The drag of the torque converter and belt seem to negate whatever advantage continuous ratios provide, as shown by the 0-60 time. In conditions where you might get the advertised 36MPG, the CVT will be stuck in its tallest ratio anyway.
After the blue light goes out at 120F, the engine begins routing its heat to the CVT, which prolongs engine warm-up. The engine does not run efficiently at 120F. The CVT makes for a massive heat sink.
From what I've seen with my 5MT, the engine can take half an hour or more to hit 195F on a cold day. With the thermal load of the CVT and heater core, I wouldn't be surprised if the engine never reaches 195F on some of your commutes.
A block heater on my 5MT added 2 MPG on average to my half hour commute. For CVTs, I would expect a greater improvement, especially on short trips.
It will allow you to:
-Minimize the wasteful PZEV startup
-Begin applying heavy load to the engine almost immediately which further reduces warm-up time
-Begin heating the transmission sooner
-Avoid freezing startups, reducing engine wear
You might also save fuel by using the recirculate mode on the heater.