CVT

DIAGNOSTICS BY WAYNE COLONNA

DaVinci sketched the first CVT more than
500 years ago, but CVT-equipped vehicles
remained a relative rarity until the
mid-1990s. Your CVT diagnostic
success will be ensured by an
understanding of their
unique operating
strategies.

50 June 2007 Photoillustration: Harold A. Perry;

Photos: Jupiter Images & Wieck Media
T
he positive effect continuously vari-
able transmissions (CVTs) have on
engines is what makes them such a
favorite with a number of automobile
manufacturers. They also make a
perfect companion to hybrid vehi-
cles. But, like any transmission, CVTs do break down
occasionally, and diagnosing some of the problems
that crop up is not always a piece of cake. This article
is designed to help you get those CVT vehicles that
do end up in your service bays back on the road.
The idea behind a CVT is to optimize engine
torque and to have greater control over engine rpm
along with fuel economy. It’s the same reason we’re
beginning to see more and more six-, seven- and
eight-speed transmissions, especially behind larger
engines: With an increase in the number of ratios
from a low gear to Overdrive, engine rpm need not
run as high before the next shift occurs. This simu-
lates the seamless ratios of a CVT.
Compare, for example, the vehicle speed to en-
gine rpm of a 2006 Nissan Altima 3.5L using an
RE4F04A four-speed automatic transmission to a
2006 Nissan Murano 3.5L using a CVT during a
full-throttle upshift (Figs. 1 and 2 on page 54). No-
tice how engine rpm with the CVT is more linear
than that of the engine pushing the four-speed
transmission. This has a significant effect on the
volumetric efficiency (VE) of the engine, as you
can see comparing the graphs in Figs. 3 and 4.
June 2007 51
 CVT DIAGNOSTICS

Photos and screen captures: Wayne Colonna

1 2 3

Even though most CVTs use drive
and driven pulleys with a push belt
(photo 1 above) to provide seamless
ratio changes, they each have their
own unique ways about them. It’s
identifying these differences that be-
comes an essential element in the di-
agnostic process.
One significant difference to be
aware of is whether or not a CVT that
shows up at your shop uses a torque
converter. This determines the strate-
gy used when the vehicle is placed in-
to gear as well as when it comes to a
stop while in gear. In most cases,
when a conventional torque converter
is used, a CVT will remain in gear in a
similar fashion to a conventional auto-
matic transmission. The Nissan Mura-
no RE0F09A (photo 2), Saturn VUE
VT25E, Ford Five Hundred CFT30
and Dodge Caliber CVT2 CVTs are
just a few examples of this combina-
tion of a CVT and a torque converter.
These converters also have a clutch
that supplies engine torque directly to
the transmission when the clutch is ap-
plied. Unique strategies are utilized to
safeguard against damage to the belt
and pulleys should the converter clutch
get “stuck on” due to a faulty solenoid,
stuck valve, leaking sealing rings or a
defective converter. In one such strate-
gy, the computer compares engine
speed to the primary pulley shaft (tur-
bine/input) speed after a start-up in
Park. If they’re exactly the same or
within a specific parameter, the com-
puter will determine that the converter
clutch is stuck on and will prevent a
Reverse or Drive engagement as a safe-
guard for the belt and pulleys.
Another strategy allows for the con-
verter clutch to be applied early in the
ratio up-change. If the converter
clutch experiences a chatter problem,
the vibration could be misinterpreted
as a belt-to-pulley problem. If the
chatter is very slight, it could also be
misinterpreted as an engine miss. The
cause for this vibration could be some-
thing as simple as deteriorated or in-
correct fluid usage. This could be diffi-
cult to diagnose without the proper
test equipment. Test equipment will
allow you to graph engine speed as
well as the drive and driven pulley
shaft speeds during the time of the
chatter, and comparing these signals
would allow for greater diagnostic ac-
curacy. If the converter clutch was the
cause of the chatter problem, it could
be seen with the rpm irregularities be-
tween engine speed and drive pulley
speed. If rpm irregularities are seen
between the pulley speeds, there’s a
belt issue. If irregularities are not seen
between engine speed and drive pul-
ley or between the pulleys, an engine

Secondary
Secondary Start
Start Clutch
Clutch
Driven
Driven Gear
Gear Drum
Drum Splines
Splines
On
On the
the Final
Final Onto
Onto the
the End
End
Driveshaft
Driveshaft Of
Of the
the Driven
Driven
Pulley
Pulley Shaft
Shaft

High-Efficiency
High-Efficiency
Pump
Pump
Chain-Driven
Chain-Driven
By
By the
the
Input
Input Shaft
Shaft
4 5

52 June 2007
 CVT DIAGNOSTICS
Fig. 1: 2006 Altima with 4-Speed Automatic Transmission
miss should be considered as the cause.
CVTs without a torque converter are
typically driven through a dual mass
flywheel or a torsional damper plate
that connects the crankshaft to the in-
put shaft. The BMW Mini Cooper
VT1F, the Audi A6/8 01J and Honda
Civic (photo 3) CVTs are examples of
this design. To prevent a stalling condi-
tion when the transmission is placed in
gear or when it comes to a stop in gear,
a clutch inside the transmission must
release. The VT1F and 01J CVTs re-
lease the forward or reverse clutch,
while the Honda Civic CVT releases a
start clutch in both Drive and Reverse.
These clutches are pulsed on and off
very frequently and are susceptible to
failure. This can cause a variety of
complaints, such as chatter on takeoff,
sudden slipping or neutralizing condi-
tions, unusual idle fluctuations or a loss
of hill-hold function.
Fig. 3: 2006 Altima with 4-Speed Automatic Transmission
54 June 2007
RPM
VSS
Fig. 2: 2006 Murano with CVT
Audi offers an update package that
increases the forward clutch from six
frictions to a seven-friction stack-up
(photo 4), but it must be accompanied
by a computer reflash that changes
pressure and apply strategies. If the
reflash is not performed, the updated
clutch pack will be damaged in fairly
short order.
Honda also offers a replacement
start clutch drum (photo 5). In fact,
there’s a specific TSB (02-003) for
1996-98 Honda Civic HX models for a
complaint of shudder, judder, surging,
shock, noise or idle fluctuation. The
bulletin calls for replacement of the
TCM and start clutch as a set. TSB 02-
084 describes the fix for similar symp-
toms on later Honda models.
Relearn procedures are very impor-
tant on CVTs that substitute a clutch
inside the transmission for a torque
converter. If relearn procedures are
RPM
VSS
VE
MAF
TP
TAF
Fig. 4: 2006 Murano with CVT
RPM
VSS
not performed after any repairs, drive-
ability problems and transmission fail-
ures will absolutely occur. Be aware
that these procedures exist and that
they must be performed.
Audi not only has a clutch relearn
procedure, but also a special proce-
dure for changing the fluid. All four
wheels must be off the ground a mini-
mum of 8 in., and each wheel must be
able to be rotated freely by hand.
While observing the Tiptronic indica-
tor, step-shift the CVT from its lowest
ratio to its highest (six or seven
speeds), accelerating moderately after
each shift but never exceeding 35 mph.
Shift the transmission back down to 1st
gear and gently apply the brake until
the wheels come to a stop. Once the
wheels are stopped, place the trans-
mission in Reverse, release the brake
and moderately depress the accelera-
tor to a Reverse gear speed of 12 mph.
RPM
VSS
VE
MAF
TP
TAF
 CVT DIAGNOSTICS

Start
Clutch
Drum

6 7

Once again, gently apply the brakes
until the wheels come to a stop. Re-
turn the selector lever to Drive and re-
peat these steps five more times.
When completed, place the selector
lever in Park and turn the engine off.
Now you can change the transmission
fluid. When you’re done, repeat these
procedures before placing the vehicle
on the ground and doing a road test.
Understanding the internal differ-
ences among CVTs will aid diagnosis.
As previously stated, the Honda CVT
uses a start clutch in place of a torque
converter. The start clutch is located be-
tween the output secondary pulley and
the differential (photo 6). This means
that the forward clutch and the reverse
clutch are not pulsed on and off. When
they apply, they stay applied. The start
clutch is the clutch that’s pulsed on and
off, disconnecting the torque flow to the

PH/PL
PH/PL Solenoid
Solenoid Start
Start Clutch
Clutch
Control
Control Solenoid
Solenoid

Reverse
Reverse Inhibitor
Inhibitor
Solenoid
Solenoid
Wires
Wires Are
Are Cross
Cross Connected
Connected

8 Shift
Shift Control
Shift Control Solenoid
Control Solenoid
Solenoid

Reverse
Reverse Inhibitor
Inhibitor
Solenoid
Solenoid
Start
Start Clutch
Clutch
Control
Control Solenoid
Solenoid

Driven
Driven
Pulley
Pulley
Control Correct
Correct
Control Connection
Solenoid
Solenoid Connection

9 Drive
Drive Pulley
Pulley Control
Control Solenoid
Solenoid

56 June 2007
 CVT DIAGNOSTICS
differential and rendering the transmis-
sion in a neutral state. This means that
when the clutch fails, it affects both for-
ward and reverse operation.
Compare this to the Audi 01J unit.
The Audi transmission pulses the for-
ward and reverse clutches on and off.
If the forward clutch fails, it affects
forward only, and reverse operation
remains good. It’s worth mentioning
at this time that the TCM is inside
the transmission on the Audi CVT
(photo 7), so should you diagnose a
faulty TCM, you’re not going to find
58 June 2007
it under the hood, seat or dashboard.
Honda Civic CVTs have been on the
road since 1996, and have been show-
ing up more frequently in shops to
have the start clutch replaced. After the
job is completed, stalling when the
transmission is placed in gear may oc-
cur. This is usually caused by cross-con-
necting the internal wiring harness for
the start clutch solenoid and the shift
control solenoid (photos 8 and 9).
From these examples, it’s obvious
that there are finer points in diagnos-
ing specific model CVTs. A good start
Circle #26
is to know which use a torque convert-
er and which do not, and that relearn
procedures are imperative.
I believe we’ll be seeing greater use
of continuously variable transmissions
on more and more vehicle models. The
challenge will be to stay informed about
their individual unique strategies. If we
do that, our chances for successful CVT
diagnosis will be enhanced.
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