Latest news with #CVT
Yahoo
07-07-2025
- Automotive
- Yahoo
What Is An E-CVT And How Is It Different From A CVT?
The term "CVT", short for Continuously Variable Transmission, already confuses plenty of drivers, so naturally, automakers had to go and add a new twist. Enter the e-CVT or electronic-Continuously Variable Transmission. You've seen it in hybrid specs and maybe even heard it buzzing away under the hood of a Toyota Prius or a Honda Accord Hybrid. But here's the catch: it's not really a CVT in the traditional sense at all. A conventional CVT, uses belts or pulleys to offer an infinite number of gear ratios between low and high. The idea is smooth, efficient power delivery without any hard shifts. You rev up, and the car just, well, goes. No gear hunting, no shift shock, just a seamless ride. There are plenty of cars making use of it, and even some you may not know came with a CVT. An e-CVT, though, doesn't have pulleys or belts at all. It's an entirely different beast that lives mostly in hybrids, and instead of shifting physical gears with hardware, it blends the output of electric motors and a gas engine through software and planetary gears. Sounds fake? It isn't. But it's definitely different. Read more: These Are The Worst Transmission Recalls Of The Last 5 Years The biggest difference between a traditional CVT and an e-CVT is how they go about their job. Regular CVTs mechanically change the gear ratio using pulleys that expand and contract with a belt running between them. That's how they keep the engine in its ideal power band, balanced for fuel efficiency and smooth acceleration. Think of it like a very smart, infinitely variable bicycle gear. e-CVTs don't do any of that. Instead, they use a planetary gearset paired with two electric motors and an internal combustion engine. The system constantly analyses speed, driver input, engine power to select an optimal gear ratio for the conditions. The result is a setup with no belts or chains, thus greatly improving durability and reliability while being lightweight, although the system does require additional cooling. In Toyota's hybrid systems, for example, the internal combustion engine and electric motor work through a Power Split Device that determines where the power goes and when. It's Toyota's version of the e-CVT. If the e-CVT isn't even a CVT in the traditional sense, why does it act like one? The answer comes down to driving feel. Both deliver seamless acceleration and keep the engine at an optimal rev range to either improve efficiency or more power under load. To the average driver, it still feels like a CVT because that dreaded rubber band effect is still there since there are no traditional shift points of a conventional gearbox. So the revs may sound disconnected from road speed. But here's the kicker; because e-CVTs rely on electric motors and computer control, they're often more responsive than pulley-based CVTs. They're more fuel efficient, quicker accelerating, and better at mimicking the feel of a conventional transmission when they need to, with the possibility of built-in sequential shifting function. So the next time you hear someone dismiss an e-CVT as just another buzzkill transmission, you'll know better. It's not just a CVT, it's a whole different drivetrain game. Want more like this? Join the Jalopnik newsletter to get the latest auto news sent straight to your inbox... Read the original article on Jalopnik.
Yahoo
07-07-2025
- Automotive
- Yahoo
What Is An E-CVT And How Is It Different From A CVT?
The term "CVT", short for Continuously Variable Transmission, already confuses plenty of drivers, so naturally, automakers had to go and add a new twist. Enter the e-CVT or electronic-Continuously Variable Transmission. You've seen it in hybrid specs and maybe even heard it buzzing away under the hood of a Toyota Prius or a Honda Accord Hybrid. But here's the catch: it's not really a CVT in the traditional sense at all. A conventional CVT, uses belts or pulleys to offer an infinite number of gear ratios between low and high. The idea is smooth, efficient power delivery without any hard shifts. You rev up, and the car just, well, goes. No gear hunting, no shift shock, just a seamless ride. There are plenty of cars making use of it, and even some you may not know came with a CVT. An e-CVT, though, doesn't have pulleys or belts at all. It's an entirely different beast that lives mostly in hybrids, and instead of shifting physical gears with hardware, it blends the output of electric motors and a gas engine through software and planetary gears. Sounds fake? It isn't. But it's definitely different. Read more: These Are The Worst Transmission Recalls Of The Last 5 Years The biggest difference between a traditional CVT and an e-CVT is how they go about their job. Regular CVTs mechanically change the gear ratio using pulleys that expand and contract with a belt running between them. That's how they keep the engine in its ideal power band, balanced for fuel efficiency and smooth acceleration. Think of it like a very smart, infinitely variable bicycle gear. e-CVTs don't do any of that. Instead, they use a planetary gearset paired with two electric motors and an internal combustion engine. The system constantly analyses speed, driver input, engine power to select an optimal gear ratio for the conditions. The result is a setup with no belts or chains, thus greatly improving durability and reliability while being lightweight, although the system does require additional cooling. In Toyota's hybrid systems, for example, the internal combustion engine and electric motor work through a Power Split Device that determines where the power goes and when. It's Toyota's version of the e-CVT. If the e-CVT isn't even a CVT in the traditional sense, why does it act like one? The answer comes down to driving feel. Both deliver seamless acceleration and keep the engine at an optimal rev range to either improve efficiency or more power under load. To the average driver, it still feels like a CVT because that dreaded rubber band effect is still there since there are no traditional shift points of a conventional gearbox. So the revs may sound disconnected from road speed. But here's the kicker; because e-CVTs rely on electric motors and computer control, they're often more responsive than pulley-based CVTs. They're more fuel efficient, quicker accelerating, and better at mimicking the feel of a conventional transmission when they need to, with the possibility of built-in sequential shifting function. So the next time you hear someone dismiss an e-CVT as just another buzzkill transmission, you'll know better. It's not just a CVT, it's a whole different drivetrain game. Want more like this? Join the Jalopnik newsletter to get the latest auto news sent straight to your inbox... Read the original article on Jalopnik.
Top Gear
26-06-2025
- Automotive
- Top Gear
Toyota Aygo X Driving, Engines & Performance
Driving What is it like to drive? First thing to note is that the Aygo X is not a quick car. The naturally aspirated three-cylinder kicks out a mighty 71bhp and 69lb ft of torque, and 0-62mph takes 14.9 seconds in the manual or 14.8 in the CVT, by which time you'll be tone deaf, as well as late. Does that really matter, though? Not if you're exclusively using this as a town runaround. At low speed the X is nippy enough, but get it onto a motorway and the 1.0-litre does sound strained. Even through the extra insulation that the old hatch didn't have. Advertisement - Page continues below And the thing is, as much as carmakers like to pretend that city cars live in cities, they don't. Young people bomb up and down motorways to university or college in them. The elderly sometimes want to go cross country too. And that's where a really grown-up and refined supermini like the Renault Clio comes into its own, and the Aygo X does not. Through twisty stuff it fares better, though. The Aygo X stays remarkably flat despite the taller suspension and higher centre of gravity, while the steering is nicely weighted. The turning circle is also a usefully tight 4.7m. Which gearbox should I go for? We've driven both, and our ears have now finished bleeding from trying the CVT: it's everything you hate about CVTs, people. Dreadful throttle response, migraine-inducing noise and unimpressive fuel economy. If you're medically able, buy the manual. If not, try a second-hand Renault Zoe, or a mobility scooter. The manual is a decent shift and offers more control when you only have 71bhp on tap, although the bite point was unusually high on several of our test cars. Not great for learners if that's the case across the board. Toyota reckons the manual/auto split will be around 60/40. Advertisement - Page continues below Is it comfortable? For a tall-ish car with big wheels, the Aygo X seems to ride surprisingly well, though you can hear more of what the suspension is up to than in rivals. That said, the extra ride height and taller tyres mean that you don't feel the jolts from speed humps shuddering through the chassis as badly as in the old Aygo. So, if you're too lazy to slow down for speed bumps, here's your car. Delivery drivers will adore it. It's certainly not revolutionary, but then again no part of the X's driving experience really is. It has been designed for right now. It might not have the futureproofing, the refinement or the instant torque of an EV, but it almost stands out as being a little bit fun to drive because of the lesser-spotted combustion-engine/manual gearbox combination and the circa one tonne kerb weight. Just avoid the CVT. Please. What about running costs? The little three-cylinder engine is reasonably efficient: Toyota quotes 54-56mpg for the CVT and 56-58mpg for the manual on the WLTP cycle. We managed just under 40mpg in the former and just over 40mpg in the latter on a test route that included some country lanes, motorways and busy city streets. Taking the CVT on the motorway will result in very low 40s to the gallon. And a headache. There's plenty of active safety tech on all trims too, although the incessant beeping from the lane keep assist system is far from pleasant. Happily you can turn it off with a long press of a steering wheel button. Highlights from the range the fastest 1.0 VVT-i Exclusive 5dr [Canvas] 0-62 14.9s CO2 BHP 71.1 MPG Price £20,200 the cheapest 1.0 VVT-i Pure 5dr 0-62 14.9s CO2 BHP 71.1 MPG Price £16,400
Time of India
24-06-2025
- Automotive
- Time of India
Honda City Sport vs Skoda Slavia Sportline: Design, features, engine, specs compared
Honda Cars India recently launched the new Honda City Sportline Edition in the Indian market. This new Sport edition features cosmetic changes outside and inside. Interested customers can book the car online or by visiting their nearest Honda dealership, deliveries are expected to begin soon. Tired of too many ads? go ad free now The Honda City Sportline goes up against the Skoda Slavia Sportline and Volkswagen Virtus GT. In this article, let's compare the new Honda City Sport Edition with the Skoda Slavia Sportline. Honda City Sport Edition vs Skoda Slavia Sportline: Price The new Honda City Sport Edition is a limited-run model and is priced at Rs 14.89 lakh (ex-showroom, introductory) and sits above the mid-spec V CVT variant of the regular Honda City. During the launch phase, the City Sport carries a premium of Rs 49,000 over the standard V CVT variant. The Skoda Slavia Sportline is based on a mid-spec Signature variant. The price for the Skoda Slavia Sportline begins from Rs 13.8 lakh (ex-showroom) and is a permanent addition to the lineup. Honda City Sport Edition vs Skoda Slavia Sportline: Powertrain options Next comparing the powertrain options, the Honda City Sportline is available in a single powertrain option - a 1.5-litre, 4-cyl, NA petrol engine that puts out 121bhp and 145Nm of torque and comes paired only with a CVT automatic gearbox. The Skoda Slavia Sportline on the other hand gets multiple powertrain options, a 1.0-litre, 3-cylinder, turbo petrol engine with 115 hp power and 178 nm torque and comes paired to a 6-speed MT or a 6-speed torque converter automatic. Another engine is the 1.5-litre, 4-cylinder, turbocharged petrol engine which puts out 150 hp power and 250 nm torque and comes paired only with a 7-speed DSG automatic gearbox. Honda City Sport Edition vs Skoda Slavia Sportline: Design In terms of design, the Honda City Sport edition features distinctive black-themed exterior elements, which include the grille, boot-mounted spoiler, alloy wheels, shark-fin antenna, and mirror housings. Tired of too many ads? go ad free now It also features a 'Sport' badge which sets it apart from other variants in the lineup. Honda is offering this limited-run version in three exterior shades - Radiant Red Metallic, Platinum White Pearl, and Meteoroid Gray Metallic. The Slavia Sportline features a two-tone exterior with a blue body and contrasting black roof, accompanied by a single-pane sunroof. At the front, it gets a broad hexagonal grille finished in gloss black, complemented by blacked-out 16-inch alloy wheels. Additional darkened elements include the door trim with a subtle chrome effect, window surrounds, rear bumper, and diffuser. Black finishes also extend to the nameplates, rear LED lights, spoiler, and side mirrors, enhancing its sporty visual appeal. Further design enhancements include specially designed side skirts and front extensions. Honda City Sport Edition vs Skoda Slavia Sportline: Interior and features Moving inside the Honda City Sportline, the dark theme continues with black finishes on the seat upholstery, door panels, roof liner, and pillars. Red accents provide contrast, appearing on the seats, door trims, and steering wheel. The dashboard also features red detailing, while the air vents are coated in gloss black to match the overall sporty aesthetic. Features wise, it gets all the features available in the mid-spec V trim such as Projector headlamps, LED Daytime Running Lamps, LED tail-lights, Rear parking sensors, push button start/stop, 8.0-inch, touchscreen infotainment system, wireless Android Auto/Apple CarPlay, Automatic climate control, 15-inch blacked out alloy wheels, Connected car tech, 4.2-inch MID, ADAS features such as Auto emergency braking system, Adaptive Cruise Control, Lane keep/departure assist, Lead Car Departure notification, Automatic high beam and more. Moving Inside the Slavia Sportline, It features black and grey fabric seats, paired with a 10-inch touchscreen with built-in navigation, wireless Android Auto/Apple CarPlay, along access to Skoda Play applications. It's also equipped with an 8-inch digital driver display, ambient lighting with footwell illumination, a subwoofer with 8 speakers - 200 W, automatic climate control, rear AC vents, a cooled glovebox, cruise control, a wireless charging pad, power-adjustable seats for both front occupants and more. Safety-wise, it gets six airbags, ABS with ESC and EBD, Traction control, Three-point seat belts for five occupants, Tyre pressure monitor, ISOFIX anchors, Rear parking sensors and more. Discover everything about the automotive world at Times of India.
Business Recorder
06-06-2025
- Business
- Business Recorder
Hoping against hope for a ‘bold budget'
EDITORIAL: The finance minister, Mohammad Aurangzeb, is describing the upcoming budget as a 'bold budget.' However, the FBR (Federal Board of Revenue) is attempting to impose regressive and lazy taxes through the backdoor measures that can be called anything but certainly not bold. The tax machinery remains fixated on extracting revenue without broadening the tax base, and in doing so it is, in fact, strangling the formal economy. A glaring example is the government's last-minute attempt to impose a Capital Value Tax (CVT) on movable assets such as cash and gold — a move rightly objected to by the IMF (International Monetary Fund). The government's mindset appears to be to offer relief through populist measures, while making up the revenue shortfall with ad hoc, irrational proposals. There remains no considerable effort to expand the tax base or bring the under-taxed and untaxed segments into the net. Simultaneously, the government is proposing to increase the withholding tax (WHT) rate on income from bank deposits and investments in mutual funds — while also attempting to apply CVT on cash. Such steps will only push the economy further into informality, encouraging people to withdraw funds from the banking system and divert savings into gold, foreign currency, or even hide the money under their mattresses. Pakistan's tax system is already highly regressive, with one of the highest sales tax rates and widespread application of Federal Excise Duty (FED) and WHT (Withholding Tax) across transactions of various goods and services running in parallel with sales tax and federal excise duty in VAT mode. A sizeable portion of income tax is collected at the import stage. Now, the proposal for a wealth tax adds another layer of burden, not reform, but regression. Previously, the government imposed CVT on foreign assets, including those declared under the amnesty scheme — despite the explicit promise that, upon paying the specified tax, wealth would be accepted as legitimate. The government later backtracked on this commitment, and the CVT, therefore, is now being challenged in court. Those who declared their wealth feel betrayed, while those who did not are reaping the benefits. Now, even those who have fully declared and paid taxes on their assets are being pushed toward informality. The kind of taxes FBR is proposing will only deepen the grey areas of the economy. Needless to say, Pakistan already suffers from an abysmally low savings rate, which translates into low investment. The savings-investment gap perpetrates current account deficits, triggering recurring balance of payments crises. Regressive tax measures will only worsen this trend by discouraging savings. The continuation of high-income taxes, including super taxes, is also a significant deterrent to investment and capital formation. The talk of a wealth tax causes further uncertainty and dampens investor confidence. The core issue is that the government seems intent on taxing everything that is documented — merely plugging in numbers wherever feasible. This mindset, along with coercive tactics, erodes trust between the state and the taxpayer and undermines efforts to broaden the tax base. Domestic investors and family business groups are shifting their wealth abroad. Salaried professionals are seeking jobs outside Pakistan. Talent and capital are both leaving the country. This outflow seriously threatens privatisation efforts, especially since history shows that when domestic investors have earned returns — such as in the case of IPPs — the state has reneged on its commitments. Foreign investors, on the other hand, have at times been spared the same treatment. This disparity has made local investors reluctant to bid for Discos unless backed by foreign partners — yet foreign interest remains weak, as seen in the case of KE shareholders who have not received a single rupee as dividend in 20 years. The government urgently needs to improve investor sentiment and foster an enabling environment for investment. However, the current approach — milking the formal sector to implicitly subsidise the informal one — is exacerbating the problem. If the government genuinely wants to be bold, it must do the right things: build trust, broaden the tax net equitably, and create policies that support sustainable, inclusive economic growth. Copyright Business Recorder, 2025
