Autotrader explains the term CVT stands for continuously variable transmission. 2020 Subaru Crosstrek vs 2020 Subaru Forester. 2020 Jeep Cherokee vs 2020 Grand Cherokee Compared. Subaru Lineartronic Continuously Variable Transmission: Not just a lot of syllables - it's the future of the Automatic Transmission. Designed both for maximu.

• Subaru Cvt Transmission Belt
• Subaru Cvt Transmission 2017
• Subaru Cvt Transmission Years
• Subaru Cvt Transmission Service

Subaru is the 22nd largest auto manufacturer in the entire world. That may not seem like much, but that means that they still produce millions of vehicles every single year. They've become popular because their cars are affordable and sporty, and many have all-wheel drive capabilities that are appealing to a certain subsection of drivers. Subaru vehicles are also outfitted with something called CVT or continuously variable transmission. Some drivers swear by this kind of transmission while others prefer the older automatic or manual transmissions. Regardless of your position on CVT vs standard transmissions, there have been some issues with Subaru in the CVT over the years.

What Does CVT Transmission Mean?

Continuously variable transmission is actually a kind of automatic transmission. Unlike typical automatic transmission however CVT is supposed to provide a seamless transition through the different years as opposed to a step-by-step process that automatic transmission gives you.

Manual transmission works by you taking hold of a gear shifter and putting your car in the specific gear that you want it to be in. Automatic transmission, on the other hand, is able to change gears at the appropriate time based on the RPMs of your engine as you increase or decrease acceleration when you're driving. It still goes through gears by steps, however. That means first gear, second gear, third gear and so on.

Continuously variable transmission is meant to smooth out the process of shifting from one gear to another by instead transitioning upwards or downwards as a process of maneuvering through the gear ratios. A series of pulleys increase or decrease the gear ratio so you don't have that clunky moment between first and second gear or second and third gear where you can lose a little bit of power and have kind of a clunky, sketchy transition.

If you think of traditional gear shifting as going up a series of steps from first gear to second gear and so on you can think of CVT transmission as ascending a ramp. The purpose here is to increase fuel economy as you increase your speed because you're not having the harsh transition from one gear to the next. It's supposed to make your engine operate more efficiently and easily. Basically, CVT transmission is meant to be more responsive and faster than the traditional styles of transmissions because you don't have to pause between gears even if it's only for just a moment.

The fuel economy associated with CVT transmission is increased by the fact that the technology itself is actually lighter than your standard transmission setup sorry. Since it takes up less space and less weight in your engine, it also becomes more economical for operating your vehicle in the long run. This pans out by the numbers because on average a CVT transmission is going to save you about 4% on your costs overall. That's not a huge difference, but it is something worth taking into consideration.

Unfortunately, even though CVT transmission sounds like it's meant to be better on paper, it has had issues over the years particularly in a few models of Subaru’s vehicles.

Subaru Warranty Extension

In 2017 Subaru offered a warranty extension for over one-and-a-half million vehicles that covered problems with a continuously variable transmission. The warranty extension was made for vehicles produced between the year 2012 and 2017. Instead of a recall, the warranty extension offered a near doubling of the existing warranty. Previous warranties we're good for 5 years or 60,000 miles. This extension gave you a 10-year warranty or 100,000 miles, whichever came first. They covered Subaru Legacy, Subaru Outback, Subaru Forester, Subaru Impreza, Subaru Crosstrek, and Subaru WRX.

If your vehicle did not fall into the 2012 to 2017 date range, there was a small warranty extension offered that only lasted for an additional year. This warranty extension was offered instead of a recall, so it essentially acknowledged that there was a problem with the CVT Transmission in all of these models across those years, but not to such a degree that Subaru felt it was necessary to fully recall every model.

A number of drivers have felt that a full recall should have been issued, but the recall did cover a lot of problems for drivers who was experiencing transmission issues figured since some of these problems could have brought with them repair bills that were upwards of $4,000 or so, it was a pretty helpful extension to have for the drivers who needed it.

Subaru Forester

Subaru has been making the Forester since the 1998 model year. It has had some problems with the transmission over the years, and particular in 2017. For this model year drivers reported having issues with the transmission shuddering and jerking which happened very early in the life of the vehicle. Transmission problems popped up as early as 2,500 miles into the life of the vehicle. This jerking problem was so severe that it would actually knock things off of the dashboard and even spill drinks and cup holders. That's a severe problem for any kind of transmission to have.

The 2014 and 2015 models of the Subaru Forester also had problems with the CVT transmission fairly early in the vehicle's life. This issue was much the same as in the 2017 model and presented itself as severe lurching and bucking where the vehicle got up to speed. There are also problems with the transmission just slipping and failing completely. This often happens between the 40,000 mile and 50,000-mile mark.

Subaru Ascent

Subaru Ascent is a fairly new vehicle in the Subaru lineup, having debuted in the 2019 model year. There have been very few issues reported with the Ascent’s transmission in no small part due to the fact that it is such a new vehicle. With that in mind, the Ascent is a reliable vehicle overall.

In the same year, Subaru issued a recall for faulty transmissions that affected a number of vehicles in their product lineup. This transmission problem could lead you power loss or hesitation with driving and result in either sluggish driving acceleration or potentially a crash.

The problem was caused by a faulty pressure sensor in the transmission that would give incorrect readings to your vehicle's computer and result in reduced hydraulic pressure. So far there have been no serious accidents reported related to this particular recall. Subaru ended up free calling 76,842 Ascent models for this transmission issue.

Subaru Crosstrek

You may know the Subaru Crosstrek is the Subaru XV Crosstrek if you happen to buy one before the 2016 model year. Since it became just a Crosstrek it does not have very many issues with the transmission. Only minor complaints Have popped up since that time.

As far as the Subaru XV Crosstrek goes there were some additional transmission problems with the model years from 2013 to 2015 but not insignificant enough numbers to make it stand out as being problematic. The biggest issues with the transmission in these years were grinding noises, erratic shifting and slipping of years, as well as some hesitation in the transmission.

Subaru Impreza

The Impreza debuted for the 1993 model year and since that time it has had a number of issues with its transmission. New transmission problems for the Impreza aren't chronic, but in particular the 2012 model year would be considered the worst of the production run. Drivers at model-year complained of numerous problems with shifting between gears not working normally and issues trying to accelerate. Again, while this was considered the worst model year for the Impreza overall, it wasn't a terrible year by any means, and it didn't present itself as a chronic issue for the Impreza.

Subaru Outback

One of Subaru’s most popular models, the Outback has been in production since 1995. 2011 was definitely the worst model year for the Subaru Outback and the CVT transmission. The most common problem for this model year was total transmission failure which occurred for a number of drivers around a hundred thousand miles. This is a very serious issue that brought with it repairs that cost upward of $4,000.

There was a recall issued in 2011 for a Subaru Outback transmission but it wasn't a comprehensive recall by any means. Only 800 vehicles were subject to the recall and it was related to gears not being properly lubricated leading to a groaning sound that could develop, power loss, and a potential crash.

In 2010 the Subaru Outback had some problems with torque converters locking up and also noise in the transmission when it was shifting through gears. These were not chronic problems either, and didn't affect the overall performance of the vehicle too badly.

In 2014 some drivers also reported a few issues with their Subaru Outback’s transmission such as hesitation, shuddering as the vehicle transitioned through gears and so on. Combined with the fact that 2014 had a number of issues that were related to transmission and you could make a good case that a 2014 Subaru Outback is a model year that you'd want to avoid.

Subaru Legacy

Another classic model from the Subaru company, the Subaru Legacy was first produced back in 1990. Despite the age of the vehicle and his had relatively few transmission problems over the years, none that make it a standout or statistical anomaly.

Most years of the Legacy have proven to be extremely reliable in the long run, but if there was one year that you might want to think twice about is probably the 2015 model year of the Subaru Legacy. Drivers reported a number of issues with this model years transmission including that hesitation issue that is seen to pop up in every Subaru model, as well as difficulty shifting and noises and jerking. In some cases, drivers even reported problems with transmission fluid leaking.

Perhaps unsurprisingly, Subaru did Issue a recall for a number of 2015 Legacy models because of the transmission leak. It didn't cover a large number of vehicles however, in fact only 3,000 models were affected by it. Still, there was risk of fire associated with the leak, so it was a serious issue that didn't need to be addressed.

Subaru WRX

The WRX is another Subaru model that has proven to be fairly problem-free over the years. 2015 was another year with some issues in terms of the transmission for the WRX. The problems were of the fairly mundane variety, specifically issues with noises or the transmission staying in neutral and not shifting out again. By and large, the WRX has been a pretty reliable vehicle and one that you shouldn't have too many problems with.

Subaru BRZ

This has been one of the most reliable Vehicles Subaru has ever produced in terms of transmission. In fact, the 2013 model year is the only one that has had any significant number of complaints related to transmission and that's just relative to the other model years. Complaints were not levied against the 2013 BRZ in any significant numbers at all. Suffice it to say, if you're interested in a sporty Subaru then the BRZ is definitely a model that you'd want to take a look at.

The Bottom Line

Subaru CVT transmission is something that some drivers think is the best thing on the road and other drivers are really not a fan of it all. Because of the number of recalls and the warranty issue related to this transmission, you can clearly see that it's something you should keep in mind if you are interested in picking up a Subaru, especially one built between 2012 and 2017.

When it works properly, the CVT transmission in the Subaru is a great asset. It makes your drive a lot smoother, it saves you money at the pumps, and it's more efficient at getting the job done than traditional forms of a transmission are. But again, that's when it's working as it's supposed to. And as we’ve seen it doesn't always work that way.

If you are interested in a Subaru model, just keep in mind which ones have had issues and if it's an older model vehicle no matter what kind of see where it is, always remember to bring a trusted mechanic along with you to take a look at it and make sure it's still in good working order.

Subaru motor vehicles have used manual, conventional automatic, and continuously variable (CVT) transmissions. Subaru manufactures its own manual and CVT transmissions (for non-Kei cars). Since the 1970s, all Subaru conventional automatic transmissions have been Jatco designs adapted to Subaru specifications.^{[citation needed]} Since the 2014 model year, the conventional automatic transmissions in North American-spec Subaru vehicles have been replaced with Lineartronic CVTs (with some exceptions such as Outbacks with the 3.6 liter engine).

Automatic[edit]

Three-speed[edit]

All of Subaru's three speed automatic transmissions were made by Jatco.

3AT[edit]

• Gear Ratios: 1st 2.600 2nd 1.505 3rd 1.000 Rev 4.100
• Usage: 1975–1979 Subaru Leone

3AT 1st revision[edit]

• Gear Ratios: 1st 2.600 2nd 1.505 3rd 1.000 Rev 2.166
• Usage: 1980–1982 Subaru Leone

3AT[edit]

The 3AT was a hydraulically controlled 3AT with available Single-Range 4WD.

• Gear Ratios: 1st 2.821 2nd 1.559 3rd 1.000 Rev 2.257
• Usage: 1983–1984,1990-1994 Subaru Leone 1985–1989 Subaru XT and Subaru BRAT

Four-speed[edit]

Subaru built their own four-speed automatic transmission based on the old Jatco design. It was available in FWD and Full-time awd.

ACT-4 or VTD[edit]

Subaru uses two types of traction delivery systems, called Active Torque Split, or the performance oriented Variable Torque Distribution, called VTD. Active Torque Split drives the front wheels directly and the rear wheels through a hydraulic clutch. The control unit monitors several factors including vehicle speed, gear position, and wheel speed and then varies the application of the clutch based on a model stored in memory. The effect is a constantly and actively changing torque to the rear wheels anywhere from a few percent to fully locked. The control unit can and does alter torque several times per second. Vehicles with higher power engines use a more aggressive model resulting in generally higher rear engagement. Later attempts at reducing customer confusion resulted in torque split numbers being given, but these have no meaning as there is no mechanical or other device to provide a static starting point for the control unit. This system is the more commonly used setup used on most Subaru products after its introduction on the XT6. VTD adds a twin planetary center differential to the clutch and therefore has a static, starting torque split calculated on the planetary gear ratio, with the most common being 45:55. The active clutch operation is similar to the ACT system, although the clutch is used to suppress differential action instead of as the differential itself. VTD was introduced on the Alcyone SVX in 1991 and is usually found in performance models equipped with a turbocharger, along with the VDC outback. Active Torque Split and VTD are found in both generations of the 4 speed while the 5 speed uses only VTD.

4EAT[edit]

This transmission was released in 1988 for use in the Subaru XT6 and Leone Touring Wagon. The bellhousing and input shaft were changed for the Subaru EJ engine, the first generation was used until about 1998, when a major redesign of the holding devices was released. The second generation saw use until 2008.

• Gear Ratios: 1st 2.785 2nd 1.545 3rd 1.000 4th 0.694 Rev 2.272
• Some versions had gear ratios of 1st 3.030 2nd 1.620 3rd 1.000 4th 0.694 Rev 2.272
• Usage: 1988–1991 Subaru XT, 1990–2004 Subaru Legacy, 1992–1997 Subaru Alcyone SVX, and all Subarus 1995–2009

The Ford Motor Company also uses a transmission on some Ford, Kia Motors, Mercury, and Mazda products called the F-4EAT, which shares some similarities with the Subaru, since they are both manufactured by Jatco.^{[citation needed]} The Nissan Pathfinder has also used this transmission in the past with an external transfer case attached.

Five-speed[edit]

Subaru released the 5EAT w/ SportShift in 2003 based on the Jatco JR505 transmission.^{[citation needed]}

5EAT[edit]

• Gear Ratios:

1st 3.5402nd 2.2643rd 1.4714th 1.0005th 0.834Rev 2.370

• Usage: 2005+ Subaru Legacy and 3.0R; Subaru Outback XT, 3.0R, and 3.6R; Subaru Tribeca

Forester s-edition

Six-speed[edit]

Subaru made a one off paddle-shift AWD transmission for their B11S Concept car built off the 5EAT platform.

6EATT[edit]

• Gear Ratios: 1st 3.636 2nd 2.264 3rd 1.471 4th 1.000 5th 0.834 6th 0.700 Rev 3.272
• Usage: B11S Concept Car Only

A960E[edit]

Manufactured by Aisin/Toyota.

• Gear Ratios:

1st 3.5382nd 2.0603rd 1.4044th 1.0005th 0.7136th 0.582Rev 3.168

• Usage: 2012+ Subaru BRZ

Continuously variable[edit]

1989–1994 Subaru Justy ECVT/Justy 4WD ECVT[edit]

Subaru developed a CVT for the Subaru Justy to gain reasonable acceleration and fuel economy from its small three cylinder engine. It employs a push-belt system and comes with an optional 4WD unit that engages the rear wheels when a button on the shifter is depressed. It also has a 'sport mode' that when activated nearly doubles engine RPM for better torque distribution when towing or going uphill. The Shift Indicator reads P-R-N-D-Ds, Ds stands for Drive Sport, which doubles engine RPM. The CVT transmission proved unreliable after accumulating high mileage, causing Subaru to stop exporting cars with CVTs to North America until the fifth generation Legacy/Outback. Subaru did continue to build Kei cars with CVTs, only for sale in Japan. In addition to improving the design of the transmission over the years, Subaru has supplied other companies with CVTs, as well. The Justy ECVT was also available with hydraulically actuated 4WD (unlike the 5MT Justy, which has pneumatic actuation) in November 1988, this model was called the Justy 4WD ECVT.

• Gear Ratios: Infinite
• Usage: 1989–1994 Subaru Justy

Subaru Lineartronic CVT TR690 and TR580[edit]

The fifth generation Legacy/Outback and the JDMSubaru Exiga received a newly revised CVT under the Lineartronic name. It is a metal chain, pulley-based CVT, which is considered the most reliable, due to the simplicity of the pulley system and durability of the metal chain. In addition, the metal chain pulley system is generally quieter than other CVT designs.

In the US, the Lineartronic is available with the 2.5i engine in the Outback, Legacy and Forester(2014), and the 2.0 FB engine in the Impreza and slightly modified for the XV Crosstrek. In SE Asia this transmission is also available for the 2.0i engine for the 2010 and later Legacy Legacy Asia spec. Subaru claims that the transmission provides 'uninterrupted power that maximizes fuel efficiency while keeping the engine at the optimal rev range'. EPA mileage estimates for the CVT with the 2.5i, naturally aspirated based engine, claim 30 MPG highway (29 Outback, 31 Legacy).^[1]

Lineartronic uses a specially modified torque converter to connect the engine to the transmission. It can slip like a traditional torque converter, but remains locked under all conditions except when coasting or traveling at very low speed. The persistent lockup condition under acceleration provides the efficiency and control of a clutch while still behaving much like a traditional planetary automatic transmission. The transmission can also be manually controlled by the driver by providing the ability to select 6 or 7 (if paired with a Diesel engine^[2]) or 8 different 'virtual' gears, where the transmission will hold a particular ratio.

• Gear Ratios: 6.32:1
• Usage: 2010–current Subaru Legacy / Outback / Exiga / Impreza / Levorg / Forester / XV and 2015 Subaru WRX Premium and Limited Editions.

TR580

• 2013-2020 Legacy/Outback 2.5L NA
• 2012-2020 Impreza 2.0L NA
• 2013-2020 Crosstrek 2.0L NA
• 2014-2020 Forester 2.5L NA

Maximum torque 250Nm

TR690

• 2010-2012 Legacy/Outback 2.5L NA
• 2015-2019 Legacy/Outback 3.6L NA
• 2014-2020 Forester 2.0L Turbo
• 2015-2020 WRX 2.0L Turbo
• 2019-2020 Ascent
• 2020 Legacy/Outback 2.4L Turbo

Maximum torque 400Nm

Manual[edit]

Four-speed[edit]

Subaru made several four speed transmissions from 1970–1989, they are listed below.

T71[edit]

• Gear Ratios: 1st 3.307 2nd 1.944 3rd 1.344 4th 0.942 Rev 4.100
• Usage: All 1970–1982 FWD

T71A 1st revision[edit]

• Gear Ratios: 1st 3.636 2nd 1.950 3rd 1.193 4th 0.769 Rev 3.583
• Usage: All 1983–1989 Subaru Leone FWD 1600cc

T71W 4WD[edit]

• Gear Ratios: 1st 4.090 2nd 2.157 3rd 1.379 4th .971 Rev 4.100, Low Range 1.462
• Usage: 1975–1980 Subaru Leone and 1978–1981 Subaru BRAT

T71W 4WD 1st revision[edit]

• Gear Ratios: 1st 3.666 2nd 2.157 3rd 1.266 4th .885 Rev 4.100, Low Range 1.462
• Usage: 1981 Subaru Leone 1600cc

T81W 4WD[edit]

• Gear Ratios: 1st 3.636 2nd 1.950 3rd 1.266 4th .885 Rev 3.583, Low Range 1.462
• Usage: 1981 Subaru Leone 1800cc

T81W 4WD 1st revision[edit]

• Gear Ratios: 1st 3.636 2nd 1.950 3rd 1.193 4th .769 Rev 3.583, Low Range 1.462
• Usage: 1982–1989 Subaru Leone 1800cc and 1982–1993 Subaru BRAT (EA-81 engine only)

Five-speed[edit]

T71G[edit]

• Gear Ratios: 1st 3.666 2nd 2.157 3rd 1.266 4th .885 5th .725, Rev 4.100
• Usage: 1975–1982 Subaru Leone

T71G[edit]

• Gear Ratios: 1st 3.636 2nd 2.157 3rd 1.266 4th .885 5th .725, Rev 3.583
• Usage: 1983–1989 Subaru Leone 1600cc

T81G[edit]

• Gear Ratios: 1st 3.371 2nd 1.950 3rd 1.266 4th .885 5th .725, Rev 3.583
• Usage: 1983–1989 Subaru Leone 1800cc (EA-81 Engine ONLY)!

5MT EA[edit]

1st 3.636 2nd 1.950 3rd 1.344 4th .971 5th .783, Rev 3.583

Subaru Cvt Transmission Belt

• Usage: 1985–1994 Subaru Leone

5MT[edit]

This was the only five-speed 4WD transmission made for the Subaru Leone

• Gear Ratios: 1st 3.545 2nd 1.947 3rd 1.366 4th .972 5th .780, Rev 3.416 Low Range 1.59
• Usage: 1985–1994 Subaru Leone and 1985–1989 Subaru XT 1800cc

5MT full-time[edit]

This transmission was Subaru's first full-time 4WD transmission, only used in the Alcyone/XT6, and 3 door RX. In EU Leone turbo wagon.

• Gear Ratios: 1st 3.545 2nd 2.111 3rd 1.448 4th 1.088 5th .871, Rev 3.416 Low Range 1.196
• Usage: 1988–1991 Subaru XT-6

5MT Justy[edit]

The Justy used a transaxle, rather than a conventional Subaru transmission. This transmission was dropped in 1994 when you could only get a 4WD unit.

• Gear Ratios: 1st 3.071 2nd 1.695 3rd 1.137 4th .823 5th .675, Rev 3.461 Final 4.437
• Usage: 1984–1993 Subaru Justy

5MT Justy 4WD[edit]

After its introduction in 1984, the Justy was also available with 4WD and thus a different gearbox. The gear ratios for this gearbox were altered slightly. In 1994 the normal/FWD gearbox was dropped; one could only get a 4WD gearbox by then.

Subaru Cvt Transmission 2017

• Gear ratios: 1st 3.071 2nd 1.695 3rd 1.137 4th .771 5th .631, Rev 3.461 Final 5.200
• Usage: 1984–1994 Subaru Justy

5MT[edit]

It is notable to mention that only Turbo vehicles received a hydraulic clutch until 1995. Also, in 1998 Subaru changed from a push-style clutch to a pull-style, on turbo models, requiring minor bellhousing and fork changes.

• Gear Ratios: 1st 3.785 2nd 1.945 3rd 1.500 4th 0.994 5th 0.780/(0.735 WRX) – Final 4.11 (3.90 WRX)
• Usage: All 1990–2003 with EJ-Engine

MY 96-99 Transmission specs (and possibly other years)

• Gear Ratios: 1st 3.545 2nd 2.111 3rd 1.448 4th 1.088 5th 0.825 (FWD) / 0.780 (AWD) / 0.871 (Outback AWD) --- Final 3.454 (FWD) / 3.900 (AWD) / 4.111 (Forester, Outback AWD)

Source: 1996 Subaru Legacy Service Manual/1999 Subaru Forester Service Manual

Also matches 1999 Legacy 30th Anniversary^[3][4]

5MT revised[edit]

• Gear Ratios: 1st 3.454 2nd 2.062 3rd 1.448 4th 1.088 5th 0.871 Rev 3.545

different ratios for 2006-07

• Usage: All 2003–2011 Subaru Non-Turbo

5MT revised 2012+[edit]

• Gear Ratios: 1st 3.454 2nd 1.888 3rd 1.296 4th 0.972 5th 0.738 Rev 3.333 Final 4.111
• Usage: All 2012-Present Subaru Non-Turbo

Six-speed[edit]

SJ Forester 2.5i[edit]

1st 3.4542nd 1.8883rd 1.2964th 0.9725th 0.7806th 0.695R 3.686Final 4.444:1^[5]

SJ Forester 2.5i, Impreza WRX STi and Legacy spec. B[edit]

There are several six speed manual transmissions currently available for USDM Subarus, found in the STi, Legacy Spec B, and 2015 WRX. The STi's 6MT has undergone various changes throughout the years, but have always had a limited slip front differential with Driver Controlled Center Differential (DCCD). In 2006, The STi's 6MT underwent some changes that included making the center differential a limited slip unit and a slight lengthening of some gears. The Spec. B's 6MT has different gear ratios (specifically 6th gear being longer) than the STi's unit, does not have DCCD, and neither the front nor center differentials are limited slip units. The Spec B's 6MT ratios are highly prized by some due to its longer ratios than those found in the WRX STi, while still retaining much of the STi unit's robustness.

• Gear Ratios : 1st 3.636 2nd 2.375 (or 2.235) 3rd 1.761 (or 1.590) 4th 1.346 (or 1.137) 5th 0.971 (or 0.891) 6th 0.756 (or 0.707) Rev 3.545 (This only applies to either the 04-05 STi or the 06+ STi, not both, and not the Spec B.).
• Usage: 2004+ Subaru WRX STi and 2005+ Subaru Legacy spec. B
• Early 2004 WRX STi models came with axle stubs inserted in the transmission with female front axles. Late 2004 WRX STi models came without the stubs and instead had male front axles.
• The 2004 and 2005 model WRX STi 6MT was a final drive of 3.90. In 2006 and 2007 the 6MT came with a final drive of 3.545 which made the 2006 and 2007 much sought after for the non-STi WRX owners as a transmission swap. This is due to the R160 rear differential 3.545 final drive of most of the non-STi WRXs.
• Pre 2008 model year WRX STi 6MT versions utilizes a self-contained oil system with a trochoidal oil pump mounted in the rear of the transmission case. This capability was removed for 2008 and later years as Subaru elected to for a simplified splash/scraper lubrication system. However, the oil pump-equipped 6MT version is still listed as the transmission of choice in the STi Group N parts system, even for the 2015+ model year WRX STi, with the option of mounting a homologated transmission oil cooler. Subaru Tecnica International's choice to continue using the oil pump-equipped 6MT for Group N racing, originally for the 2007 model years and older, led to the assessment that oil pump transmissions are still favored for motorsport/heavy duty applications. As such, 2008+ WRX STi 6MT with the splash/scraper oil system is a byproduct of a cost-saving measure from Subaru, which may have determined an intricate lubrication system was not necessary for a showroom/production vehicle until it would be converted for motorsport use. ^[6]

Subaru Cvt Transmission Years

BM/BR Legacy/Outback[edit]

The 2010-2014 Legacy and Outback models offer a six-speed manual as one of the two transmission options in the base 2.5i and 2.5i Premium and is the only option for the Legacy GT model. This transmission is an evolution of the 5MT split-case design, and does not share any parts with the STI's 6MT transmission. The transmission uses a cable shifter, unlike previous designs that use a direct mechanical linkage.

Legacy 2.5 GT Gear Ratios: 1st: 3.454, 2nd: 1.947, 3rd: 1.296, 4th: 0.972, 5th: 0.780, 6th: 0.666, Rev.: 3.636, Final Drive: 4.111
Legacy 2.5 NA Gear Ratios: 1st: 3.454, 2nd: 1.947, 3rd: 1.296, 4th: 0.972, 5th: 0.825, 6th: 0.695, Rev.: 3.636, Final Drive: 4.111
Outback 2.5 NA Gear Ratios: 1st: 3.454, 2nd: 1.947, 3rd: 1.296, 4th: 0.972, 5th: 0.825, 6th: 0.695, Rev.: 3.636, Final Drive: 4.444^[7]

2015 WRX[edit]

The 2015 WRX has a new 6-speed cable-shifted manual transmission behind the new FA20DIT boxer engine. This transmission uses a viscous limited slip center differential with a 50/50 torque split similar to the 5MT found in previous WRX's. Reverse is located to the right of 6th gear, and is accessed by lifting a lockout ring below the shift knob, similar to the STi 6MT.

Like the Legacy/Outback, the WRX 6MT is of a split-case design similar to the older 5MT and does not share any internal commonality with the WRX STi 6MT.

Gear Ratios are:1st: 3.4542nd: 1.9473rd: 1.2964th: 0.9725th: 0.7806th: 0.666Reverse: 3.636Final Drive: 4.111 (model TY751VB6CA) or 4.44

2018 Crosstrek[edit]

Gear Ratios are: 1st 3.8182nd 1.9473rd 1.2964th 1.0295th 0.8256th 0.738Final Drive 4.44:1

Notes[edit]

1. ^http://www.subaru.com/engineering/transmission.html
2. ^http://sgws.subaru.no/2015_outback_spesifikasjon.html?ref=1453239236.122
3. ^'Subaru Transmission Chart'(PDF).
4. ^'Relative measurement of 1999 Legacy Gear Ratios'.
5. ^http://www.cars101.com/subaru/forester/forester2016.html
6. ^https://www.sti.jp/en/competitor/n_parts/partslist.html
7. ^'Transmission Chart'(PDF). Rallispec. Retrieved 15 June 2020.CS1 maint: discouraged parameter (link)

Sources[edit]

• 'Subaru Transmission Specs'. Archived from the original on 1 August 2008.CS1 maint: discouraged parameter (link)
• 1977 Subaru Factory Service Manual
• 1983 Subaru Factory Service Manual
• 1984 Subaru Factory Service Manual
• 1979–2002 Subaru Owner's Manuals
• 'Rallispec LTD. – Subaru Gearbox Chart'. Sports Performance Drivers Association. Archived from the original on 24 February 2012. Retrieved 29 November 2009.CS1 maint: discouraged parameter (link)

(http://www.vdi-wissensforum.de. Enhanced performance of next generation LINEARTRONIC.

See also[edit]

Subaru Cvt Transmission Service