Msa5p1476c 1406-Cvt Transmission g2 Tr580

Technician
Reference
Booklet
Lineartronic™ Continuously
Variable Transmission
Generation 2 (CVT G2)
MSA5P1476C
June 2014
This Technical Reference Booklet (TRB) is designed to be used in a
classroom environment or as a guide for self study.
The TRB is not intended to be used as a supplement or substitute for
the Subaru Service Manual. Always consult the appropriate Service
Manual when performing any diagnostics, maintenance or repair to any
Subaru vehicle.
© Copyright 2014
Subaru of America, Inc.
All rights reserved. This book may not be
reproduced in whole or in part without the
express permission of Subaru of America,
Inc. Specifications in this Guide are based
on the latest product information available at
the time of publication. Some images shown
are for illustration purposes only.
Subaru of America, Inc. reserves the right at

any time to make changes or modifications
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necessarily updating this document.
Information contained herein is considered
current as of June 2014.
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© Subaru of America, Inc. 2014 921, 924,925,926

Lineartronic™ Continuously Variable Transmission Generation 2 (Module 306-G2)
Table of Contents
LINEARTRONIC™ CONTINUOUSLY VARIABLE TRANSMISSION
GENERATION 2 (CVT G2).................................................................................. 6
Power Flow Forward Range........................................................................ 28
Power Flow Reverse Range........................................................................ 29
Power Flow Output...................................................................................... 31
Oil Pump........................................................................................... 32
Control Valve Body............................................................................ 32
Lineartronic Continuously Variable Transmission Generation 2 (CVT G2/
TR580)........................................................................................................ 34
Introduction....................................................................................... 34
Shifting Control.................................................................................. 34
CVT Fluid.......................................................................................... 35
Internal changes............................................................................... 35
CVT Vent........................................................................................... 35
CVT Cooler....................................................................................... 36
Dynamic Damper.............................................................................. 37
Transfer Clutch Pressure Test............................................................ 37
Transmission Control Module (TCM)................................................. 38
WRX Enhancements......................................................................... 39
Secondary Solenoid................................................................................... 42
Forward and Reverse Solenoid................................................................... 44
Lock-Up Duty Solenoid............................................................................... 47
Primary Up and Primary Down Solenoids................................................... 50
Control System............................................................................................ 52
AWD Control..................................................................................... 52
AT Oil Temp Warning Light (A&B)............................................................... 53
When normal (1)............................................................................... 53
When ATF temperature is high (2).................................................... 53
When malfunction is detected (3)...................................................... 53
When AT learning is not finished (4)................................................. 53
CVT Fluid (CVTF)........................................................................................................ 54
CVTF Level inspection...................................................................... 54
CVTF Replacement.................................................................................... 55
June 2014
4
Front Differential Gear Oil........................................................................... 56
Gear Oil level inspection................................................................... 56
Gear Oil replacement.................................................................................. 57
Secondary Pressure Test............................................................................ 58
Secondary pressure standard value................................................. 60
Transfer Clutch Pressure Test..................................................................... 61
Transmission Control Valve Replacement................................................... 63
Subaru Select Monitor Features for CVT G2.............................................. 64
Stall Test............................................................................................ 65
Thermostat.................................................................................................. 66
X-MODE™........................................................................................................... 67
Network Operation...................................................................................... 68
Hill Descent Control (HDC)......................................................................... 69
Diagnosis.................................................................................................... 69
High Grade Multi-Function Display During Operation....................... 70
June 2014
5
Lineartronic™ Continuously Variable
Transmission Generation 2 (CVT G2)
5 6
RIGHT SIDE LEFT SIDE
The Lineartronic™ Continuously Variable Transmission Generation 2 (CVT G2) has been designed
to provide the same type of linear acceleration control as the Lineartronic™ CVT Generation 1
(CVT G1). Lineartronic™ CVT Generation 2 (CVT G2) is a more compact design enabling the
new CVT to be equipped in the smaller chassis design of the Impreza model line-up (100mm
shorter and 15% lighter compared to CVT G1).
This transmission may also be referred to as the TR580 in service information.
The CVT G2 has a number of differences compared to the CVT G1.
1. The Forward and Reverse change over mechanism is on the input side of power flow.
2. The Pulleys are not rotating in Park or Neutral (less engine parasitic drag).
3. The weight and load of the vehicle directly affects the Secondary Pulley operation.
4. Fail-safe gear ratio is common for Primary Up or Primary Down solenoid failures.
5. The Forward and Reverse Clutches can be heard activating until the Clutch Plates expand
from heat.
Other differences will be discussed throughout this TRB.
NOTES:
June 2014
6
7 8
TRANSMISSION CASE CLOSE UP RIGHT SIDE INSULATOR OFF
The Electrical Harness for the CVT G2 is secured to the top of the Transmission under the Sound
Insulation and requires transmission removal for replacement.
External mounted sensors include:
1. Turbine Speed Sensor
2. Primary Speed Sensor
3. Secondary Speed Sensor
4. Secondary Pressure Sensor
9
VALVE BODY INSULATOR
The Control Valve Body of the CVT G2 is mounted on the top side of the Transmission which
requires the use of a remotely mounted Manual Valve.
June 2014
7
10
INHIBITOR SWITCH
The shift lever operates the Inhibitor Switch, Parking Pawl Rod and the Remotely Mounted Manual
Valve.
11 12
VALVE BODY TOP VIEW VALVE BODY COVER
The Control Valve Body can be removed from the CVT G2 with the transmission mounted
in the vehicle. A special contamination blanket must be used to prevent dirt and debris from
contaminating the Valve Body and transmission when preforming this procedure.
Remove the Noise Insulator followed by the top cover mounting bolts. Lift the top cover gently and
disconnect the Control Valve Body Harness Connector.
June 2014
8
13
GASKET
Remove the top cover Gasket.
14
VALVE BODY BOLTS
Remove the Control Valve Body mounting bolts. The ground wire stays attached to the Control
Valve Body.
15
VALVE BODY TILTED
Remove the Control Valve Body at an angle to clear the Vehicle Body.
June 2014
9
16
CASE VIEW
Always replace the 2 O-rings (Forward and Reverse Clutches).
17
TORQUE CONVERTER FRONT VIEW
Remove the Torque Converter.
NOTES:
June 2014
10
18
OIL PUMP CHAIN DRIVE HOUSING
The Torque Converter drives the Input Shaft and the Oil Pump. Remove the O-ring and always
replace with a new one before re-installing the Torque Converter.
19 20
PUMP CHAIN AND DRIVEN GEAR WITH CHAIN OIL PUMP DRIVE COMPLETE
Remove the Oil Pump Drive Cover, Drive and Driven Sprockets.
The gear ratio for the Oil Pump Drive is 1.33 to 1.
Note: The Stator Support for the CVT G2 is press fitted into the Differential Case.
Always check the Stator Support for proper fit and alignment.
June 2014
11
21 22
COOLER CONNECTIONS CASE BOLT
Remove the Rear Oil Cooler Pipe from the Differential Main Case. This will allow room for removal
of the Transmission Main Case Bolt.
23
VENT HOSE CONNECTION
Remove the Differential Vent Hose.
24
DIFFERENTIAL VENT HOSE CONNECTION
Note the location of the Transmission Vent Hose.
June 2014
12
25
REAR VIEW
Remove the Extension Housing Bolts.
26
SECONDARY PRESSURE SENSOR
Do not damage the Secondary Pressure Sensor.
27
TRANSFER GEARS
Remove the Transfer Driven Gear.
June 2014
13
28 29
NOT IN PARK IN PARK
Note the location of the Parking Pawl Spring.
30
TRANSFER DRIVE GEAR AND REDUCTION DRIVEN GEAR
Remove the Parking Pawl, Spring, and Transfer Drive Gear.
31
OIL PAN
Remove the Oil Pan.
June 2014
14
32
OIL STRAINER
Remove the Oil Strainer.
33
REMOVING PICK-UP
Replace the O-ring during reassembly. (The Center Tube is designed to break up air bubbles).
34
OIL BAFFLE PLATE BOLTS
The design of the CVT G2 places the rotation of the Secondary Pulley very near the top of the oil
level of the Transmission. A Baffle Plate Covers the Secondary Pulley to prevent direct contact.
Remove the Baffle Plate Mounting Bolts.
June 2014
15
35 36
PARK LINKAGE AND MANUAL VALVE PARKING ROD CORRECT INSTALLATION
The Manual Plate operates the Parking Mechanism and the Manual Valve.
Note: The Parking Rod is centered on the Manual Plate with the stamped tabs of the
Parking Rod. Make sure the Parking Rod is centered during reassembly.
37
REMOVING SPRING MOUNTING BOLT
Remove the Detent Spring.
NOTES:
June 2014
16
38
REMOVING SPRING PIN
Place a lint free cloth under the Spring Pin of the Manual Plate and remove the Spring Pin with
a punch.
(Failure to use a cloth will result in loss of the Spring Pin).
39
REMOVING MANUAL PLATE AND PARKING ROD
Remove the Manual Plate and the Parking Rod.
40
REMOVE MANUAL SPOOL VALVE
Remove the Spool Valve of the Manual Valve Assembly.
June 2014
17
41
REMOVE CASE BOLTS
Remove the Transmission Case Bolts.
42
REMOVE SPEED SENSOR
Remove all Speed Sensors from the Transmission Case.
43
MAIN CASE OFF
Lift the Transmission Main Case from the Differential Case.
June 2014
18
44
BAFFLE PLATE REMOVED
Remove the Baffle Plate from the Secondary Pulley.
45 46
GEAR AND SHIM REMOVE SECONDARY REDUCTION
DRIVE GEAR
Remove the Reduction Gear and Shim from the top of the Secondary Pulley.
47
EXPANDER LOWER POSITION
Install the lower seat of the Secondary Pulley Spring Compressor into the lower groove of the
Secondary Pulley.
June 2014
19
48
EXPANDER UPPER POSITION
Install the upper seat of the Secondary Pulley Spring Compressor into the upper groove of the
Secondary Pulley.
49 50
EXPANDER INSTALLED CHAIN LOOSENED
Turn the handle of the Spring Compressor clockwise until the Secondary Pulley Spring is fully
compressed.
51
SEPARATE CHAIN GUIDE
Separate and remove the Chain Guide that is opposite to the Pinion Shaft.
June 2014
20
52
REMOVE CHAIN GUIDE
Remove the Chain Guide Post Mounting Bolts and Post.
53 54
BACK SIDE OF CHAIN GUIDE SEPARATING CHAIN GUIDE BACKSIDE
Separate the back side of the remaining Chain Guide.
55
SEPARATING CHAIN GUIDE
Separate the front side of the Chain Guide.
June 2014
21
56 57
REMOVING CHAIN GUIDE POST BOLTS REMOVING POST
Remove the bolts for the Chain Guide post and remove the post.
58 59
REMOVING UPPER HALF OF CHAIN GUIDE REMOVING LOWER SECTION
Remove the upper half of the Chain Guide and then roll the lower half past the Pinion Shaft.
Remove the lower half of the Chain Guide.
60
PRIMARY PULLEY MOUNTING BOLTS
Remove the Primary Pulley Mounting Bolts.
June 2014
22
61
PRIMARY AND SECONDARY PULLEYS
Place a lint free cloth between the Primary and Secondary Pulleys.
62 63
CHAIN REMOVAL CHAIN AND PULLEY REMOVAL
Lift the Primary Pulley and remove the chain from the bottom side.
64
SECONDARY PULLEY MOUNTING BOLTS
Remove the Secondary Pulley Mounting Bolts.
June 2014
23
65
REMOVING SECONDARY PULLEY
Lift the Secondary Pulley away from the transmission. Keep the chain at the running angle.
66
O-RING
Inspect the Secondary Pulley O-ring.
67 68
SHIM OIL GUIDE COVER
Remove the Primary Pulley Allignment Shim and the Oil Guide Cover.
June 2014
24
69 70
OIL GUIDE REMOVING OIL GUIDE
Remove the Oil Guide.
71 72
REMOVING MANUAL VALVE HOUSING REMOVING MANUAL VALVE ASSEMBLY
Remove the Manual Valve Housing.
73 74
REVERSE CLUTCH BOLTS REVERSE CLUTCH REMOVED
Remove the Reverse Clutch Housing bolts.
June 2014
25
75
TOP BEARING, SHIM AND INTERNAL GEAR
Remove the Internal Gear Bearing and Shim.
76
INTERNAL GEAR, BOTTOM BEARING AND PLANETARY CARRIER ASSEMBLY
Remove the Internal Gear and Planetary Carrier Bearing.
77 78
PLANETARY CARRIER ASSEMBLY PLANETARY CARRIER AND SUN GEAR
Remove the Planetary Carrier and Sun Gear Bearing.
June 2014
26
79 80
SUN GEAR REMOVED FORWARD CLUTCH DRUM ASSEMBLY
Remove the Sun Gear, Forward Clutch Assembly and Forward Clutch Bearing.
81
DRIVE PINION RETAINER BOLTS
Remove the Drive Pinion Retainer Bolts and the Drive Pinion Retainer.
82 83
PINION GEAR FRONT DIFFERENTIAL
Inspect the Drive Pinion and Ring Gear.
June 2014
27
Power Flow Forward Range
84 85
PLANETARY CARRIER, PLANETARY GEAR, PRIMARY PULLEY
PRIMARY PULLEY
The Planetary Carrier is the output member of the Planetary Gear Set and is splined to the front
side of the Primary Pulley.
86 87
FORWARD CLUTCH, DRIVEN PLATES, FORWARD POWER FLOW
AND PLANETARY CARRIER
The Forward Clutch Drive and Driven Plates are splined over the top of the Planetary Carrier.
When a forward gear range is selected, the Forward Clutch is applied and locks the Forward Clutch
Assembly to the Planetary Carrier. The Input shaft is made onto the Forward Clutch Drum so the
input of power is from the Input Shaft to the Forward Clutch Drum, to the Drive and Driven Plates
of the Forward Clutch, to the Planetary Carrier, and finally to the Primary Pulley.
June 2014
28
Power Flow Reverse Range
Reverse gear range requires the Primary and Secondary Pulleys to change direction. This is
achieved through the use of the Double Planetary Gear Set.
88 89
INTERNAL GEAR AND PLANETARY CARRIER SUN GEAR AND INNER PLANETS
An Internal Gear is set on the top side of the Planetary Carrier that is meshed with the teeth of
the outer planets of the Double Planetary Carrier. The Sun Gear is meshed with the teeth of the
Inner planets.
90
INPUT SHAFT INTO THE SUN GEAR
The splines made onto the Input Shaft fit into the Sun Gear. Power from the Input Shaft turns the
Sun Gear. The Sun Gear turns the inner planets. The inner planets drive the outer planets. The
outer planets turn against the Inner Gear.
June 2014
29
91 92
REVERSE CLUTCH ON REVERSE BRAKE HOUSING
The Reverse Clutch prevents the Inner Gear from rotating and this braking action results in the
Planetary Carrier reversing direction.
93
REVERSE POWER FLOW
NOTES:
June 2014
30
Power Flow Output
94
CHAIN
The Chain carries the power from the Primary Pulley to the Secondary Pulley.
95
FULL POWER FLOW
The power from the Secondary Pulley is delivered to the Reduction Drive Gear, Reduction Driven
Gear, to the Transfer Drive Gear and finally to the Transfer Driven Gear.
The Multiple Plate Transfer Clutch (MPT) controls the transfers of power to the rear wheels.
June 2014
31
Oil Pump
96 97
OIL PUMP OIL PUMP GEARS IN HOUSING
The Oil Pump creates the working, control, and lubrication pressure for the transmission. The
Inner Gear turning against the outer gear creates the pressure which reaches minimum levels
before the engine starts.
Control Valve Body
98
CONTROL VALVE BODY
99
CONTROL VALVE BODY SIDE VIEW
June 2014
32
100
SECONDARY LINE PRESSURE SOLENOID
The CVT G2 is equipped with 6 solenoids.

1. Secondary Solenoid
2. Forward and Reverse Solenoid
3. Lock-up Duty Solenoid
4. Primary Up Solenoid
5. Primary Down Solenoid
6. AWD Solenoid
101
ATF TEMPERATURE SENSOR
The ATF Temperature Sensor measures the temperature of the Automatic Transmission Fluid.
June 2014
33
Lineartronic Continuously Variable Transmission Generation 2
(CVT G2/TR580)
Introduction
The CVT G2 is equipped for 2015 Legacy and Outback FB 2.5L models. Compared with current
CVT G2 models this unit receives several refinements to improve fuel economy while reducing
noise, vibration, and harshness.
Torque converter TCM

Lowered stiffness of damper Direct mounting of transmission
Added oil spacer

· Reduced oil agitation loss
· Reduced oil level
Vibration and noise reduced

· Sound insulation cover changed
· Primary bearing rollers
Oil pump
changed to bearings
New tooth shape for pump rotor
· Dynamic damper added
Added differential baffle Pulley baffle

Changed front differential oil viscosity Baffle reshaped, converted to resin
Hypoid gear
Final gear ratio changed
Sedan: 3.900 (3.700)
Outback: 4.111 (3.900)
102
CVT GEN 2 (TR580) ENHANCEMENTS
Shifting Control
New shifting control has been employed to provide smoother acceleration and reduce CVT
tendencies such as engine speeds that raise faster than accelerator input. This new control also
provides the sensation of “shifting” like a conventional automatic transmission.
Accelerator opening
Current shift control

New shift control
Engine speed
Accelerator opening large

Accelerator opening small
Time 103
SHIFTING CONTROL COMPARISON
June 2014
34
CVT Fluid
A new CVT fluid (CVTF-II) has been introduced for the CVT G2 that is dark green in color. This
fluid has a lower viscosity than the conventional blue CVT fluid (CVTF-C30).
CVTF-II is initially filled in and required during service for all 2015MY CVT G2 vehicles. CVTF-II
will gradually replace CVTF-C30 for all previous CVT G2 and non-High Torque CVT G1 models.
Note: The High Torque CVT G1 (TR690) still uses the orange colored CVTF-High
Torque fluid. Do not mix this fluid with any of the other varieties.
CVTF-II CVTF
High Torque
CVTF-C30 104
CVT FLUIDS
Internal changes
Baffles have been added internally to reduce oil agitation.
105
OIL BAFFLES
CVT Vent
A new plastic cap has been added to the CVT vent line to reduce debris from entering the CVT
main case.
June 2014
35
106 107
CVT VENT LINE VENT CAP
CVT Cooler
Outback models only are equipped with a CVT Fluid Air Cooler located in front of the condenser.
108 109
CVT FLUID COOLER LINES CVT FLUID AIR COOLER
June 2014
36
Dynamic Damper
A dynamic damper has been added to the transmission cradle mount bracket. This damper changes
the transfer path of vibrations created by the Variator chain resulting in quieter overall operation.
110 111
CVT DYNAMIC DAMPER LOCATIONS CVT DYNAMIC DAMPER
Transfer Clutch Pressure Test

SST 18270AA040 (Socket) has been made available to assist in the installation and removal
of the transfer clutch pressure port plug. This socket is used in conjunction with existing SST
73099SG000 (wrench) to properly torque the plug when reinstalled.
112 113 114

SST 18270AA040 Socket SST 73099SG000 Wrench Wrench and Socket
115 116 117

Pressure Port Plug SST Socket Inserted SST Wrench Fitted
June 2014
37
Note: Tightening torque of the pressure port plug must be recalculated due to the
added length from SST 73099SG000. Always consult the Subaru Service
Manual for the correct procedure.
ST2
ST1
118
PRESSURE PORT PLUG INSTALLATION
Transmission Control Module (TCM)

The location of the Transmission Control Module (TCM) has been moved to the top of the valve
body cover. The TCM is now equipped with a waterproof lever lock type connector (same as
15MY WRX).
TCM
119
TCM LOCATION
120 121
TCM HARNESS TCM CONNECTOR
June 2014
38
SST 18460AA040 (Check Board Harness) is necessary for all electrically related TCM
diagnostics.
122 123 124

SST 18460AA040 Lock Lever Disengaged Lock Lever Engaged
(Check Board Harness)
Note: Ensure lock lever is fully engaged before diagnosis.
WRX Enhancements
The CVT Transmission Control Module (TCM) of the WRX is built with a weatherproof metal case.
125
TCM WITH WEATHERPROOF CONNECTOR
The construction of the TCM and the weatherproof connector has been introduced to provide for
the flexibility of use in other models.
The WRX TCM is mounted inside the vehicle next to the steering column but the design of the
new parts will allow for mounting outside the passenger compartment on future models.
June 2014
39
126
B54 AND CHECK BOARD TCM
Connector B54 and the Check Board TCM connector are both equipped with a latching mechanism
that must be seated to ensure the connectors are fully engaged.
127
WEATHERPROOF CONNECTOR
A weatherproof connector, B54, connects to the TCM. This enhancement necessitates the use of
a new TCM Check Board Harness, 18460AA040, when performing transmission related electrical
diagnosis.
The “V” shaped end of the TCM Check Board Harness connects to the TCM and the weatherproof
TCM connector.
June 2014
40
128
LATCHING MECHANISM
The lone connector at the opposite end is wired in parallel with the TCM harness and should be
used when performing any electrical diagnosis.
NOTES:
June 2014
41
Secondary Solenoid
The Secondary Solenoid controls line pressure. Line pressure must be adjusted to meet vehicle
demands and to promote efficient transmission operation. Initial acceleration and wide open
throttle conditions produce the heaviest loads to the vehicle and therefore require the highest line
pressures to prevent clutch slippage. Idling and cruise speed produce low loads to the vehicle so
higher line pressure is not required. Lower line pressures equate to lower resistance to the engine
produced by the transmission oil pump, resulting in higher fuel efficiency.
129
SECONDARY SOLENOID HYDRAULIC SCHEMATIC
NOTES:
June 2014
42
130
CVT NORMAL SECONDARY CONTROL
1. Idle
2. Initial Acceleration
3. Cruise
4. Deceleration (pressure goes high anticipating acceleration)
131
SECONDARY SOLENOID CONTROL
The TCM controls the Secondary Solenoid with a chopper voltage signal.
June 2014
43
Forward and Reverse Solenoid
The Forward and Reverse Solenoid Controls the oil supply pressure to the Forward and Reverse
Clutches. Shift shock from Park or Neutral into Drive or Reverse is prevented by maintaining a
high milliamp value on the Solenoid. This enables the resulting output pressure from the F and R
Solenoid to operate the Forward and Reverse Clutch Slip control Valve for higher or lower force
on the individual clutches.
132
FORWARD AND REVERSE CLUTCHES
NOTES:
June 2014
44
133
SMIII FORWARD AND REVERSE GRAPH
1. Park Range has the lowest F and R pressure.

2. The pressure increases after the vehicle is placed into Drive or Reverse.
3. Pressure increases with acceleration.
June 2014
45
134
CVT SECONDARY AND F AND REVERSE CH 2
The Forward and Reverse Solenoid is controlled with an on/off duty signal. Higher duty or milliamp
values equate to lower pressure to the clutches.
NOTES:
June 2014
46
Lock-Up Duty Solenoid
The Lock up Duty Solenoid controls the locking of the Torque Converter turbine to the impeller.
This is a single piston lock up converter.
135
LOCK-UP APPLIED
Duty pressure from the Lock-Up duty Solenoid positions the Lock-up Slip control Valve to gradually
open.
136
LOCK-UP RELEASE
The unlocking of the Torque Converter is gradually performed as the duty ratio is reduced. This
closes the apply circuit and opens the release circuit.
June 2014
47
137
TORQUE CONVERTER LOCK UP CONTROL
Lock-Up Duty Solenoid Control Signal (less than 100%)
NOTES:
June 2014
48
138
TORQUE CONVERTERLOCK-UP DATA
1. 4 mph 0 % duty
2. 6 mph 29 % duty
3. 22 mph 99% duty
4. 17 mph 99% duty
5. 10 mph 0% duty
June 2014
49
Primary Up and Primary Down Solenoids
The Primary Up and Primary Down Solenoids work together to control the gear ratios of the
transmission.
Line Pressure enters the Primary Pulley Up shift valve and becomes Primary Pressure. As this
pressure flows into the Primary Pulley the operating circumference of the pulley increases. This is
accomplished by closing the movable section of the Primary Pulley, pushing the chain outward. At
the same time the Secondary Pulley outer circumference becomes smaller. The chain pulls into
the Secondary Pulley separating the movable section away from the stationary section.
When the TCM has reached the correct gear ratio the Primary Down Solenoid is activated and
prevents any further increase in Primary Pressure to the Primary Pulley. The TCM will balance
the on duty ratio to both solenoids to maintain the correct gear ratio.
The TCM controls down ratio through the use of the Primary Pulley Down Shift Valve. The duty
pressure from the Primary Down Solenoid positions the Primary Pulley Down Shift Valve to drain
away the correct amount of Primary Pressure. This will allow the return spring of the Secondary
Pulley to overpower the pressure in the Primary Pulley, allowing the chain to separate the Primary
Pulley and ride on a smaller outer circumference. At the same time the outer circumference of the
Secondary Pulley increases to maintain belt tension and the correct gear ratio.
Fail-safe for the Primary Up and Primary Down solenoids is different compared to CVT
Generation 1. A failure in either solenoid results in the TCM turning off both solenoids.
CVT G2 is equipped with a Fail-safe Valve between the 2 Shift Valves. The Fail-safe Valve opens
and drains away any Duty Pressure in the circuits that control the Shift Valves. The controlling force
for this Fail-safe condition will be the clamping pressure of the pulleys and the Return Spring of
the Secondary Pulley. Each pulley receives line pressure to clamp the chain to prevent slipping.
In the Fail-safe condition the clamping forces and the tension of the Return Spring move the gear
ratio to approximately the 2nd gear range (1.5 to 1). This ratio will change slightly with changes
in Line Pressure.
NOTES:
June 2014
50
139
PRIMARY PRESSURE CONTROL
140
PRIMARY-UP CONTROL
The Oscilloscope pattern for the Primary Up and Primary Down solenoids are identical except
they are never both on together.
June 2014
51
Control System
AWD Control
The AWD Solenoid Controls the Line Pressure delivered to the Transfer Clutch. Higher duty ratio
equates to higher Transfer Clutch Pressure.
141
TRANSFER CONTROL
142
AWD CONTROL SIGNAL
June 2014
52
AT Oil Temp Warning Light (A&B)
The AT Oil Temp Light illuminates or blinks, when the ATF temperature is high and malfunction
occurs in CVT.
When normal (1)

AT Oil Temp light always illuminates when the ignition switch is ON (engine OFF). Light goes off
after two seconds from engine ON.
When ATF temperature is high (2)

AT Oil Temp light illuminates when the ATF temperature is abnormally high with engine ON.
When malfunction is detected (3)

AT Oil Temp light blinks at 2 Hz when the TCM detects the malfunction of CVT with engine ON.
In this case, inspect using Diagnostic Procedure with Diagnostic Trouble Code (DTC).
When AT learning is not finished (4)

AT Oil Temp light repeats blinking at 4 Hz Turning OFF every two seconds, when the AT
learning is not finished with engine ON. In this case, perform the Learning. (During AT learning,
the light blinks at 2 Hz or illuminates.)
143
WARNING LIGHT
June 2014
53
CVT Fluid (CVTF)
CVTF Level inspection
1) Idle the engine to raise CVTF temperature to 35 - 45°C (95 - 113°F) on Subaru Select
Monitor.
2) Set the vehicle on a lift.
3) Operate the select lever in P --> R --> N --> D and D--> N--> R --> P to circulate the CVTF
with the engine idling.
4) With the engine running, lift up the vehicle and remove the filler plug.
CVTF is at the specified level when it reaches the filler plug hole lower section.
144
(1) FILLER PLUG
(2) CVTF LEVEL
Note: CVTF level changes along with CVTF temperature. When inspecting CVTF
level, observe the specified CVTF temperature.
Caution: Pay special attention to the following operation when the engine is at idle.
NOTES:
June 2014
54
CVTF Replacement
1) Lift up the vehicle, and drain CVTF from the drain plug.
2) Install the CVTF drain plug and a new gasket.
3) Fill in the specified fluid or equivalent through the filler plug.
145
(1) DRAIN PLUG
Caution: Directly after the vehicle has been running or the engine has been running idle
for a long time, the CVTF is hot. Be careful not to burn yourself.
Be careful not to spill the CVTF on exhaust pipe to prevent it from emitting smoke or causing
a fire. If CVTF adheres, wipe it off completely.
Always use the specified CVTF or equivalent. Using other fluids may cause malfunctions.
NOTES:
June 2014
55
Front Differential Gear Oil
Gear Oil level inspection
NOTE: Immediately after removing the overflow drain plug, remaining gear oil (approx.
8 cc) may come out of the overflow pipe. This is not included in the specified
amount. When removing the overflow drain plug, make sure the gear oil flows
out of the overflow drain plug hole by filling with gear oil.
1) Lift up the vehicle.
2) Remove the filler plug.
3) Remove the overflow drain plug.
4) Fill in the differential gear oil through the filler hole up to where the oil flows out of the
overflow drain hole.
5) When the flow of the differential gear oil turns into a narrow stream, install a new gasket
and the overflow drain plug.
Tightening torque: 50 Nm (5.1 kgf-m, 36.9 ft-lb)
6) Install a new gasket and the filler plug.
146
(1) FILLER PLUG
(2) OVERFLOW DRAIN CHECK PLUG
June 2014
56
Gear Oil replacement
CAUTION: Immediately after the vehicle has been running or it has been idle for a long
time, the differential gear oil will be hot. Be careful not to burn yourself.
Be careful not to spill differential gear oil on the exhaust pipe to prevent it from emitting
smoke or causing a fire. If gear oil adheres, wipe it off completely.
2) Remove the differential gear oil drain plug using TORX® bit T70 and drain differential gear
oil.
3) Install a new gasket and the differential gear oil drain plug using TORX® bit T70.
4) Pour gear oil from the filler hole.
5) Adjust the level of differential gear oil.
147
(1) DRAIN PLUG
June 2014
57
Secondary Pressure Test
CAUTION: Make sure no one is around the vehicle during secondary pressure test
measurements.
NOTE: If the Pulley and Variator Chain, Clutch or Brake show signs of slip or the shift
feel is not correct, check the Secondary Pressure.
Connect Subaru Select Monitor to the vehicle to measure the engine speed
and actual Secondary Pressure (Line Pressure).
In many cases, slippage or inability to operate the vehicle may be due to

insufficient oil pressure for clutch, brake or control valve.
2) Remove the plug for measuring secondary pressure.
148
SECONDARY PRESSURE (LINE PRESSURE) PLUG
3) Attach ST1 and ST2 to measuring hole.
Parts No. Parts name

ST1 18801AA000 OIL PRESSURE GAUGE ASSY
ST2 18681AA010 PRESSURE GAUGE ADAPTER
NOTE: ST2 Used with genuine O-ring [part No. 806916050] (1) attached to PRESSURE
GAUGE ADAPTER.
June 2014
58
(1)
ST2
ST1
ST2
ST1
149
SECONDARY PRESSURE TESTING
4) Using the Subaru Select Monitor, check if the Throttle Valve operates when you depress
the Accelerator Pedal.
5) Check the engine oil level, engine coolant level, and CVTF level.
6) Increase the CVTF temperature to 60 - 80°C (140 - 176°F) by idle the engine with the
select lever shifted to “N” or “P” range.
7) Shift the select lever to “D” range.
8) Depress the Accelerator Pedal to the full while fully depressing the foot brake pedal with
your left foot.
9) Immediately after the engine speed becomes steady, record the reading of the secondary
pressure, engine speed and actual secondary pressure on the Subaru Select Monitor,
then release the Accelerator Pedal. Shift the select lever to “N” range. Let the engine idle
for one minute or more to cool it down.
NOTE: Do not continue the stall test for 5 seconds or more at a time (from fully closed
throttle, fully open throttle to secondary pressure reading). Not following this
instructions will cause the engine oil and CVTF to deteriorate and the Clutch
and Brake to be adversely affected.
After performing the secondary pressure test, be sure to cool down the engine
for at least one minute with the select lever set to “P” or “N” range and with at
an idle speed of 1,200 rpm or less.
June 2014
59
Under each condition, check that the measured pressure matches almost
totally with the actual secondary pressure.
When both measured pressure and actual secondary pressure are out of
specification, judge as control valve malfunction.
Take the value at stall for reference, because the pressure changes under
different conditions or circumstances. The value at idling is steady because it
is not affected by any condition or circumstance.
Secondary pressure standard value
Range Throttle Brake Secondary pressure

(MPa (kgf/cm2, psi))
Stall D, R Full open ON 4.5 – 6.0 (45.9 – 61.2, 652 – 870)
Idling P, N Full closed OFF 0.5 -1.5 (5.1 – 15.3, 72 -218)
10) Remove the ST and install the plug after measurement.
NOTE: Use new O-rings.
June 2014
60
Transfer Clutch Pressure Test
NOTE: Before testing, the preparation works listed below are needed.
– Exhaust pipe detachment (Center and Rear)
– Lowering the Rear crossmember (temporarily unscrew the crossmember-

mounting bolts)
2) Remove the test plug and attach tools to the measuring hole.
Parts No. Parts name

SST1 34099AC020 ADAPTER HOSE B
SST2 34099AC010 ADAPTER HOSE A
SST3 18681AA000 PRESSURE GAUGE ADAPTER
SST4 498575400 OIL PRESSURE GAUGE ASSY
150
1) GENUINE GASKET
2) GENUINE UNION SCREW
NOTE: ST1 Used with genuine union-screw (part No. 801914010) and gasket (part No.
803914060).
ST3 Used with genuine O-ring (part No. 806911080).
4) Tighten the crossmember-mounting bolts.
5) Connect the center and rear exhaust pipes.
6) Lower the vehicle.
7) Connect the Subaru Select Monitor to the data link connector and read the current data.
8) Check the transfer clutch pressure as in the secondary pressure test.
June 2014
61
NOTE: Use Subaru Select Monitor for switching to FWD mode.
If no oil pressure is produced, and if the pressure does not change in AWD
mode or if oil pressure is produced in FWD mode, there may be a problem in
the Control Valve Body.
Accelerator Standard transfer clutch pressure kPa

Range
ON Duty ratio (%) opening (kg/cm2, psi)
position
angle (%) AWD mode FWD mode
1,000 to 1,200
Fully opened
95 to 100 (10.2 to 12.2,145
(100)
to 174)
Manual
400 to 700
mode (2nd) Adjust ON Duty
60 (4.1 to 7.1, 58 to
ratio to 60%.
102)
0 Fully closed (0) - 0 (0, 0)
N or P 0 Fully closed (0) 0 -
7) Remove the ST and install the plug after measurement.
NOTE: Use new O-rings.
NOTES:
June 2014
62
Transmission Control Valve Replacement
When replacing the transmission control valve, the newly adopted SST 18761AA010 should be
used for service work to prevent dust into the transmission case.
SST 18761AA010 has been developed that must be used when replacing or removing the
Control Valve Body from the CVT G2. The dust cover prevents debris and dust from entering the
transmission when the Control Valve Body is removed.
NOTE: The transmission control valve ASSY contains the special tool.
151
TOOL 18761AA010
June 2014
63
Subaru Select Monitor Features for CVT G2
152
SMIII AT LEARNIGN AND INSPECTION MODE SCREEN
There are 3 special procedures of the Lineartronic™ CVT G2 that can be performed with the SMIII.
Perform AT learning mode when any of the below have been preformed.
- Clear memory 2
- Changing the CVT fluid
- Changing the TCM
- Changing the Transmission
- Changing the Control Valve Body
Note: All learning procedures for the CVT G2 must be performed with the vehicle
elevated on a lift.
Note: All Rear Differential Inspection procedures for the CVT must be performed with
the vehicle elevated on a lift.
Note: Cycle the Ignition Key to OFF after AT Learning mode. This will complete the
learning process.
- Rear Differential replacement
Perform Rear Differential inspection mode after the Rear Differential has been replaced or to check
for an installed incorrect Rear Differential.
Perform AWD ON/OFF switching mode when performing AWD related diagnostics.
NOTE: Return vehicle to AWD after repair or diagnosis.
Note: All procedures must be performed as indicated on the SMIII screen.
June 2014
64
Stall Test
Stall speed standard:
2,350 — 3,100 rpm
Stall test judgment
Classification Range Probable cause
• Throttle Valve is not fully open.

Lower than standard value D, R • Insufficient engine output
• Torque Converter malfunction
D • Forward clutch slippage

• Secondary pressure (line pressure) is low.
• Variator Chain malfunction
R • Reverse brake slippage
• Secondary pressure (line pressure) is low.
Higher than standard value
• Variator Chain malfunction
D, R • Torque Converter malfunction
• Control Valve Body malfunction
• TCM malfunction
• Damaged harness and harness connector
NOTES:
June 2014
65
Thermostat
153
LOCATION OF THERMOSTAT
The ATF oil warmer with cooler function is equipped with a thermostat that is designed to begin
opening at 118 to 126 degrees Fahrenheit. The thermostat should be fully open at 145 degrees
Fahrenheit.
The use of the thermostat keeps the heat generated from engine warm-up in the engine and
allows for faster closed loop engine operation.
This enhances emission control and increases fuel efficiency.
154
THERMOSTAT AND THERMOSTAT COVER
The ATF oil warmer with cooler function provides warming if the ATF fluid temperature is cooler
than the engine coolant and provides cooling when the ATF fluid temperature is higher than the
engine coolant.
June 2014
66
X-MODE™
X-MODE™ is a new driver assistance system that unites all vehicle systems to provide increased
traction, vehicle stability, and vehicle control while driving on low friction or multiple terrain surfaces
at speeds of 18 MPH or less.
Vehicle control during X-MODE™ operation maximizes the Human Machine Interface (HMI) by
providing advanced or retarded vehicle output which allows the driver to provide confident input
to the vehicle.
156
X-MODE™ BUTTON
The X-MODE™ switch is located forward of the shifter and must be pressed and released below 18
MPH to activate X-MODE™. Pressing the button at higher vehicle speeds will result in a beeping
sound, indicating the vehicle is too fast to activate X-MODE™.
X-MODE™ provides the following:
1. Hill Descent Control (HDC)
2. Stronger Multiple Plate Transfer Clutch operation (25%)
3. Engine torque control (limits throttle control through the ETC on low friction roads while
driving with low engine loads and advances throttle response with high engine loads,
similar to I and S# mode of SI drive).
4. Faster limited slip differential functions from the Vehicle Dynamics Control
5. Retarded up ratio, and prevents torque converter lock up
6. Adaptive Cruise Control lock out
7. Operation in all gear ranges (forward and reverse)
8. X-MODE™ operational indicators through the Multi-Function Display (MFD): High Grade
9. X-MODE™ and HDC “ON” indicators displayed on combination meter
10. SI drive switch lock out
June 2014
67
Network Operation
1. X-MODE™ switch is pressed and released.
2. BIU sends an ON signal to the combination meter.
3. Combination meter outputs current mode status (X-MODE™) to the ECM.
4. The ECM confirms the status of the CAN and the ECM requests the combination meter
to turn on the X-MODE™ indicator lamp.
5. The ECM outputs an X-MODE™ ON signal to the CAN, and each unit collaborates and
starts X-MODE™ control.
157
NETWORK OPERATION
NOTE: Illumination and flashing of the Hill Descent (HDC) lamp is controlled by the
VDC unit.
158 159
X-MODE™ “ON” INDICTOR HDC “ON” INDICATOR
June 2014
68
Hill Descent Control (HDC)
HDC is not a cruise control function. It will not advance the throttle setting to increase speed. HDC
provides braking automatically to maintain the vehicle’s speed which existed at the time the driver
released the gas pedal or the brake pedal.
NOTE: HDC functions during downhill driving or on any terrain where the vehicle’s
speed may increase from gravity or vehicle inertia.
When HDC is in operation, an indicator lamp on the combination meter and multifunction display
starts flashing so that the driver can visually check that the system is operating. (During standby,
the HDC indicator lamp stays ON steadily.) The brake lights activate when the HDC is operating.
HDC is automatically turned off when the vehicle speed is above 12 MPH, and the X-MODE™
indicator lamp goes out at around 18 MPH.
Hill Descent Control

indicator light X-MODE indicator in operation:
Indicator is illuminated
160
HDC AND X-MODE™
Hill descent control indicator standby: Indicator is illuminated.

In operation: Indicator is blinking.
161 162
X-MODE™ “ON” WITH VEHICLE STOPPED HDC OFF WITH X-MODE™ WITH VEHICLE MOVING
Diagnosis
X-MODE™ software and operating systems are not contained into a single control unit, therefore,
no DTCs exist specifically for X-MODE™. X-MODE™ operation requires all members of the CAN
to be functioning properly. If a problem with X-MODE™ is suspected or if X-MODE™ will not
activate, perform an All Systems Diagnosis. Diagnose and repair any existing problems in the
CAN or CAN members.
June 2014
69
NOTE: X-MODE™ will not operate if the engine oil or coolant is in an overheated
condition.
NOTE: X-MODE™ diagnosis is located in the CVT transmission diagnosis section of

the Subaru Service Manual.
High Grade Multi-Function Display During Operation
163 164
X-MODE™ AND HDC VEHICLE STOPPED X-MODE™ BETWEEN 12 MPH AND 18 MPH
165 166
TCS AND VDC ACTIVE VEHICLE SPEED ZERO WITH 2 CONTROLLED EVENT
RECORDED
167 168
ABS ACTIVE AND 2 CONTROLLED EVENTS RECORDED X-MODE™ ACTIVE BELOW 12 MPH
NOTE: The traction history is for the last 30 seconds.
June 2014
70
169
SUBARU SELECT MONITOR III DATA X-MODE™ ON
170
SUBARU SELECT MONITOR III DATA X-MODE™ OFF
June 2014
71
MPa PSi
.1 14.5
.2 29.0
.5 72.5
.7 101.5
1 145
2 290
3 435
4 580
5 725
10 1450
100 14503
June 2014
72

Msa5p1476c 1406-Cvt Transmission g2 Tr580

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© Subaru of America, Inc. 2014 921, 924,925,926

Remove the top cover Gasket.

Always replace the 2 O-rings (Forward and Reverse Clutches).

Remove the Torque Converter.

Remove the Differential Vent Hose.

Note the location of the Transmission Vent Hose.

Remove the Extension Housing Bolts.

Do not damage the Secondary Pressure Sensor.

Remove the Transfer Driven Gear.

Note the location of the Parking Pawl Spring.

Remove the Parking Pawl, Spring, and Transfer Drive Gear.

Remove the Oil Pan.

Remove the Oil Strainer.

Remove the Detent Spring.

Remove the Manual Plate and the Parking Rod.

Remove the Spool Valve of the Manual Valve Assembly.

Remove the Transmission Case Bolts.

Remove all Speed Sensors from the Transmission Case.

Lift the Transmission Main Case from the Differential Case.

Remove the Baffle Plate from the Secondary Pulley.

Remove the Chain Guide Post Mounting Bolts and Post.

Separate the back side of the remaining Chain Guide.

Separate the front side of the Chain Guide.

Remove the Primary Pulley Mounting Bolts.

Remove the Secondary Pulley Mounting Bolts.

Inspect the Secondary Pulley O-ring.

Remove the Oil Guide.

Remove the Manual Valve Housing.

Remove the Reverse Clutch Housing bolts.

Remove the Internal Gear Bearing and Shim.

Remove the Internal Gear and Planetary Carrier Bearing.

Remove the Planetary Carrier and Sun Gear Bearing.

Inspect the Drive Pinion and Ring Gear.

Control Valve Body

The CVT G2 is equipped with 6 solenoids.

Torque converter TCM

Added oil spacer

Vibration and noise reduced

Added differential baffle Pulley baffle

Current shift control

Accelerator opening large

Transfer Clutch Pressure Test

112 113 114

115 116 117

Transmission Control Module (TCM)

122 123 124

Note: Ensure lock lever is fully engaged before diagnosis.

1. Park Range has the lowest F and R pressure.

Lock-Up Duty Solenoid Control Signal (less than 100%)

When normal (1)

When ATF temperature is high (2)

When malfunction is detected (3)

When AT learning is not finished (4)

(1) DRAIN PLUG

In many cases, slippage or inability to operate the vehicle may be due to

3) Attach ST1 and ST2 to measuring hole.

Parts No. Parts name

Secondary pressure standard value

Range Throttle Brake Secondary pressure

– Exhaust pipe detachment (Center and Rear)

– Lowering the Rear crossmember (temporarily unscrew the crossmember-

Parts No. Parts name