Under Control: Subaru Lineartronic CVT

TALES FROM THE BENCH

UNDER
CONTROL: by Jarad Warren
members.atra.com

Subaru Lineartronic CVT

7

I n earlier articles we
covered a number
of issues with the
Subaru Lineartronic CVT.
We examined how it oper-
ates, checked the fluid lev-
6
els, identified its compo-
nents, tested sensors and 1
pressures, disassembled it,
and more. By now we have
this unit pretty much under
control.
In this article, we’ll
identify the transmission
solenoids, cover their
operation, and learn how
to test them. We’ll take
a close look at the valve 2
body, including identifying
all the small parts, spring
sizes, and valves. And
we’ll examine how the
system controls the pulleys
to change the transmission
drive ratio. 5
Subaru has done a 3
good job of controlling this
transmission for economy
4
and sporty feel. There are
many sensors used for the
Figure 1
all-wheel drive and trans-
mission control, including 2. Primary-Up
the transmission speed sensor, wheel Solenoid Identification 3. AWD Transfer Case Clutch
speed sensors, and engine load sensors. The Subaru Lineartronic uses 4. Lockup Duty
We’ll start by focusing on the trans- seven solenoids to control its operation 5. Lockup On/Off
mission solenoids and their controls. (figure 1): 6. Primary-Down
1. Secondary Linear Control 7. Forward/Reverse Linear
14 GEARS June 2014

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 Under Control: Subaru Lineartronic CVT

Figure 2 Figure 3: Solenoid Resistance

All of the solenoids are feed-con-

trolled by the TCM and grounded at
the valve body. The secondary linear
control solenoid and forward/reverse
solenoid are linear-style solenoids.
The lockup duty, primary-up,
primary-down, and all wheel drive
transfer clutch solenoids are PWM-
controlled solenoids. These solenoids
are normally closed and are fully inter-
changeable. Figure 4
The lockup on/off solenoid is the
only on/off style solenoid in the unit;
it’s normally closed.
An easy place to check the resis-
tance of the solenoids is at the valve
body solenoid connecter (figure 2).
Connect one meter lead to the valve
body and test the corresponding pins
for each solenoid (figure 3).

About the Solenoids

Secondary Linear Control —
This is an interesting solenoid; it con-
trols pressure to the pulleys to keep the
chain tight enough that it doesn’t slip.
Secondary pressure can be as high as
900 PSI.
The main regulator for this trans-
mission is built into the snout of this
solenoid (figure 4).
Pump pressure enters the end port
of the solenoid snout. We’ve removed
the valve from the snout to show ori-
fices A and B. Orifice B is behind
the screen on the valve. The pressure
regulation spring controls base line
pressure.
There are two balance orifices built
into the valve. Orifice A is the balance
orifice for main regulation, and keeps
the valve balanced, like most normal
pressure regulator valves.
Orifice B is a little unusual; it’s Figure 5

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life placed614.indd 2 5/13/14 11:08 PM
 Under Control: Subaru Lineartronic CVT

Figure 6
controlled by the solenoid. The sole- shut the signal off and the transmission A problem with this solenoid or its
noid acts on a needle and seat that line pressure will rise to maximum. control signal will inhibit lockup. The
opens or seals this orifice to control the This will cause harsh forward and transmission will continue to adjust
position of the pressure regulator valve. reverse engagements and no lockup. gear ratios normally.
The secondary linear control sole- The transmission will continue to adjust Lockup Duty — This solenoid
noid operates at 2000 Hz. This is very gear ratios normally. controls the lockup boost valve and
fast, which keeps the control pressure Lockup On/Off — This solenoid regulator valve as it controls the pres-
smooth. controls the TCC control valve and sure in the torque converter clutch cir-
If a problem occurs with the sec- the direction of oil through the torque cuit. The lockup on/off solenoid has to
ondary linear solenoid, the TCM will converter. be commanded on before this solenoid
18 GEARS June 2014

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 Under Control: Subaru Lineartronic CVT

Figure 7
will operate. Primary-Down — This solenoid to adjust gear ratios normally.
A fault with this solenoid or its controls the primary-down control All Wheel Drive Transfer Case
control signal will inhibit lockup. The valve, which releases primary pressure Clutch — This is a linear solenoid
transmission will continue to adjust in the ratio chamber of the primary that controls the AWD control valve,
gear ratios normally. pulley. This opens the primary pulley, which operates the transfer case clutch.
Primary-Up — This solenoid which allows the chain to ride deeper This clutch powers the rear differential
controls the primary-up control valve, in the pulley. This lowers the transmis- when the TCM identifies wheel slip in
which increases primary pressure in the sion ratio. the front wheels. The TCM identifies
ratio chamber of the primary pulley. A fault in this solenoid or circuit wheel slip by monitoring wheel speed
The increased pressure in ratio chamber will keep transmission ratio high. and transmission output speed.
squeezes the pulley together and forces Forward/Reverse Linear — This If this solenoid or circuit fails, all
the chain to ride higher in the pulley. solenoid controls the forward/reverse torque to drive the vehicle will come
That increases the ratio (toward over- control valves and engagement feel. from the front wheels; the rear dif-
drive) of the transmission. If this solenoid or circuit fails, ferential won’t operate. The transmis-
A fault in this solenoid or cir- pressure will rise to maximum lev- sion will continue to adjust gear ratios
cuit will prevent the transmission from els, which will cause harsh engage- normally.
changing ratios. ments. The transmission will continue If any solenoid or solenoid circuit
20 GEARS June 2014

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 Under Control: Subaru Lineartronic CVT

fails, the AT Temp light will

flash and store a code in
the system. The system will
reset and test the system
again on next key cycle.
If the system cuts power
to the transmission, it’ll take
off in a higher gear. It’ll
feel like the transmission is
slipping and there’ll be no
power on takeoff.

The Valve Body

When disassembling
the valve body, pay close
attention to the solenoid
wires, including the sole-
noid grounds attached to the
valve body bolts. If these
wires are loose or have bad
connections, the TCM will
set solenoid codes.
Remove the solenoids
and separate the valve body.
Try to keep the separator Figure 8
plate against the upper valve
body, because all of the small parts are and is the same in both pulleys at all position. The TCM sends a signal to the
in the upper half. There are no check- times. The purpose of secondary pres- primary-down solenoid. The oil from
balls in this valve body. sure is to squeeze the pulley together to the solenoid controls the primary-down
In the upper half of the valve body clamp the pulley against the chain and valve, which dumps pressure through
you’ll see three check valves, each with keep it from slipping. the ratio switch valve.
its own spring. There are also three fil- The primary pulley receives engine As pressure drains from the ratio
ters with springs (figure 5). power from the input clutch. When the chamber in the primary pulley, spring
One of the springs is different from primary pulley is small and the second- force takes over in the secondary pul-
the others, so pay attention to which ary pulley big, it’s easy to accelerate ley. The spring squeezes the secondary
spring went where. The springs go into and take off from a stop. This is first or pulley closed, effectively increasing its
the valve body first, then the check low gear ratio. At this point the primary diameter. At the same time, it forces
valve. pressure is low to the ratio chamber. the primary pulley open, effectively
For now, Subaru doesn’t provide As vehicle speed increases, the reducing the front pulley’s diameter.
valve body information on valve names transmission needs to change ratio to This puts the transmission back into
or the layout (figures 6 and 7). The allow the vehicle to drive faster and low gear range.
valve body is sold as one piece with keep the engine from over-revving. The ratio changes up and down
solenoids. The valves are identified by To change the ratio of the trans- are smooth. This helps keep the engine
what they control or their function. mission, the TCM adjusts the signal RPM at the prime speed for power and
to the primary-up solenoid. This alters fuel efficiency.
The Pulley Operation the position of the primary-up control This puts the Subaru Lineartronic
The Subaru Lineartronic CVT uses valve, which increases primary pres- CVT transmission under control, and
an electronically controlled, hydrauli- sure in the ratio chamber. it provides you with the information
cally operated pair of adjustable pul- The added pressure in the ratio you’ll need to work on this transmis-
leys and a link chain that runs between chamber squeezes the primary pulley sion. So when one of these units makes
them. together, making the chain ride up in its way into your shop, you, too, will be
The pulleys are V-shaped: As the the pulley, increasing the effective pul- in control.
pulleys open, the chain rides down ley diameter. At the same time, it forces Special thanks to Perfection
toward the small part of the pulley. the secondary pulley apart, reducing Plus Transmission Parts in Portland,
When the pulley closes or squeezes the effective diameter of the driven pul- Oregon for the use of the core to help
together, it forces the chain outward so ley. This raises the effective gear ratio make this article possible.
it rides on the larger part of the pulley toward an overdrive range.
(figure 8). As the vehicle slows, the trans-
Secondary pressure is line pressure mission needs to go back to low gear
22 GEARS June 2014

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