Talking Transmissions Part Two covers the Continuously Variable and Manual Transmissions, one increasing in popularity, the other sadly disappearing.

No longer an SRT, the new Viper remains one of the quicket production cars despite having an "old school" manual transmission.

Manual
The “stick shift” is the traditional purists transmission that every driver should be required to learn. It educates a driver on the interaction of the vehicle and gear selection. It is the lightest and most reliable type of transmission. Now cars like the new Corvette Stingray and Porsche 911 offer a 7-speed manual. Interestingly the Corvette has 4 “acceleration gears” ending at 147mph and 5th starts the overdrive ratio “fuel economy gears. The Carrera S has 5 “acceleration gears” ending at 158mph.
Besides weight and reliability, it is the most direct connection to the driver and the performance of the vehicle.

For classic cars, it is almost always the most desired transmission and many weren’t even offered any other way. Until recently, it was always the most fuel efficient transmission due to its simplicity and direct mechanical connection to the driveshaft. Now some performance cars such as the Corvette,
911 and Nissan 370ZX offer a computer rev-matching for expert downshifts and others like the Chevrolet Camaro ZL-1 a “no-lift” full-throttle upshift.

It is one of the most fun ways to drive car and requires the most skill on the public road, drag strip or road circuit. Disadvantages are the constant action needed to drive the car which is the biggest complaint. It is not fun in stop-n-go traffic. The car can be stalled by not applying enough power or the clutch suffer from excessive wear by not releasing it soon enough or completely. It is difficult to “launch” at the dragstrip because the clutch pedal determines how much power from the engine is applied to the drive shaft to turn the wheels in addition to managing engine power with the throttle.

Some have hill control to prevent rolling backwards but starting from an uphill position can be daunting for beginner drivers. A bad driver could mean lurching shifts, stalling the car, excessive wheelspin and almost always a prematurely worn clutch which can be a costly repair.

MPG Comparison:
Corvette Stingray 6-speed automatic 16/28, manual;  17/29 Advantage: Manual
Porsche 911 Carrera 7-speed DCT 20/28, manual;  19/27 Advantage: DCT
Subaru BRZ automatic 25/34;  manual 22/30 Advantage: Automatic*
*This large discrepancy brings up a possible advantage of the automatic being reactive to top-gear acceleration demand by immediately downshifting versus the manual requiring a downshift. Further investigation is needed.

Continuously Variable Transmission
The CVT is one of the more recent offerings that finally broke into the mass market with Nissan as well as hybrid vehicles. The concept of the CVT is the ratios vary within a set range rather than have “steps” like gear sets. Therefore "shifting" doesn't really occur, it is seamless unless “steps” are programmed due to driver familiarity, and acceleration and fuel economy can be optimized. With the primary exception being Nissan and now the Subaru WRX, it’s perfect for lower-powered, fuel-efficient oriented vehicles.

While climbing a hill may be very smooth, when accelerating, the engine will stay at the rpm that is demanded for the rate of acceleration chosen. For example at wide open throttle, the engine will sit at redline until the driver eases up. So the droning can become tiresome and a bit disconcerting. You won’t find many technicians that are familiar with repairing this type of transmission.

Oddly you can almost compare it to an electric vehicle which has a direct drive without multiple gears and also to a Top-Fuel dragster that uses clutch slippage to modulate power to the wheels while the engine stays at full power. Time will tell if it shows up in racing applications but there will need to be leap in materials and ability to handle power.

MPG Comparison:
Honda Accord 2.4L automatic 26/34, manual 24/34;  CVT 27/36 Advantage: CVT
Subaru WRX manual 21/28;  CVT 19/25 Advantage: Manual

There are many choices in transmissions now and its best to experience whatever is available in the make and model to determine which one is best for you. Obviously one transmission type may be an advantage in one car and not in another.

There are now essentially four different types of transmissions available in various cars and SUVs and the media isn’t helping with the mixing of terms. This is a summary of their method of transmitting power and the advantages and disadvantages. Whether you want a sports car or the most fuel efficient economy car, this applies to you for a satisfying driving experience.

Part one will discuss the Automatic and the Automated Manual.
First, a brief discussion of gears or “speeds” a transmission may have. There are an increasing number of speeds offered in a transmission. The highest in production is now nine in an automatic for the 2014 Jeep Cherokee and Chrysler 200 (Update: A new 10 speed is shared with Ford and GM). There are a lot of models with eight speed automatics as well as several manual transmission or “stick shift” cars with 7 speed transmissions.

The advantage of more gears is twofold. For the enthusiast it enables optimal acceleration keeping the engine rpm closer to its peak power. This provides quicker acceleration provided the interval between shifts is quick. The other advantage is similar in that the engine can stay in its most efficient rpm range for better fuel economy.

Automatic Transmission
The most common and popular transmission is the Automatic. An automatic uses fluid to transmit power from the engine by way of the torque converter to a series of couplers and gear sets.
The advantages of the automatic are numerous. Of course, the name implies no input needed for shifting. They are also very smooth in operation although they can be manipulated by the vehicle controls for a firmer or softer shift. Shift speeds are can be very quick with little, if any power lost during the shift. It is an excellent transmission for drag racing provided the shifts are firm and the software is optimized for it.

Because of the torque converter, depressing the brake and the accelerator allows for the driver to decide what engine rpm is utilized for an optimized launch within design and software limits. This is called a “brake torque” and it “loads up” the torque converter. This is ideal for consistent and quick launches at the dragstrip.

The disadvantages are added weight and a heavier rotating assembly which used to be, even in modern cars with a lock-up torque converter, a very slight mileage penalty. For the enthusiast, a slight penalty on the dynamometer in terms of power transmitted to the wheels and on racetrack could occur as well.

Advancements in technology have now surpassed the mileage versus the manual transmission in some cars. Service intervals are long and while rare, repairs can be costly due to the complexity of the design with hydraulic lines, mechanical assemblies and electronic controls. While hot
laps can be done with an automatic, the weight, complexity, efficiency, and heat management make it unsuitable for a race car except on the dragstrip. Will the transmission “hunt” frequently trying to find the optimal gear and are the ratios optimized for acceleration or fuel economy?

Naysayers call it an “Auto tragic”. Another slang term is “slushbox” due to the hydraulics and I suspect, some notorious power losses due to inefficient design back in the day. When Chevrolet introduced the new Camaro with less horsepower than the manual, it was ridiculous.

MPG comparison:
BMW 428i 8-speed automatic: 22 city /32 highway; 6-speed manual 20 city /30 highway: Advantage automatic.

Automated Manual
Also known as a dual-clutch transmission or DCT (single clutch units have nearly disappeared with road cars), even professional journalists still refer to the automated manual as an automatic. It’s not a “true” automatic because it doesn’t have a torque converter and the associated limitations of the hydraulics. It is more accurately a manual transmission controlled by electro-mechanical means. The
proper term is an Automated Manual.

The DCT is found in many manufacturers’ cars except domestics (a familiar theme of behind the times). Because the efficiency of a direct mechanical connection like a manual or “stick shift” and shift speeds consistently quicker, more precise and more consisten than a human, it is the transmission of choice in many performance cars. The shift speed and engagement of one clutch while the other disengages means a nearly seamless power delivery. The efficiency and lighter rotating assembly means potentially better mileage than an automatic as well.

Two clutches and computer controlled shifting also imply a long clutch life. The long-term reliability should be excellent, but repairs will be an interesting proposition many years down the road. My guess, like an automatic, by the time a major repair is needed at 200k or 300k miles it’s a moot point anyway.

With shift speeds reported to be .1 to .25 of a second and always a perfect shift, it is no wonder the worlds quickest cars are almost all DCT equipped. Notable exceptions are the Dodge Viper and Chevrolet Corvette Z06/ZR1. Recently Porsche caused an uproar by only offering their excellent
track-focused 911 GT3 with a DCT. Time will tell if it will be offered with a manual transmission (Update: Porsche announced a manual option again).

The beauty of a perfect rev-matched downshift or a consistently .3-.5 second quicker quarter mile time is also compelling. The disadvantages could be considered weight and complexity. Also the “dumbing down” of the driving experience moving further towards autonomy and removing the skill necessary to operate a motor vehicle. Launch-control is a common feature because there is little, if any variance in engine rpm allowed for a dragstrip style launch. This and the aggressive ratios allowed by manual shifting means all-wheel drive cars can have ridiculous acceleration times but with some limitation in driver input. A single-clutch unit tends to be less smooth in low-speed type driving. It also doesn’t spread the wear between two clutches.

MPG Comparison below.  Be sure to check the government site for the latest ratings: https://www.fueleconomy.gov/feg/Find.do?action=sbsSelect

BMW 335is coupe 6-speed manual 18/26;  7-speed DCT 17/24 Advantage: Manual
Porsche 911 Turbo 6 speed manual 16/24;   7-speed DCT 17/25 Advantage: DCT
Volkswagen Passat Diesel 6 speed manual 31/43;  6-speed DCT 30/40 Advantage: Manual

Automated transmissions obviously differ in intent and results. Continuing with the discussion of transmission, Part Two will cover the Manual and Continuously Variable Transmissions. Be sure to check out more mileage comparisons as well.