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 2014 model year, the conventional automatic transmissions in North American-spec Subaru vehicles have been replaced with Lineartronic CVTs (with one exception : the BRZ)
All of Subaru's three speed automatic transmissions were made by Jatco.
The 3AT was a hydraulically controlled 3AT with available Single-Range 4WD.
Subaru built their own four-speed automatic transmission based on the old Jatco design. It was available in FWD and Full-time awd.
Subaru uses two types of traction delivery systems, called Active Torque Split (ACT), or the performance oriented Variable Torque Distribution, called VTD. ACT 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 and USDM 2003-2004 Legacy GT/2.5GT. ACT and VTD are found in both generations of the 4 speed while the 5 speed uses only VTD.
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 was used until about 1998, when a major redesign of the holding devices was released. The second generation saw use until 2008.
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. The Nissan Pathfinder has also used this transmission in the past with an external transfer case attached.
In 2003, Subaru released the 5EAT w/ SportShift, based on the Jatco JR505 transmission.
1st 3.5402nd 2.2643rd 1.4714th 1.0005th 0.834Rev 2.370
Final Drive Ratio: 3.583, 3.272 or 3.083
The final use of the 3.272 final drive ratio (Part 38100AB740) was in the 2009 Legacy 3.0R Limited sedan (but not the regular R sedan), the 2009 Outback 2.5XT Limited (but not the regular XT), and the 2009 Outback 3.0R Limited (but not the regular R or LL Bean).
The first use of the 3.083 final drive ratio (Part 38100AB730) was in the 2007 Legacy GT. The final use was in the 2014 Legacy and Outback with the EZ36 engine.
The Tribeca with ez-36 (3.6R) and early Outback XT used the 3.583 final drive ratio.
Subaru made a one off paddle-shift AWD transmission for their B11S Concept car built off the 5EAT platform.
Manufactured by Aisin/Toyota.
1st 3.5382nd 2.0603rd 1.4044th 1.0005th 0.7136th 0.582Rev 3.168
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 outside of Japan 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.
The fifth generation Legacy/Outback and the Subaru 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 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.
Subaru owners have complained about problems with the Lineartronic CVT transmissions[3] and Subaru extended the warranty for cars from model years 2010 to 2018.[4] [5] [6]
TR580
Maximum torque 250Nm
TR690
Maximum torque 400Nm
Subaru made several four speed transmissions from 1970–1989, they are listed below.
1st 3.636 2nd 1.950 3rd 1.344 4th .971 5th .783, Rev 3.583
This was the only five-speed 4WD transmission made for the Subaru Leone
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.
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.
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.
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.
MY 96-99 Transmission specs (and possibly other years)
Source: 1996 Subaru Legacy Service Manual/1999 Subaru Forester Service Manual
Also matches 1999 Legacy 30th Anniversary[7] [8]
different ratios for 2006-07
1st 3.4542nd 1.8883rd 1.2964th 0.9725th 0.7806th 0.695R 3.686Final 4.444:1[9]
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 increasing the preload on the center differential 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 the STi's DCCD system but rather a standard Subaru center viscous coupling center differential, and the front differential is not a limited slip unit. 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.
| Model | 1st | 2nd | 3rd | 4th | 5th | 6th | Reverse | Final Drive | Torque Split F/R | Front Diff | Center Diff | Rear Diff | |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Impreza WRX STi MY01-04 TY856WH3MA | 3,636 | 2,375 | 1,761 | 1,346 | 0,971 | 0,756 | 3,545 | 3,900 | 35/65 | A.P. Suretrac | Viscous Coupling (DCCD system MY03 onwards) | Viscous LSD | |
| Impreza WRX STi MY01-04 TY856WH4MA | 3,636 | 2,375 | 1,761 | 1,346 | 0,971 | 0,756 | 3,545 | 3,900 | 35/65 | A.P. Suretrac | automatic electromechanical DCCD system | Viscous LSD | |
| Impreza WRX STi MY05-07 TY856WW6MA | 3,636 | 2,375 | 1,761 | 1,346 | 0,971 | 0,756 | 3,545 | 3,900 | 35/65 | Helical LSD | automatic electromechanical DCCD system | Viscous LSD | |
| WRX STi MY08-14 TY856UB1KA | 3,636 | 2,235 | 1,590 | 1,137 | 0,891 | 0,756 | 3,545 | 3,900 | 41/59 | Helical LSD | electronic (08-16 electromechanical) DCCD system | Torsen LSD | |
| WRX STi MY15-18 TY856UW6AA | 3,636 | 2,235 | 1,521 | 1,137 | 0,971 | 0,756 | 3,545 | 3,900 | 41/59 | Helical LSD | electronic (08-16 electromechanical) DCCD system | Torsen LSD | |
| WRX STi MY19-21 TY856UW6AB | 3,636 | 2,235 | 1,590 | 1,137 | 0,971 | 0,756 | 3,545 | 3,900 | 41/59 | Helical LSD | electronic (08-16 electromechanical) DCCD system | Torsen LSD | |
| SJ Forester 2.5i 2014-2018 | 3.454 | 1.888 | 1.296 | 0.972 | 0.780 | 0.695 | 3.686 | 4.444:1 | 50/50 | viscous coupling | viscous coupling | viscous coupling |
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 | 3.454 | 1.947 | 1.296 | 0.972 | 0.780 | 0.666 | 3.636 | 4.111 | |
| Legacy 2.5 NA | 3.454 | 1.947 | 1.296 | 0.972 | 0.825 | 0.695 | 3.636 | 4.111 | |
| Outback 2.5 NA | 3.454 | 1.947 | 1.296 | 0.972 | 0.825 | 0.695 | 3.636 | 4.444 |
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.
| Model | 1st | 2nd | 3rd | 4th | 5th | 6th | Reverse | Final Drive | Rear DIff | Transmission Code | |
|---|---|---|---|---|---|---|---|---|---|---|---|
| 2015-2017 WRX | 3.454 | 1.947 | 1.296 | 0.972 | 0.780 | 0.666 | 3.636 | 4.111 | Open | TY751VB9CA[12] | |
| 2018-2020 | 3.454 | 1.947 | 1.296 | 0.972 | 0.780 | 0.666 | 3.636 | 4.44 | Open | TY751VB6CA[13] |
The 2018-2023 Crosstrek featured a six-speed cable shifted manual transmission. It is similar in design to the six-speed transmission found in the 2010-2014 Outback. Subaru stopped offering the Crosstrek with a manual transmission starting with the 2024 model year.[14] This transmission is desirable for its low first gear ratio and compatibility with older Subaru platforms, such as the 3rd generation Outback (2005-2009).[15]
(http://www.vdi-wissensforum.de. Enhanced performance of next generation LINEARTRONIC.