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My cars got about 49k miles on it and it's beginning to stall out when coming to a complete stop after driving at a moderately high speed (> 30 mph). It is similar to what this guy is experiencing

http://www.subaruoutback.org/forums/104-gen-4-2010-present/46257-2011-ob-2-5-cvt-stalling-issue.html

There have been a couple of threads about stalling, msot of talk about fuel/air ratio problems, or something gas related.

So i take it to a nearby dealer and mention this along with the description of the problem. They verify it and called me back to say that my outback needs a new transmission! I don't remember exactly what the service guy said, but it was something along the lines of, when in higher gear, it's not disengaging properly.

I'm not very knowledgeable about the inner workings of cars, so if that doesn't make sense i apologize in advance.

It's rather disconcerting to me that such a major piece of equipment is faulty, though i guess i am comforted that this is still covered under warranty. Still it's got me wishing I had purchased the extended warranty while i had the chance.

Thought it could be just sheer bad luck of the draw and that this issue is unique with my car, i thought given all the similar symptoms other people have mentioned, i would mention the outcome of my particular scenario.
 

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There definately is something crazy with this CVT, I posted in this thread here http://www.subaruoutback.org/forums/104-gen-4-2010-present/48951-what-could-slippin.html

Because I've been having ongoing issues with mine slipping, shuddering when shifting it into D or R. There are a few others in that thread with the same issue, it's like a ticking time bomb.

I love this car and it's so practical for our family needs but I absolutely would not pick the CVT again and go straight for the tried and trusted manual transmission.

Be lucky yours failed under warranty, I called Subaru and they told me a new CVT is $8,000 not including labor. There is nothing you can fix or repair inside the CVT unit like a conventional transmission, when it wears out you throw it away and replace with an entirely new unit.
 

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Try convincing the Subaru dealer to perform a transmission relearn before replacing the unit.
I have done quite a few of these procedures on 2010+ OB. (Requires a SMIII to perform)
Mostly due to having 2 drivers with completely different driving styles.

Afterwards it drives without issues, only to inevitably return sometime in the future with the same problem.
The CVT does a fine job, although the TCM could use some tweaking and a updated reflash to cure these problems.
 

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I hope the sad history of CVT-equipped Justy is not being repeated. After all, the current CVT is probably based on a design already used by other manufacturers.
 

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I hope the sad history of CVT-equipped Justy is not being repeated. After all, the current CVT is probably based on a design already used by other manufacturers.
Was that a pile? I had a Justy with the 5 speed and I tell you it was the funnest car I owned as a kid. Just loved that ugly little beast.
Uber reliable, went anywhere.
 

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Justy CVT shares nothing with the CVT being built by the same company that builds the Nissan CVT's and probably the Toyota CVT's with small differences in them between the auto brands.

A failed torque converter can happen to any automatic CVT or not. The 3.6L OB's with the very old 5spd AT have had lots of torque converter failures in recent years.

The reason Subaru simply replaces the CVT vs repairing them is that they do not have CVT specialists at the dealerships and they see so few CVT failures it is just easier to replace it with a new one.

A CVT works very different than your old school geared AT - "response to the slipping comment - he posted a while back about this" His car seems to do what all CVT's do its weird if you have never driven one and have driven an old school MT or AT for so long the new CVT will feel all messed up and make you think something is wrong when no its working just fine.
 

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Of course it doesn't share anything, captain, it's been 20 years. I'm just hoping it will do better.
 

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My cars got about 49k miles on it and it's beginning to stall out when coming to a complete stop after driving at a moderately high speed (> 30 mph). It is similar to what this guy is experiencing

http://www.subaruoutback.org/forums/104-gen-4-2010-present/46257-2011-ob-2-5-cvt-stalling-issue.html

There have been a couple of threads about stalling, msot of talk about fuel/air ratio problems, or something gas related.

So i take it to a nearby dealer and mention this along with the description of the problem. They verify it and called me back to say that my outback needs a new transmission! I don't remember exactly what the service guy said, but it was something along the lines of, when in higher gear, it's not disengaging properly.

I'm not very knowledgeable about the inner workings of cars, so if that doesn't make sense i apologize in advance.

It's rather disconcerting to me that such a major piece of equipment is faulty, though i guess i am comforted that this is still covered under warranty. Still it's got me wishing I had purchased the extended warranty while i had the chance.

Thought it could be just sheer bad luck of the draw and that this issue is unique with my car, i thought given all the similar symptoms other people have mentioned, i would mention the outcome of my particular scenario.
Sounds like it is simply a problem with the TC lockup clutch not disengaging properly.
 

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I wonder does the 2011 OB have the same 2nd Gen CVT like in my 2013 ?
The CVT it not suppose to be a seal unit good till 100K ?
since it crapps out before 50K its cover under warrenty right ?

( I ended up buying 7 year 100K warrenty on my 2013 since I've never own a CVT)
 

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Sounds like it is simply a problem with the TC lockup clutch not disengaging properly.
This is what it sounds like to me. It could be an internal part, requiring at least R&R of the trannie to fix, but it could just as easily be a relay or electrical connector. It is certainly not an indictment of the design as a whole.
 

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This is what it sounds like to me. It could be an internal part, requiring at least R&R of the trannie to fix, but it could just as easily be a relay or electrical connector. It is certainly not an indictment of the design as a whole.
You're right, the indictment of the design is that the entire (very costly) transmission needs to be replaced for any problem.
 

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......

The reason Subaru simply replaces the CVT vs repairing them is that they do not have CVT specialists at the dealerships and they see so few CVT failures it is just easier to replace it with a new one.

.......
It's also quite possible that Subaru is doing the replacements as a method to get their hands on the failed transmissions for analysis. What better way is there to long-term-test their designs? Has anyone heard of ANYONE having to pay for a CVT transmission replacement?
 

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I wonder does the 2011 OB have the same 2nd Gen CVT like in my 2013 ?
The CVT it not suppose to be a seal unit good till 100K ?
since it crapps out before 50K its cover under warrenty right ?

( I ended up buying 7 year 100K warrenty on my 2013 since I've never own a CVT)
It does not, hence the 1st gen and 2nd gen distinctions. Probably just minor differences. I doubt many people will have trouble with them, but that's what warranties are for..
 
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