From the very beginning of the production of Lada Vesta sedans, two types of gearboxes were installed on them - the French “mechanics” JH and the domestic “robot” AMT 2182.
JH has established itself as a reliable, unpretentious and quiet box. Actually, the noise of the box is the main reason for the refusal of domestic “mechanics” in the Lada Vesta line (according to the former head of AvtoVAZ, Bo Andersson). In addition to the domestic Vesta, this box is equipped with many foreign car brands. The French manual transmission is assembled in Russia (Togliatti). In 2016, JH was no longer installed on Lada Vesta, but more on that later.
The AMT 2182 gearbox is an excellent solution related to the modification of the switching mechanism of the previous manual gearbox. The functions of the driver's right hand and left foot are now performed electronically. It is the electronic drive that best copes with its task in our winter conditions.
Replacing JH with a domestic manual transmission
But everything described above is not all the answers to the question of what gearbox is on the Lada Vesta. The year 2016 for AvtoVAZ was marked by the fact that changes were made to the configuration of vehicles with transmissions. The actively promoted import substitution program, as well as the desire to reduce the cost of production of the Lada Vesta, led the manufacturer to decide to abandon the French manual gearbox in favor of a domestic gearbox with the VAZ-21807 index. This gearbox is a strengthened version of the 2180 gearbox and even has better dynamic characteristics compared to the JH:
- The acceleration speed to 100 km/h decreased by 1 second (from 11.2 to 10.2).
- The maximum speed increased by 13 km/h (from 175 to 188).
Of course, any advantages do not come out of nowhere. Therefore, the improvement in dynamic performance had to be paid for in fuel consumption, which increased from 6.9 to 7.5 liters per 100 kilometers.
JH3 gearbox
The “new” JH3 gearbox, which was installed on Lada Vesta until September 2016, is considered a maintenance-free gearbox with factory oil designed for the entire service life. On the one hand, one can only rejoice at this, on the other hand, nothing is eternal. Therefore, contrary to the manufacturer’s recommendations, we strongly recommend changing the oil every 70-100 thousand km.
Manufacturer's recommendation for the brand of oil used: Elf Tranself TRJ 75W80 or Elf Tranself NFJ 75W80. If you do not have the opportunity to fill in this particular oil, or for some reason you are not sure about this brand, then you can always use motor oils of other brands with similar characteristics. The most important thing is that the viscosity meets the technical specifications, as well as compliance with the requirements of the API GL-4 quality standard.
The presence of GFL13 symbols in the car’s VIN code indicates a JH gearbox.
Gearbox AMT 2182
AMT (automated manual transmission) is a development of a Russian manufacturer that is worthy of attention. The box is controlled by an electromechanical drive, which is perfectly suited to domestic climatic conditions. Unlike hydraulic analogues, the box does not “freeze” in winter and does not require warming up before driving. The electronics cope perfectly with all the commands of the control unit, relieving the driver of tasks such as pressing the clutch pedal and changing gears. The only drawback of AMT can be considered slow gear shifting, which is clearly not suitable for those who like to “put pressure to the floor.”
Since the end of 2016, AvtoVAZ has abandoned the use of the French manual transmission in Vesta and Xray cars in favor of a domestic, modernized gearbox with the VAZ 21807 index. Now the domestic unit is installed on the entire model.
Technical parameters of the VAZ 21807 gearbox
Drive type - cable
Number of gears - 5
Main pair - 3.9
Comparison of basic parameters with French mechanics
From the indicators it is clear that installing a shorter main pair than on the Renault gave noticeable dynamics during acceleration, gaining 1 second “to one hundred”. The gear ratios were also adjusted, now the 1st, 2nd, 3rd, and 4th gears are longer.
Box JH3 510 (gear ratios): 3.727; 2.048; 1.393; 1.029; 0.795; main pair - 3.867.
2. Gearbox 21807, respectively: 3.636; 1.950; 1.357; 0.941; 0.784; main pair - 3.938.
What changed?
The logical question would be, what has changed in contrast to the old 2180 box? Has it become quieter? Has the howling gone?
AvtoVAZ, with the help of foreign partners, did a great job in refining the box. What was done: The production complex was equipped with other equipment in order to create a main pair and a second gear with a different gear tooth structure. The work was carried out in such a way that when braking the engine, when shifting gears down, the hum of the box was not so pronounced and coincided with the hum of the engine. In addition, the gear selection mechanism has also undergone minor modifications: now the gearbox shifts have become much clearer.
Is the new manual transmission of the VAZ 21807 quieter than the previous one?
The answer is YES! Quieter, no hum. Consumers are happy. But it should be noted that whoever is specifically looking for various jambs will find them anywhere
Why did you abandon the French box?
Previously, Vesta was equipped with a manual transmission with index jh3 and jr5. Undoubtedly, they were better than the VAZ mechanics of that time, but they still had jambs with hum and gear shifts. But the most important factor in refusing French units was the cost: French mechanics are almost 2 times more expensive than domestic ones. The situation is the same with the Nissan engine; they will not install it on Vesta; they will leave the 179 engines. In addition, box 21807 is capable of withstanding the torque of a 1.8 motor. (In general, the VAZ gearbox holds torque well; as an example, you can use motorsports athletes who install a standard gearbox on turbo VAZs).
Manual transmission service
- Changing the gearbox oil
Video of manual transmission 21807
Below is a video of the new box in action. You can verify that there is no extraneous noise other than the normal transmission and engine noise.
(The robot clicks the wipers and stabilizer bushings)
It’s not hard to guess that similar changes to the teeth will affect the VAZ 2180 gearbox.
Application of box 21807
This box is installed on Vesta and Xray cars paired with 1.6 106 hp engines. and 122hp
What kind of box do you have?
To determine which gearbox you have, domestic or brand new, you need to look at the VIN number of your car () everything is simple: The values from the fourth digit determine the gearbox model (GFL11 - manual transmission VAZ; GFL12 - AMT VAZ; GFL13 ─ manual transmission Renault).
While the press was thundering about Bo Andersson's resignation, trying to analyze whether he had done more good or bad, our technicians were lost in service. For a detailed analysis, we purchased the main creation of AvtoVAZ in recent years - the flagship and star of the company Lada Vesta. It was very interesting to see what was hidden inside our main threat to foreign cars. So, let's sort it out.
For “experiments,” a car was purchased, from our point of view, in the most optimal Comfort version, with a 1.6-liter VAZ engine (not yet sold with other Vestas) and a 5-speed manual transmission. We chose the latter after , which, alas, still falls far short of the comfort of a classic “automatic”, although it beats it in price.
By the way, about the price. The cost of the purchased car (with a minimum set of all the options needed today) was 550,000 rubles, taking into account the discount. This is somewhere between 55,000 and 90,000 rubles cheaper than all comparable foreign rivals with approximately the same list of equipment.
Engine: VAZ brand, made in Russia
Under the hood of the Lada Vesta there is a 1.6-liter 16-valve naturally aspirated 4-cylinder engine. Power - 106 hp. With. at 5800 rpm, torque - 148 Nm at 4200 rpm. Compliance with Euro-5 standards. The engine received the marking 21129, although the designation 21126 is clearly visible on the block itself. There is no need to be surprised, since all modifications of the engine (126/127/129), which trace its history back to Priora, have a single block.
Features: original suspension system and attachments; the intake and exhaust system has been changed; adaptation for the installation of a Renault gearbox, as well as about 20 other innovations, including a lightweight connecting rod and piston group made in Tolyatti by Federal Mogul.
That the engine has very good output and elasticity, but is a little noisy at high speeds.
The engine fits right into the engine compartment of the Vesta. Access to all attachments is extremely limited. The entire engine is literally shrouded in wires - during the disassembly process I had to disconnect about 40 connectors and, with some difficulty, pick out a whole bag of fasteners.
The oil filter (Avtoagregat, Russia) is sandwiched between the subframe and the exhaust manifold, and it is not protected from the latter by any heat shield, which raises some concerns. The drive belt and its tension pulley practically rest against the inside of the body, just like the timing mechanism, so replacing them is only possible with a complete disassembly of the front right side of the car, dismantling the right additional side member and hanging the engine.
The officials confirmed to us other information that we suspected, but did not check ourselves. Due to the fastening features, removal of the engine sump (crankcase) is only possible with the removal of the gearbox.
Gearbox: Renault brand, made in Russia
The Lada Vesta is equipped with a French 5-speed manual transmission JH3-510. The transmission housing is cast at VAZ's own metallurgy. Actually, all assembly is carried out in Tolyatti.
The choice in favor of a foreign gearbox was made due to the fact that in the native VAZ engineers were unable to overcome extraneous noise, in particular the hum of gears. It is known that the French gearbox costs AvtoVAZ 20% more than the domestic one.
Let us recall that the AMT “robot” was created on the basis of a domestic gearbox, in which the problem of noise (in particular, a muffled howl in second gear) is still relevant. We have no complaints about the performance characteristics of a manual transmission.
Radiators (cooling, heating, air conditioning systems): Valeo brand, made in Russia
All three Vesta radiators from the French brand Valeo (a well-known component manufacturer) are distinguished by good workmanship, in no way inferior to their world analogues. During dismantling, it was difficult to suspect that the radiators were assembled in Tolyatti at Valeo’s own production site.
By the way, the competence of the employees of the hotline of the Russian representative office of Valeo (where we were transferred to answer questions) was called into question. They couldn’t say exactly what was being assembled at the Valeo site in Nizhny Novgorod, and when asked about production in Togliatti, we were told that there was no confidence that it was working at all, although the press service of AvtoVAZ firmly confirmed the opposite.
Generator: Valeo brand, made in Türkiye
The generator of the same French brand Valeo, but already made in Turkey, confused us at first - instead of the usual orange transformer varnish, the windings are covered with protection that is not uniform in color. However, as they say, “the speed should not be affected.” But we consider the fact that the terminals from the winding were not soldered, but simply crimped, to be a disadvantage. Not durable.
In addition, dismantling the component (replacement) is extremely difficult due to its location. The generator is clamped by the air conditioning compressor from below and its tubes - from the end and from the top, and from the belt drive side, as well as the tension roller, by the wall of the engine compartment. As a result, when replacing the generator, you will have to remove the air conditioning compressor (if there is one, of course).
Three more Valeo components found: starter (Poland), release bearing and climate control unit (Czech Republic). The French company is one of the world's main manufacturers and suppliers of components for car factories, including, of course, fellow countrymen from Renault, from whom it migrated to AvtoVAZ.
Fuse box and its housing: Renault brand, made in Romania
The fuse box comes entirely from the Logan model, as evidenced by the Renault logos on the body and the Romanian manufacturer Capirom. True, AvtoVAZ reported that in the near future the company will change its supplier to a local one - from the Samara region.
We had no questions about the unit itself, but in the process of a scrupulous study by the electricians, a very interesting point emerged. Attention was drawn to two fuses that were not indicated either on the diagram or in the instructions. A study of the electrical circuit revealed that during a sudden voltage surge (for example, when lighting up a Vesta with the engine running), these fuses may burn out, resulting in the battery stopping charging. And what’s most insidious is that the driver of a discharged car will not know about it - no electrical “paths” to the dashboard (indicator lamps) could be found. Whether the reason will be revealed when connecting the standard diagnostic system in the absence of an error that pops up is also a question.
The controls also turned out to be imported - the steering rack is from the famous German brand ZF, but made in Malaysia. And the CV joints are provided by the British company GKN and made in Poland.
Clutch assembly: LuK brand, made in Russia
The clutch disc and basket on Vesta are from the famous German brand LuK, part of the global structure of the Schaeffler concern. The company has production in Russia in the city of Ulyanovsk, from where its products are supplied to domestic enterprises, including not only AvtoVAZ, but also UAZ. We had no complaints about this component.
Brakes: TRW brand, made in the Czech Republic, Poland, Italy, France, Turkey
In order for the Lada Vesta to stop properly, manufacturers from almost half of Europe had to work hard. In total, we counted five countries producing the braking system, including French SNR bearings pressed into the rear brake drums (integrated with the hub) of the German ATE brand, but of Italian production. When you need to replace the bearing, it will be extremely difficult to remove it separately - most likely, you will have to change the entire assembly. Although the name of the SNR brand, which is premium by the standards of the world of auto components, inspires hope for durability.
So, the brake master cylinder and vacuum booster came from Poland, the front calipers and pads came from the Czech Republic. Some of the brake hoses turned out to be made in Turkey by Teklas. One of the features is that there is one brake system reservoir for two with a clutch drive.
The only question regarding the brakes arose when considering the front pads, on which there was a working mark of the cylinder - a quarter of the pressing surface extends beyond the pads. It is difficult to say whether this somehow affects the braking efficiency. While driving, we had no complaints about the braking system.
You will also have to tinker with the suspension elements during repairs. According to “foreign” patterns, the ball (produced by the BelMag Magnitogorsk plant) comes assembled with a lever. Moreover, replacing a component will require a lot of additional actions to free up space around it. By the way, according to servicemen, play of ball joints and knocking of stabilizer struts are the most frequent complaints from the first owners of Vesta.
Shock absorbers are one of the few Vesta components on which we did not see the “Aglitsky language”. The racks were produced at the Skopinsky Automotive Assembly Plant in the Ryazan region. By the way, in terms of the balance of suspension characteristics, we recognize Vesta as one of the best in the class.
We saw the only “Made in China” inscription on the windshield wiper motor from Bosch, with the logos of another automaker - the Chinese company Chery
Various plastic parts
There is already such a diversity of companies and manufacturing countries that it makes no sense to single out anyone separately, so we’ll just list them.
The air filter and its housing turned out to be from the famous German brand Mann+Hummel, and of original production. The electric fuel pump module assembly (with an Arsan pump) is Russian. The radiator expansion tank hose is from Teklas, but not from Turkey, but from Bulgaria. Washer reservoir with Renault logos, Continental washer pump, made in the Czech Republic.
With the exception of the aforementioned Czech microclimate control unit, the plastic interior parts turned out to be Russian, in particular Izhevsk. Moreover, the quality of fastening (hence the country of production) of individual small parts could be determined by touch - they were either loose or fell out at the slightest touch.
There was also a Russian approach: the plastic frame of the gear lever (Italian-Russian company AE2) that was not “shrunken” was sharpened on the inside (apparently with a file) along the edge. The side plug of the front panel (on the side of the front right door) bounced off like a spring at the first attempt to snap it off (what voltage was it installed under?).
Taking into account some other flaws in the interior assembly in the form of naked screws and gaps, it is worth saying that the interior of the Lada Vesta is generally better assembled than can be expected from most modern Ladas, but it is felt that over time, part of it will traditionally “come to life”. By the way, at first glance we liked the interior assembly of the almost entirely imported Lada XRAY more.
Some time ago, the Avtostat agency published the full list of component suppliers - there are also a dozen foreign brands that we have not mentioned. Some of them, by the way, did not coincide with the real ones - in particular, the tires on our Vesta were Pirelli, not Continental.
How the body is made
Let's admit: the Lada Vesta, which is attractive in our opinion, is very well assembled in terms of its bodywork. The measured gaps are everywhere at the level of a couple of millimeters. Well, the softness and silence with which the doors close are completely worthy of applause. And everything would be absolutely wonderful if we had not started studying the car from below.
In general, of course, there is no “crime”. The first thing that caught my eye was the sloppiness of the anti-corrosion treatment, in the category of “we’ll apply it here, but it’ll do just fine.” It can be seen that some areas were treated over the protective film, which was then torn off along with the protection. Moreover, in the same place it was done with completely different quality (carefully and clumsily).
An incident was discovered under the hood - at the factory, a piece of paper was attached to one of the side members with tape, apparently with an example of a color called “platinum”, in which it was necessary to paint the car from the inside. Actually, they painted this piece of paper, forgetting to tear it off - naturally, there was a stripe under it without painting.
The rear beam mounts, apparently, are not original. One of the “ears” for the bolts was left protruding into the wheel arch.
Another point is the accuracy of internal bends and connections of individual body parts. Between some of them there are considerable technological holes into which, of course, dirt, salt and road chemicals will get clogged. Considering that some of these connections have not been exposed to anticorrosive agents, they are likely to become centers of corrosion, especially in the wheel arches.
For the purity of the experiment, we looked under the bottom of the first Vesta competitor we came across - the Skoda Rapid liftback (in the database from 539,000 rubles). It has an armor-piercing shield underneath, wrapped in treatment without a single crack or stain, and even with two plastic sheets of protection on top.
What's the outcome
The findings are mixed. The main one is that in terms of quality and level of assembly, Lada Vesta is probably the best car among the products of our automobile industry, at least in modern history. However, a large number of annoying and minor “jambs” do not yet allow our sedan to catch up with Western competitors, and at a comparable price.
The second conclusion is that calling Vesta domestic, having broken it down into spare parts, is hard to come by. Especially if you remember that even those branded components that are produced in Russia are made on imported machines, using imported raw materials.
Well, the third conclusion: you can forget about any Vesta service outside of professional service. At the dacha you can only change the brake pads and pump up the tires yourself. Apparently, this is also why car sales in the regions turned out to be worse than expected. In general, we will now keep an eye on our ward and be sure to inform you about all the joys and hardships.
If you are wondering what gearbox is on the Lada Vesta, the answer will depend on the configuration of the car itself. The new AvtoVAZ is equipped with two types of gearboxes: manual and AMT (robot). Both of these modifications have been thoroughly studied by specialists and owners, and now we can speak with confidence about the advantages and disadvantages of each. Opinions are divided, and it is difficult to give the palm to either the manual transmission or the robotic gearbox of the Lada Vesta.
On a note!
Any vehicle with an internal combustion engine has a transmission. When working with “mechanics”, the driver makes an individual decision about exactly what gear ratio to set at a certain point in time. The manual transmission operates in tandem with the clutch, which allows you to separate the engine and gearbox and change gears without reducing engine speed.
A number of transmissions of the product of the Russian concern should ideally be supplemented with an “automatic”, as in the model ranges of foreign and reputable manufacturers. At the present time, buyers of new products from AvtoVAZ have a choice: a robot or a manual Lada Vesta, there is no third option.
The designers planned to introduce a manual transmission of their own production, but they were unable to create full-fledged mechanics in a limited period of time. Based on this, the decision to introduce a French transmission on the Lada Vesta was approved. AMT (robot) inside a new product – made in Russia.
Since the manual transmission on the Lada Vesta is developed by specialists from the Renault-Nissan alliance, it is distinguished by its quality and:
- Does not create unpleasant noise when changing any gear.
- Her work is fluid.
- The shift lever was moved to the front of the box, as a result of which the current operation of the Lada Vesta transmission is accompanied by low oil consumption
- Mechanics from Renault Nissan do not fail and rarely fail.
French developments, the latest equipment and advanced automotive technologies have allowed foreign designers to create first-class products. Many other foreign model cars use this manual gearbox, which has the abbreviation JH. Based on this, the price for such a development increased the cost of the sedan, but the Russian concern had no other choice. The foreign manual transmission Lada Vesta is mounted on all existing configurations.
Russian designers seriously intend to produce a Russian version with a box handle. The Lada Vesta manual transmission is being modernized and is already being installed on new sedans. It takes the basis from modification 2180. Noise reduction is achieved by reworking the main element and the second gear. However, manufacturers are in no hurry to reduce the price of a car with its own gearbox.
Brief features of the robot (AMT)
The robotic transmission on the Lada Vesta is domestically produced and widely used, but is created on the basis of foreign components and the extensive experience of French and Japanese colleagues. The advantage of AMT is:
- Actuators from Germany are mounted inside the robotic gearbox, the clutch is from the French company Valeo;
- The robot box is equipped with a system for compensating for wear of parts and clutch failure;
- AMT has less weight than an automatic transmission (automatic transmission), therefore it reduces the cost of gasoline and oil;
- the Lada Vesta robot system eliminates unauthorized switching;
- it is possible to use a lever to change gears;
- built-in option for resetting stages;
- you can move away without pre-warming;
- the robot can operate with a low battery and skid for a long time when entering snowy or sandy terrain;
- repair and operation costs little money;
- Cars are towed without any visible disruptions.
AMT gradually replaced the automatic from the entire Lada model range, as it operates smoothly and relatively quietly. The developers say that such a transmission can last about ten years. A manual gearbox cannot boast such durability due to the fact that it has many components, while an AMT is easy to create.
Interesting!
Immediately after the release of the robotic transmission, rumors appeared about big problems in its operation. There have been complaints that the lever needs to be put in neutral after every braking. They said that the box was setting the gear incorrectly. These misunderstandings were rejected by the headquarters of the Russian manufacturer and did not find sufficient evidence in widespread consumption.
Which gearbox is better?
Most drivers could not come to terms with the specifics of the robot. Experts note that the lack of a full-fledged automatic transmission does not allow Vesta sales to grow to the level of Solaris or Rio. Buyers do not trust domestic AMT and really hope that an automatic transmission, which completely lacks a manual mode, will soon start working.
On a note!
The president of the Russian concert officially announced that such a transmission will appear and will work in at least 4 years. This period is due to the fact that the creators do not want to introduce a four-speed automatic transmission on the Lada Vesta. Their plans include a six-speed automatic transmission. It is still unknown who and how will develop it.
Lada Vesta gearboxes have their own specifics, a number of features and disadvantages. To make a choice, you need to build on your own experience and preferences. Professionals benefit from manual transmission, and those who are not so knowledgeable about cars will find the Lada Vesta robotic gearbox useful. A smart and full-fledged machine can be recommended to everyone, but Vesta does not yet have it. A stepless variator from foreign colleagues may in the future compete with any of the announced transmissions that will be available in Lada trim levels.
The most important system that is directly related to driving performance is the vehicle's transmission. The acceleration speed, fuel consumption, driving dynamics, and even noise when driving depend on it.
What gearboxes are installed on Lada Vesta
In our Vesta, two versions of the gearbox are equally possible:Robotic transmission; Manual Transmission. There is no classic automatic transmission on the Lada Vesta! Interesting move. But maybe a CVT will be added soon. In the first case, we are talking about a modified version of the “automatic”, in which the computer itself is in charge: it depresses the clutch, changes the speed. This option turned out to be no worse, and, according to many, even better than imported analogues. AvtoVAZ was planning, at one time, to organize demonstration performances with the participation of foreign developments, hoping for a solid lead over its competitors. There are, of course, some not particularly encouraging moments. So, with an automatic transmission, Vesta will accelerate to 100 kilometers per hour in 14.1 seconds, which is far from record figures.
Automatic transmission service LADA Vesta
According to data from the service manuals, the oil in the box is changed at a mileage of 120 thousand km. But the officials secretly talk about the need for replacement at 75,000 km. Disadvantages of the robot The robotic transmission has been discontinued overseas due to a number of problems. They are also present on the Lada Vesta AMT. Gear shifts abruptly, jerks in movement are possible; The semi-automatic machine “thinks” for a long time; during dynamic driving, it does not put the required pair of gears into operation at the right time; On an ascent, it downshifts belatedly. The disadvantages are less noticeable if you drive smoothly and do not brake or accelerate sharply. Advantages of the robot Why did AvtoVAZ decide to produce Vesta with this type of box? The fact is that: The robotic gearbox of the Lada Vesta is cheaper to construct than a classic automatic; Vesta with a robot uses fuel more economically, unlike other gearboxes; A special feature of AMT in comparison with automatic transmission is almost three times less transmission oil consumption; The electronic mechanism provides protection against engaging the wrong gear while driving (this happens on mechanics); The robot rarely breaks down and does not need to be frequently diagnosed and maintained; The clutch engages and disengages smoothly when starting off and changing gears, the lever does not vibrate while driving; Manual transmission is less noisy than manual transmission; Inside the box there is an option to compensate for clutch wear - it further extends the service life of transmission elements; The box is used in automatic or manual mode, whichever is more convenient. Price of a robotic box for Lada Vesta At dealer prices, an ATM costs about 20,000 rubles, a simple four-speed automatic transmission costs about 40,000. Let us recall that Kalina and Grant had one from the manufacturer Jatco. Now they have been replaced by the Russian robot.Vesta manual transmission
At the time of release, the Lada had an imported box from Renault. The reason was the noisiness of the VAZ version. Less than a year has passed since Vesta got its own domestically produced transmission. First of all, the manufacturer was driven by the desire to reduce the cost of the car, so abandoning the imported gearbox turned out to be a good help. If the predecessor had problems with noise, how the updated version behaves is worth finding out in more detail.Modification 21807
This option is a modified version of the VAZ-21080, in which the torque has increased and excessive noise has been eliminated to a certain extent. The new filling of the main pair and the second speed gear contributed to quieter operation. Unlike the robot, this transmission option no longer stalls and copes well with acceleration. The cost of the unit was immediately reduced by 20%, which is approximately 3,000 rubles. Some characteristics have improved, while others remain at a decent level. Let's talk about everything in order.Characteristics
With the change in the main pair, the gear ratio also changed, it increased from 3.87 to 3.94. The car has become more playful and dynamic. To reach a speed of 100 kilometers per hour it will take 10.2 seconds, which is faster than the Renault box from Logan by a full second of time. The top speed has also increased. It increased from 175 to 188 kilometers per hour on the domestic gearbox. Unfortunately, such agility will consume a little more fuel than before. Consumption On the foreigner, consumption was 6.9 liters in the combined cycle, but now consumption has increased to 7.5 liters. Reliability of housing assembly This element was a great success, because the part became noticeably stronger. You don't need to add oil as often as before. The service life of the seals lasts longer, which means that the tightness is at a higher level than that of its predecessor, and therefore makes much less noise.How to determine which box is on the Lada Vesta
Today, it is unlikely that you will be able to find copies with French gearboxes, because AvtoVAZ has already stopped their mass production. The only available options are with domestic mechanics. Externally, the box has not changed, the lever in the cabin remains the same. You can determine the manufacturer of the box only by the VIN number of the car itself. If it has the combination “GFL13”, then this is a new part, “GFL11” indicates our 21807 version, and “GFL12” indicates the installed VAZ robotic transmission.Price of cars with mechanics
The new transmission costs AvtoVAZ 20% less to produce than the previous version (about 3,000 rubles). The price of a Lada Vesta sedan with a manual transmission starts from 512,910 rubles, Vesta SV station wagon from 589,410 rubles. Lada CNG on gas in the basic configuration costs 649,900.Lada Vesta: robot or mechanics? What's better? Video