CVT's (non-hybrid) = fewer opportunities for fuel-cut mode (DFCO) when coasting?

[roosterk0031]

My 2015 rogue rpms are slightly lower than your Subaru, only thing I dislike about the CVT is that it doesn't seem to try to make hills without increasing RPM's I'd like to see the driver be able to set how many MPH it allows cruise control to slow down when going up hill. Cruise is enabled anytime almost every time I'm going more than 2 miles.

[cRiPpLe_rOoStEr]

Maybe Toyota should consider adding an engine-braking function to its CVTs, in a way similar to what is available for its hybrids. It would provide more peace of mind on mountain roads and decrease wear on the brakes.

[Tahoe_Hybrid]

Originally Posted by cRiPpLe_rOoStEr

Maybe Toyota should consider adding an engine-braking function to its CVTs, in a way similar to what is available for its hybrids. It would provide more peace of mind on mountain roads and decrease wear on the brakes.

no noticeable engine or electrical assisted braking tell about 13mph unless it's in Manual mode..
(yeah it has regen but it's hardly noticeable )

I regenerate for tailgaters (it turns on the brake lights) lol

[cRiPpLe_rOoStEr]

Originally Posted by Tahoe_Hybrid

no noticeable engine or electrical assisted braking tell about 13mph unless it's in Manual mode..
(yeah it has regen but it's hardly noticeable )

IIRC there is no manual mode on Toyota's HSD, unless for some Hino trucks. What I was considering is that B position on the shifter of Toyota hybrids.

[Michaelflat1]

It's worth noting that automatics can have lower RPM DFCO entry points than a manual transmission.

On a manual, it might be 1500rpm entry, and 1250rpm exit.. This is because as you put the clutch down (when slowing) there has to be time for the injectors to come back on, stabilise airfuel ratio and produce a smooth idle.. Pushing the clutch down even at like 1400rpm whilst in DFCO you see the revs shoot down to 1150rpm or so, they raise by like 50rpm after (injectors come back) and then it smoothly drops to the idle speed.

CVT, the ECU doesn't have to be in a constant state of worry for a driver pushing the clutch pedal down.. Same with old school automatics... I remember seeing somewhere someone with a DFCO exit of 900rpm on their V8 4 speed auto truck.

+ a well tuned CVT could keep engine RPM right near the floor of DFCO to minimise frictional and pumping losses.

[Ecky]

Originally Posted by Michaelflat1

It's worth noting that automatics can have lower RPM DFCO entry points than a manual transmission.

On a manual, it might be 1500rpm entry, and 1250rpm exit.. This is because as you put the clutch down (when slowing) there has to be time for the injectors to come back on, stabilise airfuel ratio and produce a smooth idle.. Pushing the clutch down even at like 1400rpm whilst in DFCO you see the revs shoot down to 1150rpm or so, they raise by like 50rpm after (injectors come back) and then it smoothly drops to the idle speed.

CVT, the ECU doesn't have to be in a constant state of worry for a driver pushing the clutch pedal down.. Same with old school automatics... I remember seeing somewhere someone with a DFCO exit of 900rpm on their V8 4 speed auto truck.

+ a well tuned CVT could keep engine RPM right near the floor of DFCO to minimise frictional and pumping losses.

This reminds me, I have control over DFCO entry/exit with my aftermarket engine management. I need to play with that this weekend...

[cRiPpLe_rOoStEr]

Originally Posted by Michaelflat1

It's worth noting that automatics can have lower RPM DFCO entry points than a manual transmission.

That's a good point, and I must confess I never even lurked about this. Not sure to which extent it would be more beneficial or detrimental though.

[jakobnev]

Maybe Toyota should consider adding an engine-braking function to its CVTs

Is there no L-mode like a conventional automatic?

(If I designed it there would be an L-mode and a knob next to it where you could dial in the exact engine braking you wanted)

[Joggernot]

Originally Posted by Michaelflat1

It's worth noting that automatics can have lower RPM DFCO entry points than a manual transmission.

On a manual, it might be 1500rpm entry, and 1250rpm exit.. This is because as you put the clutch down (when slowing) there has to be time for the injectors to come back on, stabilise airfuel ratio and produce a smooth idle.. Pushing the clutch down even at like 1400rpm whilst in DFCO you see the revs shoot down to 1150rpm or so, they raise by like 50rpm after (injectors come back) and then it smoothly drops to the idle speed.

CVT, the ECU doesn't have to be in a constant state of worry for a driver pushing the clutch pedal down.. Same with old school automatics... I remember seeing somewhere someone with a DFCO exit of 900rpm on their V8 4 speed auto truck.

+ a well tuned CVT could keep engine RPM right near the floor of DFCO to minimise frictional and pumping losses.

Not sure about this...I have a Honda CRV with CVT and a Scangage. When I lift from the throttle, I get a momentary DFCO (about 1 second), and then the CVT apparently "equalizes" and the DFCO goes off. No more DFCO. Just my experience.

[Michaelflat1]

Originally Posted by Joggernot

Not sure about this...I have a Honda CRV with CVT and a Scangage. When I lift from the throttle, I get a momentary DFCO (about 1 second), and then the CVT apparently "equalizes" and the DFCO goes off. No more DFCO. Just my experience.

Oh that's not very good, i guess this could be changed using ECU and transmission remapping tools.

Perhaps in DFCO engine braking was too much, try without aircon maybe?