this amazing returns.

City / Urban – Peak Hours	8-9kmpl
City / Urban – Non Peak Hours	9-12kmpl
Outstation / Highway – Narrow roads	10-14kmpl
Outstation / Highway –Wide roads	15-24 kmpl

Problems
Friends who have this vehicle have reported the following problems.

1. The AC tends to get heated once in a while even on cars with low mileage. The AC fan is found to be working the issue could be due to the AC compressor bush expanding.
2. The CVT gearbox has started to fail on several of these cars including the Axio which features the same gearbox and engine combination. The issue seems to stem from the fact that Toyota states a 100,000km duration for the CVT gearbox oil change, and sticking to this with the car being used mainly in traffic seems to be suicidal. To avoid the gearbox failing the best is to do the oil change every 50-60,000km and then reduce the duration even further as the car ages in mileage. The gearbox failure seems to be in two stages, one where the gearbox will not change which can be repaired, and the next where not attending to this problem in time causing a belt failure.

Upcoming reviews and updates

The influx of new cars also means i now get my hands on some of the newer cars my office mates have purchased.  I have asked them to provide me regular updates and a some test time so that i can update this blog.  The cars that are scheduled to be reviews and tracked are,

• Toyota Axio NZE141 1.5L (G-grade) automatic CVT
• Toyota Axio NZE141 1.5L (G-grade) manual 5-speed
• Toyota Allion NZE260 1.5L automatic CVT
• Toyota Premio NZE260 1.5L automatic CVT
• Hyundai Tucson 2010 2.0L automatic 6-speed
• Toyota Corolla Fielder NZE141G 1.5L automatic CVT
• Toyota Belta 1.3L automatic CVT
• Toyota Corolla 141 1.6L 2007 local version

Toyota Allion NZE260 1.5 quick test

My colleague purchased a Toyota Allion NZE 260 1500cc model, replacing his venerable FB14 which had served him with remarkable reliability for over 7-8 years.   So far he has been simply thrilled with the car, as it has been an marked upgrade from his former car.  He initially had wanted to go for the cheaper Axio, but then after much thought he realized that the axio was not that greater upgrade, and the price difference was marginal.

Just for the benefit of Sri Lankan visitors, he along with me directly imported the vehicle, and the total cost for the Allion was around Sri Lankan Rs 4.3million for a 2007, X grade, 4.5 auction grade, A grade interior, authentic 18,000km. The japanese FOB price being around 1.45million YEN.

He does not bring the car much to Colombo since his commute is over 70km from his home, but his running within his town has returned him an average fuel economy of 15.5kmpl.

However the very moment he came to Colombo and drove the car around the Colombo city limits on a busy hot Saturday, the economies dropped to 9.4kmpl.

My quick drive of the car just after driving the Stream, revealed the usual very compliant Toyota ride quality, and the much better insulation of noise from the outside.  The VVT engine in the car had very good low down throttle responses, which made the car very easy and effortless to drive.  The Allion like the Axio has the Toyota CVT gearbox and this clearly makes its presence felt as the car definitely has that CVT type of quick pickup, something that the standard automatics (Bar the dual clutch systems) are not capable of.

The difference low down in the way the engine has been setup is very noticeable as the Allion picks up quickly with minimal push to the accelerator, while the Stream you have give the engine a bit of rev (3500+) and then you see the car come alive. However the engine note is a lot sweater on the Honda Stream, and i am not being biased here 🙂

The seating is well thought of and extremely spacious, very much like a FD1 civic or the Honda Stream i have (comparatively the Axio/Corolla for some reason has pathetic rear legroom).

I was also quite surprised to see that even the X grade Allion had an audio system that includes a tweater, and the system could handle sound pretty decently.  My friend replaced the OEM CD player that came with the car with the Clarion VA400 6.5″ LCD audio system, as this player unlike most in the range has Bluetooth built in, and the Clarion CD head is even better than the Pioneer for reading scratched CD’s.  (I too have replaced my player with this same audio unit and will provide a review of the head unit after i have used it a bit more!)

A point that Toyota owners have to be mindful is that the new gearboxes are CVT in these cars.  You CANNOT use the standard ATF oil and you must use the Toyota CVT oil.  The impact of the using ATF oil on these gearboxes are not known, since its something new to Sri Lanka as the older Allion’s mainly had a standard automatic.

While Toyota has said the CVT oil change interval is 100,000km, remember these are for good driving condition. Honda quotes 80,000km for such conditions.  However Honda quotes 40,000 if the conditions are severe, and in SL Colombo context this might be even lower.  Hence the Toyota owner will also be safer opting for shorter cycle for changing the CVT gearbox oil.