Lada Vesta robot or manual, which is better

Automatic and manual transmissions

Robotic gearbox

Automatic transmission

With the appearance on the market of a new product from AvtoVAZ, a lot of interest was born in this car. The vehicle has a dynamic appearance and decent tactical and technical characteristics. The Lada Vesta automatic is a significant alternative to versions with a manual transmission. Each model is characterized not only by the power of the internal combustion engine, the chassis, but also by the gearbox. A large number of consumers are worried about the choice: manual or automatic. Here, a lot depends on the needs of the owner and the equipment of the car itself.

AvtoVAZ has already used a robotic gearbox on previous versions of the Lada model range (Granta, Kalina). At that moment, AMT completely replaced automatics. The opinions of owners and professionals agree that this box has enormous advantages, and the French Renault even has plans to introduce a “robot” from Russian engineers to its models.

The price of a Lada Vesta with automatic transmission varies depending on the configuration. The cheapest option will be the Classic 1.6 AMT, which can be purchased for 595 thousand rubles. Luxe Multimedia 1.8 with automatic transmission is purchased for 740,000 rubles. The cost of a car with a manual transmission is lower than the price with an automatic transmission.

New technologies in domestic production

Buyers choosing a new car look thoughtfully at the new AMT from Lada. What is it, what is its operating principle? In fact, this is a regular manual transmission, only it does not have a clutch pedal. Instead of three levers, you only get two - gas and brake. The compact gearbox has off, on and shift modes, which replace the familiar pedal.

Reviews of the Lada Vesta robot show that not everyone liked the manufacturer’s innovations. The automated gearbox is developed on the basis of the manual transmission of VAZ cars. The control system uses the latest ZF developments, which help to change gears faster. In terms of quality, the new AMT is clearly better than the old technologies on the Lada Kalina, but at the same time inferior to European analogues (BMW, Ford, etc.). What positions are there on the shift lever in the new Lada Vesta?

Auto mode – allows you not to think about changing gears at all.
Neutral position is acceptable when the car is parked.
Reverse – in this position, as you might guess, the car will go backwards.
Manual shift - allows you to change gears yourself if you want to overtake someone or save fuel. If you want to downshift, then you don’t have to touch the lever at all - the Lada itself will do everything for you if you take your foot off the gas pedal.

What is the difference between AMT and automatic transmission?

How does the robot on the Vesta work and how does it differ from a car with an automatic transmission? In terms of structure, it is designed exactly the same as a manual transmission. A robotic one has little in common with an automatic transmission. If in a conventional automatic transmission the torque is transmitted from the engine to the wheels by a torque converter, then in a robotic gearbox the torque is transmitted through gears. The robot was made on the basis of a VAZ mechanical transmission. The AMT consists of the mechanical box itself, the clutch and the electronic unit that controls it.

When developing the new box, engineers from the Tolyatti plant used the experience of foreign manufacturers. And the clutch included in the AMT package is made in France. The part is protected by a wear compensation function that prevents premature failure. There have not yet been any cases of warranty claim registered.

Many people are perplexed: why can’t an automatic transmission be developed on a Russian basis, because so far no domestic car has such an improvement. The answer is simple: the development of automatic transmissions is possible already on the existing base, which does not yet exist in Russia. And production based on foreign developments will significantly increase the final cost of the car. For comparison, using an automatic machine will cost approximately twice as much as a robot.

Prices

In identical configurations, the robot requires an additional payment for the “handle” of 25,000 rubles, regardless of the engine - 1.6 or 1.8. But these are 2022 cars. The CVT on cars produced in 2022, if you count the difference with the base 1.6 engine with manual transmission, raises the price by 95 thousand. Quite a lot! Regarding the 1.8‑liter engine, the surcharge is less - 60 thousand rubles.

Reduced gear shift time: AMT 2.0 compared to the previous version, ms

Percentage of pressing the accelerator pedal	From first to second	From second to third
30	730	720
60	690	880
100	680	550

Instructions for using a machine with AMT

How to use the new gearbox? Reviews from owners of the Lada Vesta 1.8 robot indicate that you still need to learn how to use the AMT. The car's on-board computer displays information that helps monitor the operation of the transmission:

Mode (manual/automatic).
Active transmission.
Brake pedal activity.

So how do you start a Lada Vesta with AMT? To do this you need to follow a number of simple steps:

Press the brake pedal.
Move the shift lever to the neutral position.
Start the car.

It is important to note that any changes in the position of the selector can only be made while the brake pedal is pressed. If you want to park the car, the manufacturer recommends turning off the engine, leaving the handle in the manual or automatic mode position. Very often, novice drivers have a question: what to do if you get stuck in a traffic jam on a slope? To prevent the car from rolling back, it is permissible to lightly press the gas pedal. When driving on a slope, the robot selects first or second gear so that the engine does not stall.

Another useful feature of LADA with AMT is that it can be started from a pusher. Rope launch is activated at speeds of 7 km/h and above. The car also has a transmission brake function. When rolling down an inclined surface, it is permissible to use the brake pedal for more effective braking. All these useful modes make operating the Lada Vesta with AMT convenient and comfortable.

Reviews from car owners

№	Positive
1.	Vladimir , 37 years old (drive2.ru): I like the AMT on the Lada Vesta, it’s better than the manual one. It's unusual to control gears with the gas pedal. The harder you press the accelerator, the lower the gear becomes. To change to increased speed after a kickdown, release the pedal a little. In general, you need to get used to it. At first I was confused about what and how. Once I almost collided with the vehicle in front.
2.	Dmitry , 42 years old (prom.ua): I bought Vesta last year with AMT. I had some doubts about the correctness of my choice, but overall I am pleased with the results of a year of operation. Shifts are not the fastest, but quite tolerable. The torque converter in the first models had better smoothness. I had a chance to drive old versions of Vesta. On the highway, the car is economical, rides smoothly, quickly picks up speed, and is maneuverable when overtaking. I drove 17,000 km without capital investments, repairs, only scheduled maintenance. My review of the Lada Vesta automatic is only positive.
3.	Alexey , 38 years old (drom.ru): The first few hundred kilometers the impressions were incomprehensible. I haven’t encountered AMT before, only manual and CVT. The first “step” was as if according to the instructions: I got behind the wheel, turned on the automatic mode on the transmission, released the brake, increased the gas and drove off. It’s not entirely clear why it shifts to fifth gear already at 80 km/h. This is low for a car with such an engine. Therefore, I switch to the manual, dial 90 - 95 km/h, and then engage fifth. The motor allows you to reach a speed of up to 125 km/h in fourth gear. I noticed that Vesta’s consumption on the robot is 0.5 liters less than the manual one. It's a small thing, but nice.
4.	Petrovich , 47 years old (rozetka.ua): Before the Lada Vesta Cross automatic, I had an Opel Corsa, I took the Lada in the Comfort configuration with a radio. It took me a while to get used to AMT, and I even got confused. I avoided traffic lights on the “tenth road” so as not to mess things up. In general, the opinion is positive about the box, too. In comparison with mechanics, the transition to higher gears is a little slower, but this is not important for me. The good news is that you don’t need to warm it up in the cold for a long time. I sat down, started it for 3 minutes and drove off. The accelerator is very sensitive, it needs adaptation after the mechanics. I hope that the resource of 75,000 km goes out with a bang.
Negative
5.	Gennady Dmitrievich , 53 years old (prom.ua): Lada Vesta Station wagon automatic for a year, has already driven 18,000 km, I think this is above average. The robot works properly, but there is a rustling noise from time to time. At the service station they said that the release bearing needs to be tightened. The car is new, but already forced to repair something. It is obvious that the quality of the domestic manufacturer is not yet at the proper level, the model is crude and requires improvements.
6.	Vladimir , 48 years old (Bibika.ru): first experience with a robotic gearbox, and a sad one. The release bearing failed at 15,000 km and was replaced at the workshop under warranty. After the seal leaked, I also had to replace it. I am dissatisfied with the quality, I think that the model needs careful improvement.
7.	Semyon Sergeevich , 49 years old (drive2.ru): I took a Lada Vesta from scratch, there were no complaints about the work. After winter, the gears began to engage with a delay, and the clutch began to slip. In general, I visited the service station and agreed on a comprehensive diagnosis under warranty. My comrades advised me to take a manual, but I didn’t listen and took an automatic.
8.	Stepan Vasilyevich , 45 years old (Avtodispatcher.ru): after two years of active operation of the Lada Vesta Cross, the release bearing flew off. I think that this is not my fault, since I drove carefully, did not drive, and treated it with care.

Test drive by specialists

What do professionals say about the robot box in Lada Vesta? You can find many reviews of the new product on the Internet. Most note the slow response of the box during acceleration. Some call the driving style of the Lada Vesta robot a style for summer residents. Slow acceleration of the car contributes not only to fuel economy, but also to passive safety. No matter how hard you try to squeeze out maximum speed in order to overtake three or two cars, it is unlikely that you will be able to do it quickly. True, the car behaves a little more cheerfully in manual mode, in which it is more realistic to squeeze the maximum out of the 1.8-liter engine. But, if you get used to this driving style, you begin to notice the advantages: the parts are made well and do not fail for a long time. Compared to manual and automatic transmissions, AMT provides significant fuel savings.

After the driver presses on the gas and the engine picks up speed, the transmission begins to upshift. The problem is that the robot on the Vesta cannot do this without reducing the thrust. The switching time fluctuates around 2 seconds, which can be quite annoying at first. But you won’t feel any jerks, the clutch is as smooth and comfortable as possible. In the reviews of the owners of the Lada Vesta robot in 2022, you can find a comic name for this driving style - driving a Chinese dummy. Due to the excessively sharp speed difference between first and second gear, Vesta drivers and passengers nod due to uneven acceleration.

But, despite various points of view, most reviews about the Vesta 1.8 robot indicate that the introduction of an automated manual transmission was a big leap forward for the domestic manufacturer. Car enthusiasts hope that the improvements will not end there; Lada engineers will properly finalize the box, and it will be a pleasure to drive. By the way, on the official website of the automaker there is already a survey on what users would like to change in the AMT box. So you should be patient - improvements are just around the corner.

Robot on Vesta: reviews

Drivers online are furiously discussing Lada's innovation. Both experienced drivers and beginners who have previously driven only a manual transmission become participants in the debate. Reviews from owners of a Lada Vesta with a robot indicate that not everyone has an unambiguous perception of this new product. On the one hand, there are no those who are 100% satisfied with the AMT of the domestic manufacturer. On the other hand, is it worth being so critical of the first attempts to automate machine control?

Let's take a closer look. The main thing when buying a Lada Vesta with AMT is to clearly understand who such a car is intended for. First of all, this is a car for a quiet and comfortable ride around the city, and not for racing. Vesta with a robotic gearbox is ideal for city traffic jams. If you are tired of manual gear shifting, but foreign cars with an automatic transmission are not yet available to you, then the new Lada will be an excellent option.

The nuances of driving the Vesta robot

As with all cars, when driving a Lada robot, there are some nuances that should be taken into account when purchasing. They can be understood most clearly if you read the reviews about the robot on Vesta. For example, the gearbox is sometimes tricky when changing gears. If you are driving in second gear, slowly picking up speed, the robot may misunderstand you and shift to first gear instead of third. This often happens during not very dynamic acceleration.

If you need a faster start, there is a little trick. Usually, when driving on the highway, the robot engages fifth gear. If you press the gas pedal to the floor, the car engages third gear, after which the speed immediately increases. This allows you to overtake on high-speed sections of the road. After completing the maneuver, just release the pedal to its normal state, and the AMT will switch back to 5th gear.

As we have already said, a processor is inserted into the robot on the Lada, which reads the behavior and driving style of the driver and adapts to it. If you want the most dynamic acceleration without jerking, then you can try the following driving style:

Accelerate without releasing the gas pedal. The robot itself will select the right moment to shift from first gear to second, and then to third. But be prepared for a slight jerk between shifts.
Once your car reaches a speed of 40 km/h, release the gas pedal slightly. At this moment, the car will smoothly shift gears.
The same action must be repeated at a speed of about 60-80 if you are going to go even faster.
If at speed 4 you do not press the gas pedal to the floor, then, most likely, AMT will immediately set speed 5, at which dynamic acceleration is impossible.
When driving uphill, the robot itself slows down if it becomes difficult for the engine to hold the current gear. For beginners, this nuance is especially good: now your car will definitely not stall while climbing a slope.

You still need to get used to driving a manual automatic transmission, but the convenience and reasonable cost of the AMT completely hides all its shortcomings.

About the robot AMT 2.0 Lada Vesta

Background:

I bought a Lada Vesta SV Cross
Lights and lighting in the interior of Lada Vesta SV Cross
Comparison of Vesta SV Cross with UAZ Patriot
Standard ERA Glonass
Inspection of the bottom of Lada Vesta 2020
Review of the LADA Vesta SV Cross interior. Seats and dimensions.
Lada Vesta trunk review

Hello everyone, Dmitry Flegantov and my LADA Vesta SV Cross are with you!

Let's talk about the transmission, namely the AMT 2.0 robotic transmission, which is equipped in my LADA Vesta SV Cross car with accessories from Autodream.

There are many different rumors floating around the Internet about the first generation robot, most of them are true, but most are not. In any case, the robot has currently been updated to version 2.0, which will be discussed in this article.

But first, a little materiel. There are three main types of automatic transmissions:

Classic automatic transmission with torque converter.

Variator (V-belt transmission).

Robot.

The first option , automatic (automatic transmission), is the most “ancient”, reliable, but not without its shortcomings. An automatic transmission consists of a torque converter, planetary gearboxes and clutches, an automation unit with a hydraulic unit, which control the whole thing. The advantages of a classic automatic are smooth, almost imperceptible switching, and, naturally, comfort in motion. And then there are the cons. The automatic transmission itself is expensive, expensive to repair, requires frequent oil changes, and the oil must be of particularly high quality, i.e. again expensive, the automatic does not like overloads (slipping in the snow, for example). And also, with an automatic transmission, fuel consumption increases by about a liter compared to a manual transmission.

The second option , a variator, has a slightly different design. Modern CVTs combine a torque converter, a planetary gear with a clutch, as it looks like on a “classic”, but the main working unit here is a mechanism consisting of two pulleys that can converge and diverge under the action of hydraulics, and a metal belt located between them that moves along the pulleys and thereby smoothly changes the gear ratio. This transmission also has an electronic control unit and a hydraulic unit. The advantages of the variator are the absolutely stepless change in gear ratio; the car accelerates smoothly, like a trolleybus. Sometimes, to make this box work more familiar to the driver, virtual gears are created programmatically and light steps appear when “switching” (for example, this is how the variator works on the new Renault Arcana). The advantage of a variator compared to an automatic transmission is a smoother transmission of torque from the engine, without a power break (which occurs with an automatic transmission when switching), this allows you to save some fuel and get greater driving comfort. The main disadvantage of the variator is that the belt is “engaged” with the pulleys through frictional force... Naturally, this causes wear on the belt and wear on the pulleys. Wear greatly accelerates during dynamic driving and when driving off-road (which is extremely contraindicated for a CVT). Any slipping of the belt on the pulleys causes an unscheduled reduction in the life of the unit. Repairing a CVT is complicated, expensive (like the unit itself), and has a shorter service life than an automatic transmission. The driving style with a CVT is to slowly move around the city, without sudden starts and decelerations, without overloading the car, then the CVT will live for a long time. Also, the variator is capricious regarding the quality of the oil, which is replaced quite often.

The third option is a robot, which is installed in our LADA Vesta SV Cross. This type of automatic transmission is the youngest, its development was due to the advent of cheap, reliable and compact microelectronics, and the development of digital computers. The robot is a regular manual gearbox, but instead of the driver, the clutch and gear shift lever are controlled by electric actuators (actuators) according to given algorithms. You may ask, why is this transmission called a robot? And because the switching algorithms are not rigid, but adaptive, the control unit analyzes many parameters and selects the switch map that will be most effective for the driving style specified by the driver. At the same time, the electronics tries to make switches in the most gentle mode, so as not to cause discomfort for the driver and passengers or damage to transmission components. The advantages of the robot, relative to the above types of automatic transmissions, are the low cost of the unit, reduced (even in comparison with manual transmission) fuel consumption, cheap and simple repairs, the oil in the box is designed for the entire service life of the car. With this “box” you can slip, load the car, and, if necessary, “rock” the car in order to get out, for example, from mud. The disadvantages of the robot are: the electronic control unit can hypothetically fail and the box will go into emergency mode. When shifting a robot with one clutch (as in our case), power gaps are felt, which are slightly larger than with an automatic transmission.

So, I’ve laid out the hardware, let’s return to our robot.

The first generation of the VAZ AMT with a 1.6 engine alienated users. The robot was not optimized, tuned, “kicked”, “stupid”, burned the clutch. Naturally, this could not continue for long, and in 2022 the plant released an updated version, called AMT 2.0. And also, this transmission began to be combined with the new VAZ 1.8 engine (122 hp). The updates affected primarily the software, which was installed in the new control unit (which is why it is impossible to reflash older versions of the AMT). The clutch disc acquired a new composite composition, and there were minor changes in the box itself. Naturally, I became extremely curious to try out all these changes and it was on this version with the 1.8 engine that I took a test drive...

What can I say, I was surprised. The robot was absolutely reminiscent of an automatic transmission in terms of its operating algorithm. Yes, the gaps were felt, but they were very soft, quick and did not cause nods (let alone kicks). No matter how much I pressed the gas pedal, the robot did what I would have done with a manual car! Bravo AvtoVAZ, great job!!! I was pleased with the “creeping mode” when the brake pedal is released, which is also activated when moving backwards. There were no twitches or problems that scare people online!!!

The decision was taken. I buy Vesta SV Cross only 1.8 and only on robot!

Having already operated my car with this transmission and having driven 13,000 km, I can sum up some results. So, no twitching appeared either in crawling or in other driving modes, shifting comfort was also not lost, the car copes well off-road, the clutch never overheated and the gearbox did not malfunction, the smell of a scorched clutch (as opposed to the smell of scorched tires)) have never been. There is protection “from the fool” and it’s very pleasing! Almost all options are provided that protect (from rash actions of the driver) the box and the car, as well as surrounding objects from damage. When overtaking, when you need to do it as dynamically as possible, the robot quickly, without any hesitation, shifts the gear down and you accelerate dynamically. We simply keep the gas pedal pressed in all modes; it does not need to “play”, as was recommended to do on older versions of the firmware.

In this video I show how the robot behaves in different conditions:

And here’s what Vesta SV Cross is capable of with a robot off-road:

I hope this was helpful! See you again!

To be continued…

Engine speed of Lada Vesta at different speeds

Author's column by Dmitry Flegantov

What configuration does the AMT come with?

Lada Vesta with an automated manual transmission is available only in luxury configuration. When purchasing this assembly, you can also purchase a manual transmission, which is standard. But for the robot you will have to pay about 25,000 rubles.

Considering that the price for a Lada Vesta in the maximum configuration exceeds 600 thousand, a reasonable question arises: is the game worth the candle? What advantages and disadvantages can be found in such a supplement?

Advantages and disadvantages of the robot on Vesta

Let's start with the advantages. According to reviews of the robot on Vesta, the machine has the following undeniable advantages:

Equipped with the “Slope Start Assistant” program – even if you park or get stuck in a traffic jam on a slope, this option will help you avoid rolling back when starting. The gearbox increases speed at the start, the clutch becomes stiffer.
Increased clutch life - thanks to the soft and smooth operation of the AMT, the service life of the part will be long even with careless driving. The shift box is protected against accidental pressing of the lever: if you start shifting it chaotically, the car simply will not react.
AMT is adaptive and has 26 behavior patterns that it selects depending on the driver’s behavior. How it works? The program reads how the driver operates the gas pedal and, depending on this, switches the clutch at the right moment.
Fuel economy is hard to believe, but the robot on the Lada is really more economical than a manual or automatic transmission. Thanks to smooth switching, you can use several times less gasoline.
AMT consumes less oil than manual transmission - also a significant factor in favor of choosing a new configuration.

Reviews of the robot box on Vesta also show the disadvantages of an automated manual box:

The absence of a parking mode makes parking more difficult; when parking, it is better to leave the control lever in manual or automatic mode to avoid rolling back.
Gear changes are jerky - between 1st and 2nd gears there is a decrease in speed, which can noticeably slow down the car.
Slow acceleration - a car with AMT takes a few seconds longer to pick up speed than a car with a manual transmission.
The inconvenience of the manual mode is that the gearbox is not designed very well, and this makes manual driving of the car less convenient.

Which is better to choose manual or AMT?

The choice between a manual transmission and AMT should be made with a cool head, having calculated all the pros and cons in advance. On the Internet you can find many good reviews about the mechanics or robot of the Lada Vesta. But most drivers opt for an automated manual transmission. It is much more convenient and economical to use. But lovers of classics and conservatives still prefer the usual mechanics. You can only understand whether a car with AMT is suitable for you or not by trying it in action.

Service life of AMT according to instructions and actual

The AvtoVAZ manufacturer indicates a warranty life of an automatic transmission of 75,000 km or 5 years.

In general, AMT takes care of the designated resource, but already in the first ten it is necessary to carry out small works:

replacing the clutch disc;
flashing of the electronic control unit;
tightening the pressure bearing;
replacing the sealing gland on the AMT.

Conclusion

The presence of a robotic version of the gearbox on the Lada Vesta was greeted positively by many car enthusiasts.

Although breakdowns do occur, they are not critical; in some cases they can be prevented by careful driving and timely maintenance. The final decision rests with the owner of the technical device.

Results

To summarize, we can say that the Lada Vesta with AMT is not suitable for everyone. When choosing a car of this configuration, you must take into account your driving style. If you are still in doubt after reading the owner reviews about the robot on the 2022 Lada Vesta 1.8, then it is better to take the car for a test drive. Now many car dealers offer one with AMT - this is an excellent option for your money, reliable and economical.

The robotic gearbox on the Lada Vesta is a convenient and reliable analogue of an automatic transmission. The unit is AVTOVAZ’s own development and will be used in the future not only on Lada cars, but also on models of the Renault-Nissan alliance.

We can talk about AMT for a very long time; on Vesta, the only alternative to this gearbox is the “mechanics” from the Alliance. No other options will appear on LADA Vesta in the near future.

Robotic gearboxes have appeared on foreign cars for a long time, but almost all manufacturers eventually abandoned this solution in favor of manual gearboxes, automatic gearboxes, CVTs and other solutions.

CVT for Lada Vesta

The Franco-Japanese corporation Renault Nissan is providing Russian designers with a CVT, which they plan to install on AvtoVAZ’s new product. This device has proven itself when used on units that require a stepless reduction or increase in the gear ratio.

the variator creates smoothness during vehicle acceleration;
the mechanism reduces the car's fuel consumption;
expensive repairs are the only drawback of the variator.

Russian enthusiasts will have to wait for this device to arrive on the markets, as it will be installed together with a reliable and powerful new engine from the Renault-Nissan alliance. Now is the time to evaluate the work of both the robot and the automatic transmission, and then compare them with a rare phenomenon for the domestic automotive industry - a CVT. It’s difficult to say how much this device costs.

Vesta "robot" - AMT

AMT for Lada Vesta was initially created only for the Lada Priora car. The fact is that the design of this model did not allow the use of full-fledged automatic transmissions, and the plans were to produce this car for a long time. To develop the “robot,” we took an ordinary mechanical box as a base and added a computer and drives from the German company ZF. The unit turned out to be so successful that it subsequently appeared on Grants and Kalinas, completely replacing automatic transmissions. The AMT box has also reached the Lada Vesta. Successful operating experience of this unit made it possible to use it on more modern cars without any modifications. Among the technical features of the “robot”, it is worth noting the low weight - only 5 kg heavier than the “mechanics”, low cost - 20,000 rubles, versus 40,000 rubles for the JATCO “automatic”, as well as the simplicity of the design - a well-known gearbox and several controls.

Mechanics

In addition to the AMT gearbox, a manual transmission was also installed on Lada Vesta and X-Ray models. Just like the “robot” gearbox, it was initially manufactured by domestic manufacturers, but after some tests, noise began to appear in the gearbox, and it was decided to replace it with a foreign analogue, from the Nissan-Renault concern.

This design of the gearbox began to be used quite a long time ago on foreign brands and models of cars, and managed to establish itself as a reliable, silent gearbox. Its design is located in the upper part of the transmission, which significantly affects the oil volume (for the better). Also, thanks to this design of the manual transmission, gear shifting occurs more easily, since there are no large number of contacting parts.

Perhaps the only drawback of this manual transmission, on the Lada X-Ray and Vesta models, was the price of the unit itself. According to the latest data, such a unit costs 20% more than domestic mechanics, and only 5 percent less than a domestic “robot”.

Vesta AMT details

According to currently available information, the robotic gearbox will be installed in tandem with VAZ 21129 (1.6 liter 106 hp) and HR16DE-H4M (1.6 liter 114 hp) engines. In the future, this box can be installed with a more powerful VAZ engine with a capacity of 123 hp.

Developers' opinions on the robotic box:

Foreign companies have not been able to achieve the same efficiency of AMT as we have. Our gearbox makes it possible to provide good technical characteristics quite cheaply when driving under normal conditions, and at the same time it is capable of working under non-standard conditions: low battery charge, towing another car or trailer, prolonged wheel slip when stuck in snow or sand, work in low temperatures. temperatures down to -55 degrees Celsius.

It is also important that the robot provides good fuel economy. Manual transmissions are controlled directly by the driver, which means that it is simply impossible to achieve ideal shifts and optimal operating modes.

Myths from AMT:

Of course, with the start of sales of AMT boxes, they gained a large number of ill-wishers. Some compared this gearbox to a “limited automatic”; others, even without driving a car with AMT, found a bunch of shortcomings in it.

One of these myths is that in traffic jams at a complete stop, the transmission must always be put in neutral. In fact, this is not so, moreover, there are simply no such points in the operating instructions and it is not clear where this myth came from.

Some insist that the work of the “robot” cannot be compared with automatic transmissions - they say they take a long time to shift and there are jerks, and the shift points themselves are chosen incorrectly. All this can be easily refuted by simply riding Vesta with AMT once.

In a short video, the most current tips for operating a Lada Vesta with a robotic gearbox.

Price of a robotic box for Lada Vesta

Lada Vesta does not have a full-fledged “automatic”, and its analogue, AMT, is created on the basis of a conventional manual gearbox. Due to the simplicity of the design, AVTOVAZ was able to offer its customers the feeling and convenience of an automatic transmission at a minimal price.

If we talk about specific figures, the additional payment for a robotic gearbox is 25,000 rubles. For competitors, full-fledged automatic transmissions increase the final cost of the car by 40-50 thousand rubles.

But how much will you have to pay for a new AMT if it breaks down? In fact, only electric actuators that change gears can often break down; the gearbox itself is mechanical and in terms of reliability does not differ from conventional “mechanics”. But the problem is that the drives cannot be changed separately; in the event of a breakdown, the entire block of actuators will have to be changed. According to the ZF company, which produces the blocks, their service life is 10 years. It’s quite good, but it’s difficult to actually confirm these figures, since AMTs have been installed on domestic cars for only a few years.

On the other hand, there were no serious problems with the drive units on the Grants, Kalinas and Priors. And if there were, then only in electrical control units, when the problem was solved with the help of new firmware.

An actuator unit for a Lada Vesta can cost more than 50,000 rubles. About another 10,000 rubles will have to be paid for the installation work. That is, in the event of a breakdown, the owner will have to pay 60,000 rubles - a very large amount for a domestic car.

But we repeat once again - there are no technical problems with AMT on the Lada Vesta and on other AVTOVAZ vehicles. And in the future, the cost of AMT will only decrease due to mass production.

Lada Vesta “robot” (AMT): 7 comments

Your phrase from the text: “When parking downhill, the car rolls back, so you need to fix the position with the gas pedal or hand brake.” Downhill and downhill, this means rolling forward. Question: And how does the Lada Vesta “...roll back...”?

Actually, to roll back you have to stand uphill.

Thank you. Corrected an error in the text.

I couldn’t find any information anywhere: is it possible to ride down a mountain on a vest with a robot at neutral speed.

Neutral can be turned on at any time. Therefore, yes, it is technically possible, although it is not recommended, because the possibility of engine braking disappears and the load on the brakes increases and, as a result, the risk of overheating and creating the potential danger of their failure.

It’s undesirable to roll down a mountain without a gear, not for the gearbox, but for yourself it’s not safe

Good day everyone. I’ll describe my pain, maybe someone can help. In short, I bought a two-year-old Westa on a robot and so far only headaches and disappointments. While I was driving home everything seemed to be fine, I drove for maybe a week after purchase, then one hot day in city mode it stopped at an intersection, the check light and the yellow gear came on, i.e. there was an AMT malfunction. I waited for about 20 minutes, cooled down a bit, and drove off. again, but not for long, after 15 minutes of driving the same crap. A tear rolled out. So I drove day after day, the smart guys don’t know shit about robots when it comes to services. And finally, on the last day, I drove up to the store and turned it off, I simply couldn’t start it, the starter didn’t work, it gave errors….. Cry from the soul. Has anyone come across this? What should I do? Tell! Thanks in advance.

Mileage 103 t. km. I changed the clutch and drove it happily for about 4000 km. The check light came on, without an asterisk. The car does not accelerate and the gears do not engage. I stood there and drove off, the check did not go out. The car shakes when shifting and shifts incorrectly. I took the Lada into the SKS and they removed the error at exactly 500 kilometers and the problem arose again. It is very dangerous when, when overtaking, it does not shift and starts braking by engaging gears up to second.

Lada Vesta: CVT instead of a “robot” + Japanese engine. First test

One of the main complaints about Vesta from the moment of its appearance until today was the lack of an “automatic machine”. Polo, Rio and Solaris have classic hydromechanical automatic transmissions, while the VAZ competitor only had a “robot” with one clutch. Its advantage was solely in its availability (surcharge - only 25,000 rubles), but it was not very good at simulating an “automatic machine”. And finally, at the end of November 2022, the Lada Vesta AT will arrive at dealers, but under this name there is a version not with an automatic transmission, but with a CVT and at the same time with a Japanese 1.6 engine. Drom was among the first to test the new product.

Let's start with the main thing. Robotic versions with VAZ engines 1.6 (106 hp) and 1.8 (122 hp) have disappeared from the range of modifications. Instead, a Jatco JF015E variator appeared with a Nissan 1.6 engine (113 hp), which according to the factory classification is called H4M. This power unit is familiar to us from many models of the Renault-Nissan alliance - Arcana, Captura, Sandero, Logan, and since the summer it has also been installed on the XRAY Cross. In the case of Vesta, the CVT is installed not only on the “cross” versions, but also on all other sedans and station wagons, and you can get it with any configuration, starting almost from the basic one. With almost all competitors, automatic transmission is only possible with a “load” in the form of additional equipment.

If earlier the minimum price of a two-pedal Vesta was 676,900 rubles, now it is 736,900. In comparison with manual versions, the surcharge for the CVT is 50,000 rubles in relation to the 1.8 MT version and 85,000 for the 1.6 MT version. The exception is the most inexpensive Vesta 1.6 MT in the Classic configuration: it is as much as 130,000 rubles cheaper than the most affordable modification with a CVT.

In a sense, Vesta has changed its ideology. From birth, from an engineering point of view, it was a purely domestic machine. We won’t talk about imported components, but the platform, engines, gearboxes - it was all our own. However, who will be dissatisfied with the fact that under the hood of the Lada there is now a more modern engine with variable valve timing and a timing chain that does not need to be changed? All VAZ engines have a belt. And “Japanese engine” sounds proud. Let its production be fully mastered at AvtoVAZ, including the casting of an aluminum cylinder block.

1.6-liter H4M under the hood of Lada Vesta

The variator arrives to Russia from Japan assembled.

Now let's talk about everything in order.

The first question that arises is: is the bet on the “robot” recognized as erroneous? The statistics speak for themselves: only 15% of Vesta sales were from such a transmission, and the average for the model range is even less - only 10%. The Internet is full of unflattering reviews about this “robot,” and we ourselves managed to see that they were true: in the Droma fleet, the robotic Vesta has driven almost 80,000 km, and many questions have accumulated about its box. The transmission algorithm turned out to be suboptimal: the box “stuck” in lower gears, which required getting used to. When starting off, the car shook periodically. We repeatedly contacted the official service about this, but it was not possible to completely “cure” the box.

1.8-liter VAZ engine, its protection and the “robot” selector on the SW Cross editorial station wagon

The only thing that deserves a good word is its efficiency, which is almost no different from the versions with “mechanics”. On average, Vesta consumed 8.74 l/100 km, which is only 0.44 l more than a similar editorial car with a manual transmission. In the city, consumption reached 10 liters, which is also tolerable. With an automatic transmission, one would expect sadder figures: for example, for a Granta with a classic automatic transmission, 12 liters per 100 km is a normal figure, although the factory data, of course, is more optimistic.

By 2022, AvtoVAZ has prepared an updated version of the “robot”, which received a “creeping mode” (when the brake is released, the car slowly starts moving) and new operating algorithms. But for Vesta this is no longer relevant. “From above” (that is, from the alliance) came an order to curtail the production of robotic versions of Vesta.

Why didn’t the car get the same Jatco automatic transmission that is installed on the Grant? Everything is simple here. At least because of the mentioned “cost-effectiveness” of this box. The 4-speed automatic transmission is a thing of the past.

Buyers would most likely prefer a classic automatic transmission rather than a CVT. This is probably why AvtoVAZ officially calls the new modification Vesta AT, and not Vesta CVT, which would be more accurate. Many people don’t like CVTs here. Although the particular variator we are talking about now is technically related to traditional automatic transmissions: the role of the clutch in it is played by a torque converter, and the transmission is equipped with a two-stage planetary gearbox. The latter made it possible to make the car at the same time a little faster and a little more economical in comparison with robotic modifications with a 1.8 engine. According to the passport, average fuel consumption decreased from 7.2 to 7.1 l/100 km. The fact that the main pair has changed from 3.944 to 3.882 also contributes to fuel economy. We can say that the car now has a virtual sixth gear.

The V-belt variator is a pusher type. The presence of a two-stage gearbox eliminates the most risky zones of contact between the belt and the cones at the axle and at the edge, where the belt can slip and slip most quickly. The gearbox also lightens the load when shifting into reverse and back. A special electronically controlled clutch is responsible for this. It equalizes the rotation of the shafts and eliminates shocks when engaging reverse gear. There is no need to change the working fluid: it is designed for its entire service life. More precisely, for eight years or 120,000 km (these are AvtoVAZ standards)

The interior now features an elegant gear selector knob with a large mirror insert, which reflects the driver and front passenger. The XRAY Cross has a mode selection diagram drawn in this place, but it is not highlighted, and it is not easy to understand which mode is currently selected. You have to look at the dashboard. Vesta has the traditional large letters PRND and the symbols + and - printed to the left of the handle - everything is clear. And the letters glow. True, all together and only one color. The same one that lights up all the buttons in the cabin. That is, this is just a hint in what order the modes are located. Which one is currently enabled can only be understood approximately. Accurate information is only on the dashboard.

Lada Vesta variator selector

But, it should be noted, the variator selector pad itself looks much more solid than that of the “robot”: the glossy black plane with a silver rim is more presentable than the convex “growth” made of the same featureless plastic as the cup holders located next door.

When you take off and slowly roll in heavy traffic, it’s difficult to understand that there is no “automatic” here. Everything is just as smooth and comfortable. But it wasn’t just for this reason that the “robot” was replaced with a CVT? According to the passport data, the sedan has become much faster! To “hundreds” – 11.3 seconds. For comparison: the robotic version with a 106-horsepower VAZ 1.6 spends as much as 14.1 seconds on such acceleration. It's just an eternity. And the 122-horsepower 1.8 with manual transmission cannot accelerate Vesta to 100 km/h in less than 12.1 seconds.

So, if you want to drive relatively dynamically, take a CVT? No, perhaps “dynamically” is a strong word. As loud as a Japanese engine sings when the driver presses the gas to kick-down. The engine quickly reaches speeds around 5000 rpm - where it has maximum thrust. And under an unchanging monotonous howl, acceleration occurs solely due to a smooth change in gear ratio.

Let's call the acoustic comfort when driving in this style, ahem-ahem... imperfect, but this is how it is possible to realize the capabilities of the engine most fully. Even if without much thrill, you can overtake. And after about 200 kilometers you get used to this sound, you learn to hold the gas pedal in the “click” area. If you don’t push it further, then the dynamics are normal, and at the same time you are spared the monotonous howl of the engine.

By the way, Vesta has recovered from the eternal disease of front-wheel drive Ladas. All of them are pulled to the side during acceleration due to the unequal length of the drive shafts. Now the right drive has an intermediate support, and the axle shafts are equal in length (the same for the XRAY Cross with a CVT).

By and large, there are only three things to complain about. First. If you need to quickly accelerate - for example, when exiting a secondary road onto a busy highway - you have to stomp on the pedal sharply and heartily. Otherwise, the electronics will not fully understand your intentions. Second. If you listen carefully, you will notice that the variator sometimes howls slightly in a high voice. This is barely audible, and certainly will not upset those who are familiar with the old VAZ manual transmissions, in which each gear could be recognized by their voice. Now the problem is radically smaller, if it can be called a problem at all.

Finally, third. When you change from a sedan to a station wagon and vice versa, you cannot help but notice that the second one is noticeably more phlegmatic. My colleagues and I staged several parallel accelerations of a sedan and a cross-station wagon. Even if you hesitate a little while driving a sedan and let the SW Cross go ahead, the sedan will soon confidently outstrip it and take the lead. The station wagon cannot keep up with him.

The passport data confirms this: the station wagon is almost a second slower. The VAZ team explains this by the difference in weight, although it is quite small: the station wagon is 60 kg heavier than a similar sedan, the Cross version is another plus 15 kg. In theory, this is comparable to the weight of one passenger, and such a load should not greatly change the character of the car. At least if the motor has power reserves. There seems to be a small supply here.

All CVT Vestas received rear disc brakes. The creators of the car explain it this way: the CVT has less ability to brake with the engine (although it does have them), so the car requires a more effective braking system. However, there were no complaints about the rear drums on robotic modifications

So, there are no complaints about the sedan. Especially if you get used to using the manual mode with six virtual gears in some situations. A quick switch to “lower” sometimes saves the day. If you don’t use it, then when you step on the gas, you get a response with a noticeable delay.

The CVT station wagon may disappoint some with its character.

There have been no changes to the suspension tuning. The CVT may be heavier than the robot, but the Nissan engine with an aluminum cylinder block is lighter than the cast iron VAZ one. The difference in the vehicle’s curb weight falls within the range of plus or minus 2 kg, depending on the configuration, according to the creators of the model. It’s hard to believe in such a close coincidence...

AvtoVAZ employees proudly note that the CVT has not reduced the ground clearance, but there is a certain amount of deceit in this. When we talk about ground clearance of 178 mm for the basic sedan and station wagon and 203 mm for cross-country versions, we mean the measurement under the engine crankcase. The variator hangs below the engine crankcase by 22–23 mm. In principle, you can ignore this, since in reality the ground clearance is even less, because all cars are equipped with standard protection, which, in addition to the variator, eats up another 10–11 mm. That is, the actual ground clearance of the basic versions is 144 mm, and the cross version is 170 mm.

This is what the standard engine protection looks like on CVT Vestas. In comparison with the protection of robotic machines shown above, additional “windows” have appeared here - including under the variator housing (large slot on the left)

It should be noted that for the sake of the variator, an additional “window” had to be cut in the protection. The variator housing does not protrude from it. It was needed to ensure that the variator did not rest against the protection.

By the way, when the XRAY received a CVT only in the Cross modification, there were suggestions that the base hatchback was deprived of CVT precisely because the ground clearance would suffer with a CVT. Whether this is true or not is difficult to say now. After all, it would also be possible to create a “window” in the defense. The specific reason why the “simple” XRAY remained with the “robot” is not stated.

Simultaneously with the acquisition of a CVT and a new engine, Vesta received a number of minor updates, and the configuration was slightly shaken up. The car now has a heated steering wheel, a folding rear-view mirror function, fog lights with cornering lights, a black ceiling, new design wheels, a “fin” antenna on the roof and two new color options: rich blue metallic “Diving” (on photo) and black metallic “Maestro”

The most affordable competitors of Vesta with automatic transmissions are the Renault Logan, as well as the Ravon Nexia R3 and Ravon R4, which recently returned to the Russian market (that is, the renamed Chevrolet Aveo and Cobalt, assembled in Uzbekistan; it would be a stretch to call them Vesta’s competitors). For Logan they ask from 734,990 rubles, Nexia and R4 - from 734,000 and 743,000 rubles, respectively. Hereinafter - prices for two-pedal versions.

Renault Logan, Ravon Nexia and Ravon R4

Hyundai Solaris with automatic transmission costs from 854,000 rubles, Volkswagen Polo - from 871,900, Kia Rio - from 874,900, Skoda Rapid - from 907,000. This difference in price with Vesta is explained, among other things, by the richer equipment of competitors, but VAZ drivers are watching On the other hand, you can get a CVT from us in a lower configuration without overpaying for additional equipment. At the same time, the “base” of the CVT Vesta is not completely empty: they do not ask for additional payments for air conditioning, heated front seats, rear disc brakes and an armrest.

Hyundai Solaris, Kia Rio and Volkswagen Polo

At first glance, Logan looks like an outsider in this line of competitors, since its archaic “automatic” has only four steps, while all the others have 6-speed gearboxes. However, in terms of dynamics, Logan is not so bad. With its 102-horsepower engine, it reaches 100 km/h in 11.7 seconds - exactly the same as the 110-horsepower Polo. Hyundai and Kia with 100 hp. spend 12.9 seconds on such acceleration. But they also have a 123-horsepower engine, and with it the “Koreans” are clearly faster.

What is good about competitors with 6-speed automatic transmissions is their efficiency. For example, Polo, according to its passport, consumes only 7.9 liters of gasoline per 100 km (in the city) versus 10.9 liters for Logan. That is, if you change from Polo to Logan, fuel costs will immediately increase by as much as 38%! Vesta “eats” less, but it is still more voracious than Volkswagen: 9.2 l/100 km in the city (sedan figure).

By the end of the second day in the company of the CVT Vesta, we managed to get used to all its features. Both in the city and on the highway it was possible to move quite cheerfully. Here, however, it is worth mentioning that I drove the final part of the route in a sedan. We established almost complete mutual understanding with him. Apart from particularly tense overtaking, the rest of it is good. And when the VAZ team asked whether the car had become better, whether the public would accept it well, I answered unequivocally “yes.” Of course, I was interested in what kind of success they expect from versions with a CVT. The target is 30% of all Vesta models sold. That is, the CVT should become twice as popular as the “robot”. This is probably an achievable result.

Technical characteristics of Lada Vesta CVT (manufacturer data)

SE (sedan)	SE Cross	S.W.	SW Cross
Body
Type	Sedan	Sedan	Station wagon	Station wagon
Number of seats/doors	5/4	5/4	5/5	5/5
Engine
Type	Gasoline, with distributed injection
Engine location	Front transverse
Number and arrangement of cylinders	4, in a row
Working volume, cubic meters cm	1598
Power, hp at rpm	113/5500
Torque, Nm at rpm	152/4000
Transmission
Drive unit	Front
Transmission	CVT (variator)
Brakes
Front	Disc, ventilated
Rear	Disk
Suspension
Front	Independent, spring, McPherson
Rear	Semi-dependent, spring
Dimensions, volume, weight
Length/width/height, mm	4410x1764x1497	4424x1785x1526	4410/1764/1508	4424/1785/1537
Wheelbase, mm	2635
Ground clearance, mm	144	170	144	170
Curb weight, kg	1230–1380		1280–1350
Trunk volume, l	480		480–825
Fuel tank volume, l	55
Tires	185/65 R15, 195/55 R16
Dynamic characteristics
Maximum speed, km/h	175		170
Acceleration to 100 km/h, sec.	11,3		12,2
Fuel consumption, l/100 km
Combined cycle	7,1		7,4
CO2 emissions, g/km, eq. Class	N.D., Euro-5
Cost of the car, rub.
Basic equipment	736 900	832 900	773 900	866 900

Photobonus

The latest generation of Lada Vesta with mechanics and real reviews from car owners

It is quite reasonable that the new Lada Vesta AMT and reviews from owners have their fans, but the current manual transmission is also not losing ground. Most car owners note that compared to the old box, the noise level is significantly lower. In addition, the advantages of JH3 include:

More precise adjustment of switching mechanisms.
The defect of difficult gear changes caused by oil thickening at low atmospheric temperatures has been eliminated.
Clear shifts and reliable locking of the gearbox lever.

Almost all positive reviews of Lada Vesta mechanics are characterized by the opinion of Pavel T. from Tambov:

“If anyone drove the previous models, they will immediately feel the difference. The JH3 manual lever from Renault pleases with its moves and selectivity. Unlike the Lada 2181 gearbox, which uses a cable shift mechanism, the imported manual transmission is significantly quieter.”

Conflicting opinions are caused by the fact that the French box is maintenance-free. If in the previous design of the manual transmission the hum could be weakened by replacing the transmission lubricant, now the plant fills in lubricating fluid for the entire operating life.

What owners' reviews say about the Lada Vesta with an AMT gearbox: features of the robotic transmission

If your goal is a cheap car with automatic transmission, then we must admit that the Lada Vesta would be a good choice in this case. For example, as a comparison with KIA Rio , not only is the Russian budget sedan in the basic version cheaper than its competitor, but also the surcharge for a two-pedal model is half as much – only 25,000 rubles.

Briefly about the VAZ automatic transmission

The adequate cost of the car is explained by the fact that the robotic gearbox was developed in AvtoVAZ’s own workshops. The basic product was a cable manual transmission number 2180, but electric actuators from ZF were used as the actuator. The new unit received the index 2182 and was tested on Priora.

Unfortunately, the VAZ robot is equipped with a single-plate clutch, which affects the speed of gear shifting. For example, gearboxes with a double-disc clutch change gears almost instantly, because when one clutch opens, the second is already ready to engage the desired gear.

On the Lada Vesta, the operation of the automatic system resembles the actions of the driver when operating a manual gearbox - the discs open, the gear changes, and the clutch closes again. It is precisely the “thoughtfulness” at the moment of switching that explains the negative reviews from the owners of the new Lada Vesta with the co-produced AMT gearbox. But you don’t need to think about setting up the clutch like in Priora - it seems to be there, but there is no control pedal.

Advantages and disadvantages of robotic transmission

Among the shortcomings, the most common complaints are about difficulties when starting downhill or when descending. The car manages to roll back a little, and when you press the brake, the clutch discs open again. You have to use the handbrake, but what can you do – it’s not an automatic. Another point that irritates some drivers:

“Unfortunately, the robotic box cannot determine when the driver decides to press the gas. At maximum thrust, a gap of 1.7 seconds between transitions is quite a long time. Fortunately, there is a manual mode for this, which allows you to maintain adequate traction and the absence of temporary pauses.”

Availability of two operating modes and prevention of incorrect gear selection.
Possibility of resetting one or two gears at once.
Ensuring economical fuel consumption.
No need for warming up at low ambient temperatures.
The car can be started from a pusher, having previously accelerated it to 5-7 km/h, and then turned on mode “A”.
There are no contraindications when towing; as a tractor, the recommended speed is no more than 25 km/h.
No routine maintenance is provided; oil is filled for the entire service life.
The presence of a wear compensator in the clutch actuator.

What's on the road: reviews from some owners of the 2016 Lada Vesta robot?

Experienced motorists liked the ability to move the gearshift handle from the forward position to Reverse when slipping at a speed of less than 3 km/h. At the same time, switching time is reduced to 0.7-0.8 seconds. However, drivers do not recommend abusing this - the clutch overheating indicator may go off, and you will have to wait until the clutch cools down.

Manufacturers of the Lada Vesta robot and reviews from owners in 2016 claim that shifts have become smoother than those of Kalina or Priora, but longer. The box was reconfigured and the original control unit was installed on it. Loss of traction for 1.7 seconds in city traffic threatens, at a minimum, with the horns of hurrying drivers. Meanwhile, it is possible to select manual mode and work ahead.

Some dissatisfaction is caused by difficulties with parking, which Anatoly P. from Tula talks about:

“I don’t know, maybe this is how it should be - after turning off the ignition, moving the selector to position “A” will not work, the box will remain in neutral. You can’t do without a handbrake, but what if the pads get stuck in the winter. I suggested on the forum to turn off the engine in mode “A”, but some immediately assumed a situation where the battery was discharged. It’s good when there is somewhere to light the battery , but what if not? And here we have to agree - the robotic gearbox lacks the Shift Lock function, which allows you to manually engage neutral gear.”

You should not associate the proud name of the transmission mechanism with concepts about the driver's driving style. Judging by the reviews of owners of Lada Vesta with an AMT gearbox, this option is suitable for people who are in no particular hurry. It is this category of drivers who appreciate the robotic transmission:

“You need to get used to such a box; some people think that a robot is practically the same as an automatic machine, and they don’t use the gas pedal when starting. In this case, the clutch closes for a long time and has time to heat up. But, when adding traction, the car starts much faster, without jerking or vibration. So you need to work with the accelerator carefully, as if it were a simple manual transmission.”

As experienced motorists say, downward shifts occur in two scenarios. When the traction is released, the transition is practically unnoticeable - the car brakes in V gear with the engine, only at 1,200 rpm does the transition to a lower speed begin. This “tactic” allows you, if necessary, to immediately begin to gain speed without a pause.

Lada Vesta and manual transmission: five reasons to buy for and four against

A certain part of motorists continue to ignore the achievements of transmission cybernetics and choose cars with a manual transmission. If we analyze their arguments, we can formulate five main reasons based on which it is worth considering this option:

Affordable price - the basic model costs 509,000 rubles, for the robot you need to add 25,000 rubles. If you take a car with a manual transmission, then for the money you can get a higher level of equipment. A new AMT robot unit from a dealer costs 56,200 rubles, plus about 10,000 more for installation, so if something happens, the amount for repairs is quite impressive, which cannot be said about a manual gearbox.
Full configurations – for models with manual transmission there is no discrimination in terms of configurations. If you want a “full stuffing” of a car, that’s not a question, and it’s not necessary to take a robot because of the additional options.
Pleasant dynamics - according to documents, a car with a manual transmission accelerates to 100 km/h 1 second earlier than its automatic counterpart. In practice, this is significant time, which does not allow you to sweat when overtaking.
Reliability - according to reviews and tests of the Lada Vesta, the mechanics did not give any particular cause for alarm, especially since in case of repairs the costs will be significantly lower.
Potential liquidity - after a certain time, selling a car with a manual transmission on the secondary market will be much easier.

Opponents of the archaic manual transmission have compiled a package of arguments that should, in their opinion, force the future owner to refuse to purchase a Lada Vesta with a manual transmission:

The behavior does not inspire confidence - the drawstring leaves a feeling of looseness and viscosity. The lever strokes could be made smaller, and the force on it could be more uniform.
There is no fuel economy - judging by the passport, a car with a robotic transmission is somewhat more economical.
Unjustified savings - the trim of the manual transmission lever is made of cheap, untidy plastic, the finish of the robot looks neater.
Operational disadvantages - the robotic box requires less oil to function, so in cold weather it does not require heating.

Doesn't break anymore

I know firsthand how both options behave. I tested the CVT Vesta in the Caucasus and drove it in Moscow. And I’ve been living side by side with the robotic Vesta for 4.5 years now and have driven more than 90,000 km.

Life together with the robot did not work out right away. It is the driver who must adapt to it, and not vice versa! So if you are looking closely at the “automated” Vestas of the first years of production (on the secondary market), keep in mind: you need to be a very calm driver with nerves of steel so that the transmission does not irritate you.

After about a year and a half in Tolyatti, the problem of the rapid death of the clutch was corrected. It turned out to be so gentle that even slow shifts did not help. On my car, the clutch kits lasted 20,000 and 18,000 km, and for some, the first signs of wear appeared after 5000–7000 km!

Now the third, reinforced clutch is coming to an end on the editorial car. You'll be lucky if it lasts 60,000 km (that is, up to 98,000 on the odometer). In general, you need to be prepared for quick repairs - and when buying a used Vesta, I would consider the original factory kit as a minus. Especially if it is an old model.

Interestingly, the clutches of the first and second versions signal wear differently. The old clutch begins to respond with shocks in traffic jams, and the car shakes in convulsions at the beginning of movement. The modernized one behaves intelligently, reminding of wear with exceptionally soft slipping, clearly visible in the timbre of the engine and tachometer readings. Therefore, now I will drive all the way, but I changed the previous sets preventively: I did not have the strength to endure their hysterics.