Even though it's been about six years since I drove it, the MMT (automated manual gearbox) version of the previous-generation Toyota Verso is clearly etched into my memory - filed under 'worst gearbox every experienced'.
Unlike the more modern robotized gearboxes, which ensure rapid shifting through the use of two clutches - one of which preselects the next gear - the single-clutch MMT transmission was so slow that driving became an exercise in frustration. If you left it in auto mode, it would rock you forward as if you were riding a mechanical bull - but without the fun factor.
Luckily Toyota, which likes to brag about its Kaizen (constant improvement) philosophy, clearly learned a lesson here and has now fitted the latest Verso 1.8-litre petrol model with a far more suitable tranny.
Launched in Knysna over the weekend, I got to experience the newcomer on a wide range of road surfaces, from highways to snaky mountain passes and even a generous helping of gravel road.
I'll admit to not being the biggest fan of constantly variable transmission (CVT) 'boxes, but this Toyota Multidrive S-system surprised me in the way it went about its business smoothly and quietly, with none of that droney whine that many CVT gearboxes use to disturb vehicle occupants.
Granted a CVT does take some getting used to. Its two-pulley system that offers infinitely varying gear ratios electronically matched to the engine's speed, power range and driver inputs, make it feel like there's only one gear.
But if you do really want to feel some kind of shifting, there is a manual mode option that allows you to play with seven pre-selected ratios via steering wheel paddles or the gearstick.
A further bonus is that this gearbox is 30kg lighter than a conventional automatic and there's less of a fuel consumption penalty.
The 1.8-litre petrol engine that it's mated to is no ball of fire, but with 108kW at 6400rpm and 180Nm at 4000rpm, it does the job well enough and when a sudden spurt of acceleration is needed, the CVT responds swiftly to your pedal inputs.
I was also impressed with the Verso's ride quality over the bumpy gravel sections, its suspension soaking up the bumpy surfaces amicably and without transferring much shock or vibration into the cabin.
It also remained stable through the corners, even on the looser surfaces, and the steering proved accurate enough, albeit weighted too light and not willing to communicate with the driver.
In order to keep the price at a fairly realistic R283 500, the CVT is only available in the mid-range SX specification, which has most of the bells and whistles that you'd want, but without being too extravagant.
The Verso also majors in versatility with its 'Easy Flat-7' seating system, which offers as many as 32 different configurations for the three rows of seats.
The introduction of the CVT also coincides with a few minor upgrades across the Verso range. The models now get privacy glass on the rear half of the vehicle, while SX and TX models get a new alloy wheel design. The TX also receives parking sensors as standard equipment, while all models now have an audio and auxiliary jack that's compatible with iPods.
The 1.8 SX CVT fits neatly into the middle of the Verso range. And with the Mazda5 and Renault Grand Scenic not offering automatic gearbox options and the VW Touran DSG only available in 2-litre turbodiesel guise (costing R308 900 in seven seat guise), this Verso has a neat little niche for itself.
TOYOTA VERSO PRICES:
1.6 S - R244 400
1.6 SX - R257 500
1.8 SX CVT - R283 500
1.8 TX - R292 700
2.0D TX - R311 700