want to share bits on punch cvt2 . the improvement same as suprima cvt3 . the fd ratio being change compare to flx cvt2 to match with new vvt engine powerband.

punch cvt operate diff compare to other cvt.

from stagnant,it rev higher than tc cvt due to clutch action.

city driving,to get most fc,rev below 2k rpm,circa 1600rpm to 1900 rpm,but 1900 rpm will be the most balance on power n fc. why,at that rpm range, cvt will try to change from low ratio to high ratio asap to get most efficient fc. 2100 to 2500 rpm is just enough to overtake in city driving.

eventhough the torque isnt that high, but cvt being tuned diff when 2k rpm n beyond,it holds longer on low ratio b4 switch to high ratio. this help on acceleration,but sacrificing a bit on fc,but not too much cuz u dont need to rev as high as in prev 4at.

the wrong thing previously done that consume too much fc,many tend to treat it like conv at, rev as high as 2500rpm from stagnant,then reduce the throttle when achieve desire speed.

its wrong then.eventhough but o meter feel slow,its not as slow as as one might think.

even at higher speed such as 100kmh,no need to rev too much, rev 500 rpm than prev rpm,just enough to overtake,unless u need all the torque,then 4k rpm is needed. wot is only needed when u have need for speed.

when hill climbing at genting road for example,drive in D is sufficient ennough,but if need more attach feeling,just switch to L,so that low ratio will be used all the way,n if course,even in normal at,u only used low ratio during hill climbing at genting,unless its cfe,L is rarely needed.


yup, cvt drooning its there when low ratio is used,but it become.lesser when it switch to high ratio. thats why rev below 2krpm,the drooning will only heard shortly cuz it will shift to high ratio asap.

hope this help future owner of iriz to understand how punch cvt operating. dont compare it with tc cvt,its not the same.

why clutch cvt,look at independent testing in thailand,lookup for preve cfe n lancer 2.0 gt real performance. during wot, turbo cfe doesnt have much advantage over 2.0 mivec coz both usibg cvt,n both rev at most optimal rpm for the engine. lancer 2.0 torque isnt that shy from cfe,n its lighter than preve,n it shows that wet clutch cvt still have an edge over tc cvt.

its only lack if feeling refinrment and the drooning cvt sound. even lighter dual vvti cvt altis miss the mark.

im not saying that its godly good,but nothing perfect n punch cvt isnt as weak as some might think. punch keep improving its product,in future,maybe the lack of refinement can be cater in.

it depend on ur right foot n of coz driving conditions n etc. avoid unneeded acceleration will help. just rev below 2k rpm when driving on hways,when the speed matching the rpm circa 80kmh ++,then gradually increase the speed so that the rpm n speedo rise evenly to desire speed(at legal speed). avoid the rpm to jump over too much(rpm rise sudden,then speed raise catching up with rpm).

goodthings about cvt,easier to control rpm of the engine compare to normal at. i cant guarantee u can get superb hybrid fc,but u can get bettet fc.

since its equip with instant fc,its easier for u the gauge the best driving condition to get the best fc.

if there is a steep road and u can see the rpm sudden increase,but u still maintain same throttle pressure,dont worry,the cvt change to lower ratio to help u get enough torque driving in steep road. it try to balance out gearing ratio n engine torque available. in notmal at,it call downshift,since cvt is variable,u wont feel too much kick,but it doesnt mean it is slow. n no need to press too much on throttle,just gradually maintaining the speed.

dont worry,u will learn that naturally. dont expect abrupt sudden acceleration feeling,it just feeling. due to its smoothness,thats why many feel iriz cvt is underpower compare to manual iriz,whereby it isnt.

thats why even some joutnalists favor olf nissan xtronic feeling than current one. it just feeling. thats why prefer at than cvt,fue to feeling. thats why some manufacturers using virtual step cvt to imitate the at feeling.

u will get used to it.

maintenance more or less the same as flx iafm+ minus hydraulic powersteering oil maintenance.

yup, as per said by mr pomen gtr, but compare to tc cvt,its better,but not by much cuz technology evolved. even driving manual can save fuel,but in wrong hand, in can be vice versa :-).
same as cvt :-).

engine braking. but it will be less felt overtime,since its still new,it is apparent. well,its clutch type cvt afterall. if the clutch engaged too early,can cause overheating n its one of the punch cvt fuel saving character,the engine is keep running using engine braking,so less fuel need to keep it running when slowing down. n when slowing down,it switch to lower ratio pulley.

well,thats what ive been inform.

n one more thing,eventhough normally when accelerate,cvt always related to engine rpm especially when u need the torque. for punch cvt,its the same,but they come out with diff approach,so that u wont excessively wasting fuel.

thats why between 2k to 3krpm, punch cvt behave diff compare 1k to 2krpm during low speed(town driving). 1k to 2k rpm, the cvt will try to engage high ratio pulley asap to gain fuel saving,while 2k to 3k rpm,it will hold the lower ratio longer to assist acceleration, so that u wont need to rev beyond that to accelerate n overtake. as one said,gear ratio can immitate torque,n cvt ratio is infinite. thats why u can hear the whining louder,due to low ratio being hold longer. n of course,if u rev higher than that,nit only cvt whine,the engine also roar :-).

thats why according to punch, to get better fc in town driving,just drive between 1k to 2k rpm region. beyond 2k rpm it become aggressive.

of course,this only apply when u r in town speed driving. when cruising at legal hway speed,its already in high ratio pulley,thats why the whining almost nonexistent.

want more agressive cvt brhaviour,slot to L. it will be agressive from 1k rpm onwards.

genting hill climbing for example,use L cuz even in normal at,it will use lower gear. u still can use D for genting hill climbing,it just that it will be slower cuz the gearbox will try to engage high ratio pulley if possible,n mostly u need to rev higher to gain max possible torque from the engine.

with L, u get assist from cvt low ratio pulley plus the torque from the engine.

it behave diff from torque converter cvt.

from what i know,prtn n punch acknowledge the loud whining when revving,n they r trying to reduce it in the future. of course,it wont be near future.

but if u drive normally,it wont be too noisy,it just when u drive it aggressively only.

of courselah, cfe already achieve it max torque at 2k rpm n flat untill 4k rpm. cant compare with iriz na directly.

due to clutch type cvt. its like manual trans.

i think mass delivery of iriz just started after deepavali. i think next week many will start receiving their car.

even it doesnt have physical gear,but can use upshift word for cvt. yup,even in L, it will continue upshift,but within low ratio pulley, since in cvt,it involve 2 pulleys,one for low ratio,another one for high ratio.

sometimes they used S to replace L mode in cvt, n sometimes,it can have both. its how the cvt manufacturer program its cvt,make it diff to each other.

due to it smoothness n no urgency feeling like in step auto,some people feel the cvt is slow, and people tend to press the throttle more than they shud, rather than saving fuel,it become adverse effect :-).
from halt, let the clutch disengage first,the car move forward bit(creep) then apply throttle will give a better take off n save a tiny bit of fuel. in stop n go situation,this will help in fuel saving.

This post has been edited by mat79: Oct 25 2014, 10:07 AM

if ur hand is good with the stick, mt is good. in real life, depend. even during media eco challenge recently, 1.6 cvt yield better result than 1.3 mt, but the media try to replicate as real life driving as possible, plus 3 people n luggage.

if used many highway drive,personally cvt cuz low cruising rpm. mostly town driving, mt. but if u know how to cntrol ur right foot,then it not much diff in fc.

it will be lesser overtime, but dont expect it to be mute,just a bit,as i said,if u drive normally, its not that loud,only when driving agressively,then it wud be apparent. but its much lesser than cvt2 flx n preve. its actually same improvement as in suprima cvt3 ,hence the name cvt2 . the diff,cvt3 can handler higher torque n heavier, cvt2 vice versa.

if u drive within hway speed limit, 1.3 cvt is enough. but if always byond,120kmh to 140kmh for example, 1.6 cvt will suit u cuz higher displacement engine less stress at higher speed. 1.6mt is good personally, but i think u need to wait a bit. same as 1.3 cvt.

its still depend on ur budget btween 1.3 mt n 1.6 cvt,cuz the diff is large as compare to 1.3 cvt vs 1.6cvt.

for me,i like the 1.6 cuz sometimes,i need extra power.

and during media drive, both 1.3mt n 1.6 cvt fc not much diff,albeit 1.6cvt seems better cuz nearly 85% of drive is on hway,n both being driven between 100 to 130kmh.

nice to hear that u r happy. just a little correction, proton advertised 13.5km/l for 1.6 cvt. 15.2km/l is for 1.6 manual. tq for sharing

if u can live without rear wiper, rear dual usb charger, follow me home lamp function,bodykit n rear spoiler. n exec get 4 speakers, standard get 2 speaker only n those minor unpainted thing,u r good to go. and the diff is 4k,not 5k if not mistaken.

and u can save out that 4k for fuel or downpayment if u opt for standard.

iinm,even for free service n mineral oil provided,its still 10k each service after 1st 1k service. read the service manual will help. to be sure,call wecare. some sc will try to to force u to change something not in the service manual,report them to wecare. even if its branch sc.

do u own premium version. iinm,premium has auto headlamp. did u accidentally switch the auto headlamp at the stalk?

for the interior comfort,space n suspension ride tuning,prtn look up for vw polo,which is also a global car. handling,agility they benchmark fiesta,also global car n both also has more or less space as iriz.

myvi benchmark for price n some design cue according to malaysian taste.

what global means for prtn is iriz(chasis) being develop abiding all the global homogolation standard,especially safety aspect. we r not talking bout numbers of airbags or vsc or etc. we r talking about unece regulations,fmvss regulations n etc. its not also related to ancap coz unece n fmvss is the basic homogolation standard that the car need to comply before selling it to certain market.

thats why maruti swift a pillar bend,while malaysian swift not bend during same crash test, coz in india,no need to comply with unece frontal crash regulation which design n materials related.

design could be same,but material can reduce cost by using less strength steel,n ommiting certain important part n not according to proper size of beam. malaysian regulation now all new cars need to comply with unece homogolation for frontal crash.

thats why both swift even same design,get diff outcome. like bumper materials, global used diff material compare to ahbeng bumper n bodykit,even the ahbeng material is cheaper n look the same

This post has been edited by mat79: Nov 7 2014, 06:12 PM

the auto door lock things also part of unece regulations

ancap testing only involve 1 frontal crash test, but there r atleast 8 type of frontal crashtest under global homogolation