What are the differences between Toyota's CVT and Nissan's CVT?
3 Answers
Toyota's CVT and Honda's CVT, although both called CVT, are completely different. 1. Toyota's CVT is technically called E-CVT, which differs significantly from traditional CVTs and is primarily used in hybrid models. Toyota's CVT transmission focuses more on fuel efficiency, adhering to Toyota's philosophy of being economical, durable, and fuel-saving. For example, Toyota's S-CVT transmission, a model specifically designed for the domestic market, employs coaxial dual-outlet oil pump technology. This technology intelligently reduces fuel consumption by utilizing different oil channels under varying workloads. Toyota has made extensive and comprehensive advancements in CVT development, consistently prioritizing efficiency. 2. Honda's CVT is entirely different from Toyota's, with a more sport-oriented design, largely influenced by Honda's core expertise. Thus, Honda's CVT transmission perfectly inherits this characteristic. However, due to the nature of CVTs relying on friction for power transmission, they cannot handle excessive torque; otherwise, the steel belt may slip or even break. Even the current strongest Bosch 7th-generation steel belt has a limit of only 450Nm, which is considerably lower compared to AT transmissions that can handle 800 or even 1000Nm.
Toyota's CVT, the essence lies in its gear-start design. At initial acceleration, it directly uses gear drive for more solid power delivery and better fuel efficiency. It switches to belt-driven transmission only after picking up speed. Especially the E-CVT structure in the Corolla Hybrid is completely different—planetary gears paired with electric motors make it exceptionally smooth. Nissan mainly promotes its XTRONIC, featuring a self-developed ultra-wide belt that handles higher torque but has a simpler structure than Toyota's. Early models faced criticism for cold protection issues, but the new Altima has increased the proportion of chain drive, significantly improving the control of friction noise during rapid acceleration. Both excel in shift logic, but Toyota prefers simulated shift sensations, while Nissan leans towards seamless smoothness—it depends on whether you prefer driving with rhythm or pure relaxation.
Those who have driven the old Sylphy and the new Camry can attest that Nissan's CVT requires a slow warm-up for about half a minute during cold starts in winter before you dare to step on the gas, while Toyota doesn't have this issue. Toyota addresses the steel belt cooling with an independent cooling oil circuit in the torque converter, whereas Nissan relies on enlarging the transmission oil pan. In terms of reliability, repair shop data shows that Nissan's solenoid valves have a higher failure rate, and you should pay attention to the transmission oil condition around 100,000 km. Toyota's launch gear design is truly practical, especially for friends in the north—starting at minus twenty degrees Celsius without any hesitation. Never use just any CVT transmission fluid; the manufacturer's specifications are crucial.
