Many new drivers are baffled when they hear an experienced manual driver claim they have less control in an automatic. They’re like, “What do you mean? It’s way easier to control an automatic. I have a lot more control over the car!”

I’m not trying to push you to either learn in an automatic or a manual—that’s a decision you need to make. I just want to explain why an experienced manual driver will often claim they have less control when they drive an automatic.

It’s important to mention that not all automatics are the same. I’m focusing on this robotized manual style of automatic. I’ll mention the other gearboxes later, but let’s stick with this one for now—partly because I have one and also because it’s one of the more common, affordable automatics.

What I have is a manual gearbox under the bonnet with a clutch. But I don’t have a clutch pedal, and I don’t have a gear stick. Instead, I have a robot under the bonnet doing the clutch and the gears for me. You can call that robot an actuator—it’s more descriptive. But the problem lies with this.

Gears Up

This actuator takes around one and a half seconds to change gears smoothly. That’s all right for an average driver, but the trouble is that during those one and a half seconds, there’s no power available. If it decides to change gear when I need power, there’s a window of time when I’m not able to accelerate.

Let me demonstrate. When I’m in second gear and accelerate a bit more, it goes to gear three. But while it’s changing gear, nothing happens when I press the accelerator. Then, after the gear change finishes, the car finally starts moving.

For example, if I was driving a manual car, I would have been able to see that I needed to accelerate and keep it in second gear. I’d just put my foot down and go. But with the actuator, it decides to change gear at an inopportune moment.

Essentially, you’ve got two people—or rather, one person and the actuator—trying to drive the car at the same time. The problem is, the actuator can’t see what’s about to happen on the road and can’t predict what I’m about to want to do.

Gears Down

I also have less control when it comes to going down gears. For example, when I’m in third gear and want to accelerate, I don’t need extra power for a second. I just want to press the gas and go. But when I press the gas pedal, the actuator has a different plan: it changes to second gear, making the engine louder, but also delays my ability to accelerate while it changes down.

This takes away some control from me. It doesn’t allow me to accelerate exactly when I want to.

Slow Down

I also get less control over the brake because, as I slow down, the actuator changes down the gears. This results in varying levels of engine braking.

When I’m braking, I get minimal engine braking at first, then more, then less, and then more again. I have to adjust my braking to compensate for the actuator, which makes slowing down less smooth. Passengers might think I’m not controlling the car very well because my slowing down is inconsistent.

In a manual car, I would be changing down the gears myself. This lets me anticipate when there’s going to be more or less engine braking and adjust my braking accordingly.

Low-Speed Maneuvering

I also have less control at maneuvering speeds because the clutch controls the car’s speed when you’re below about four miles per hour. But in my car, I don’t control the clutch—the actuator does.

The actuator responds to my gas input, but it usually lifts the clutch a little too high. (I know there’s no actual clutch pedal to lift, but let’s imagine it that way for simplicity.) When I press the gas, it lifts the clutch too high, so I back off the gas and try again. The same thing happens—it lifts the clutch too high again.

As a result, I can’t maintain a very low, consistent speed. Instead, I’m either accelerating or slowing down. It makes me feel like a novice driver because I can’t keep a steady, slow pace when parking. I end up gently lurching into position instead of smoothly gliding into place.

It’s not terrible, but if you’re used to driving a manual car and having that level of control, it feels like a step down.

Some systems use the brakes instead. In these, you come off the brake, and the car starts to roll. But similar issues arise: you release the brake, nothing happens, then the car starts moving—usually a bit too fast. This forces you to brake again. Eventually, the clutch cuts power, and you’re back to lifting and pressing the brake repeatedly. It’s the same awkward pattern.

Low Speed in Manual Cars

In a manual car, with a little bit of clutch control, I can keep the car as slow as I like without nudging it or lurching forward. This gives me the confidence to maneuver in tight spaces. For instance, when I’m navigating close to a wall, I feel confident that I won’t hit it. The reverse sensors might be at their maximum alert at 0.4 meters, but I still have a little space left.

Of course, doing this for long periods isn’t good for your clutch, but you’re only ever doing it briefly when maneuvering. In cars with a robotized manual transmission, it’s the same—you’re using the clutch, but the actuator is doing it for you. So clutch wear still occurs.

Manual Mode in Robotized Manuals

Robotized manual automatics come with either one clutch or two. Single-clutch systems tend to be slower and a bit jerkier, whereas dual-clutch systems are faster and smoother. My car has a single-clutch system, and when I drive a car like this, I prefer to put it straight into manual mode rather than using the automatic setting.

If I change gears manually, I can usually do it more quickly and smoothly. Plus, it changes gear when I want it to. Most cars have a lever to go up and down the gears, paddles on the steering wheel, or both. My car only has paddles on the steering wheel.

When I want to upshift, I let off the gas to make it smoother and feel quicker. I click the paddle, let off the gas, and then press it again. It feels similar to how I would change gears in a manual car. To downshift, I blip the gas pedal to raise the revs so that the gear engages more quickly and smoothly. I click the paddle, blip the throttle, and the lower gear is ready. The process becomes intuitive with practice.

Hill Driving

On hills, you don’t tend to lose much control. In fact, I find automatics generally easier to handle on hills. They usually don’t let you roll back—if you stay off the pedals for a while, most might eventually roll, but many have a hill-hold assist system. This system lets you release the brake and press the gas without rolling back.

If I want to get going on a hill, I can use either automatic or manual mode; it doesn’t make much difference. I release the brake, press the gas, and the car moves forward. If I want to stay slow, I apply less gas. If I take my foot off the pedals, the car might roll back eventually, but the brake can hold it steady for a moment, giving me time to switch to the gas pedal.

Some torque converter automatics I’ve used may roll back slightly on very steep hills, but not quickly, giving you time to press the gas. When driving down long stretches of hill, I recommend using manual mode and selecting a lower gear. This reduces brake use and prevents them from overheating.

Every automatic I’ve driven has provided a way to maintain a low gear. Some have an “L” mode for downhill driving, others have numbers like 1, 2, or 3 to limit the highest gear, and some have a lever or paddles with a plus and minus to select gears.

Automatics: Types and Characteristics

Now, let’s go over the different types of automatic gearboxes and how they differ:

1. Robotized Manuals (Single or Dual Clutch):
   These transmissions mimic manual cars but use an actuator to operate the clutch. Single-clutch systems are often slower and jerkier, while dual-clutch systems are faster and smoother.
2. Torque Converter Automatics:
   Traditional automatics, common before 2000, often referred to as “slush boxes” because they seamlessly transition between gears. They used to be heavy and inefficient, but modern versions are making a comeback due to improved efficiency. Torque converters are smooth and excellent at low-speed control.
3. CVT (Continuously Variable Transmission):
   CVTs are technically great. They keep the engine at its most efficient speed, whether for fuel economy or power. However, they’re often disliked because of the constant high-rev sound when accelerating.
4. e-CVT:
   Don’t confuse this with a regular CVT. An e-CVT is part of a hybrid system, often referred to by Toyota as a “self-charging hybrid” (a slightly cheeky term). Unlike regular cars, which charge their 12-volt batteries with an alternator, these hybrids include a couple of electric motors and gears. The engine primarily charges the battery but can also power the wheels when needed. They feel similar to driving an electric car, with lots of control and immediate power.
5. Electric Cars:
   Electric cars don’t have gearboxes because they don’t need them. They’re the easiest cars to drive—press the accelerator to go and release it to slow down. They’re highly responsive and typically very powerful.
6. Plug-in Hybrids:
   These combine a traditional engine (with a torque converter or robotized manual automatic) and an electric motor with a battery. You get some electric range, and the electric motor improves efficiency and performance while filling gaps between gear changes. When driving on electric power, they feel like electric cars, but on the engine, they operate like conventional automatics or robotized manuals.