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 1970s, all Subaru conventional automatic transmissions have been Jatco designs adapted to Subaru specifications. Since the 2014 model year, the conventional automatic transmissions in North American-spec Subaru vehicles have been replaced with Lineartronic CVTs (with some exceptions such as Outbacks with the 3.6 liter engine).
- 1Automatic
- 1.1Three-speed
- 1.2Four-speed
- 1.3Five-speed
- 1.4Six-speed
- 2Continuously variable
- 3Manual
- 3.1Four-speed
- 3.2Five-speed
- 3.3Six-speed
Automatic[edit]
Is this just a feature Subaru could don without? Paddle shifters still place the transmission in a set gear ratio. Joined Aug 4, 2009. Subaru SH Forester Paddle Shift Kit 83156AG000 at AVOJDM.com. This kit comes complete with paddle shift assembly, steering column cover and wiring.
Three-speed[edit]
All of Subaru's three speed automatic transmissions were made by Jatco.
3AT[edit]
- Gear Ratios: 1st 2.600 2nd 1.505 3rd 1.000 Rev 4.100
- Usage: 1975–1979 Subaru Leone
3AT 1st revision[edit]
- Gear Ratios: 1st 2.600 2nd 1.505 3rd 1.000 Rev 2.166
- Usage: 1980–1982 Subaru Leone
3EAT[edit]
The 3EAT was an electronically controlled 3AT with available Single-Range 4WD.
- Gear Ratios: 1st 2.821 2nd 1.559 3rd 1.000 Rev 2.257
- Usage: 1983–,19841994 Subaru Leone 1985–1989 Subaru XT and Subaru BRAT
Four-speed[edit]
Subaru built their own four-speed automatic transmission based on the old Jatco design. It was available in FWD and Full-time awd.
ACT-4 or VTD[edit]
Subaru uses two types of traction delivery systems, called Active Torque Split, or the performance oriented Variable Torque Distribution, called VTD. Active Torque Split 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 apply of the clutch based on a model stored in memory. The effect is a constantly and actively changing apply to the rear wheels anywhere from a few percent to fully locked. The control unit can and does change the apply several times per second. Vehicles with higher power engines use a more aggressive model resulting in generally higher rear apply. 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. Active Torque Split and VTD are found in both generations of the 4 speed while the 5 speed uses only VTD.
4EAT[edit]
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 generation was used until about 1998, when a major redesign of the holding devices was released. The second generation saw use until 2008.
- Gear Ratios: 1st 2.785 2nd 1.545 3rd 1.000 4th 0.694 Rev 2.272
- Some versions had gear ratios of 1st 3.030 2nd 1.620 3rd 1.000 4th 0.694 Rev 2.272
- Usage: 1988–1991 Subaru XT, 1990–2004 Subaru Legacy, 1992–1997 Subaru Alcyone SVX, and all Subarus 1995–2009
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.
Five-speed[edit]
Subaru released the 5EAT w/ SportShift in 2003 based on the Jatco JR507E transmission.
5EAT[edit]
- Gear Ratios:
1st 3.5402nd 2.2643rd 1.4714th 1.0005th 0.834Rev 2.370
- Usage: 2005+ Subaru Legacy GT and 3.0R; Subaru Outback XT, 3.0R, and 3.6R; Subaru Tribeca
Forester s-edition
Six-speed[edit]
Subaru made a one off paddle-shift AWD transmission for their B11S Concept car built off the 5EAT platform.
6EATT[edit]
- Gear Ratios: 1st 3.636 2nd 2.264 3rd 1.471 4th 1.000 5th 0.834 6th 0.700 Rev 3.272
- Usage: B11S Concept Car Only
Continuously variable[edit]
1989–1994 Subaru Justy ECVT/Justy 4WD ECVT[edit]
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 to North America 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 also supplies other companies with CVTs, as well. The Justy ECVT was also available with hydraulically actuated 4WD (unlike the 5sp manual Justy, which has pneumatic actuation) in November 1988, this model was called the Justy 4WD ECVT.
- Gear Ratios: Infinite
- Usage: 1989–1994 Subaru Justy
Subaru Lineartronic CVT TR690 and TR580[edit]
Lineartronic CVT transmission
The fifth generation Legacy/Outback and the JDMSubaru 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 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]) different 'virtual' gears, where the transmission will hold a particular ratio.
- Gear Ratios: 6.32:1
- Usage: 2008–current Subaru Legacy / Outback / Exiga / Impreza / Levorg / Forester / XV and 2015 Subaru Impreza WRX Premium and Limited Editions.
TR580
- 2012-17 Legacy/Outback 2.5L NA
- 2012-17 Impreza 2.0L NA
- 2013-15 Crosstrek 2.0L NA
- 2014-2017 Forester 2.5L NA
TR690
- 2010-11 Legacy/Outback 2.5L NA
- 2015 Legacy/Outback 3.6L NA
- 2014-17 Forester 2.0L Turbo
- 2015-17 WRX 2.0L Turbo
- 2016-17 Legacy/Outback 3.6L NA
- 2019-2020 Ascent
- 2020 Legacy/Outback 2.4L Turbo
Manual[edit]
![Shift Shift](/uploads/1/2/5/7/125789737/811270858.jpg)
Four-speed[edit]
Subaru made several four speed transmissions from 1970–1989, they are listed below.
T71[edit]
- Gear Ratios: 1st 3.307 2nd 1.944 3rd 1.344 4th 0.942 Rev 4.100
- Usage: All 1970–1982 FWD
T71A 1st revision[edit]
- Gear Ratios: 1st 3.636 2nd 1.950 3rd 1.193 4th 0.769 Rev 3.583
- Usage: All 1983–1989 Subaru Leone FWD 1600cc
T71W 4WD[edit]
- Gear Ratios: 1st 4.090 2nd 2.157 3rd 1.379 4th .971 Rev 4.100, Low Range 1.462
- Usage: 1975–1980 Subaru Leone and 1978–1981 Subaru BRAT
T71W 4WD 1st revision[edit]
- Gear Ratios: 1st 3.666 2nd 2.157 3rd 1.266 4th .885 Rev 4.100, Low Range 1.462
- Usage: 1981 Subaru Leone 1600cc
T81W 4WD[edit]
- Gear Ratios: 1st 3.636 2nd 1.950 3rd 1.266 4th .885 Rev 3.583, Low Range 1.462
- Usage: 1981 Subaru Leone 1800cc
T81W 4WD 1st revision[edit]
- Gear Ratios: 1st 3.636 2nd 1.950 3rd 1.193 4th .769 Rev 3.583, Low Range 1.462
- Usage: 1982–1989 Subaru Leone 1800cc and 1982–1993 Subaru BRAT (EA-81 engine only)
Five-speed[edit]
T71G[edit]
- Gear Ratios: 1st 3.666 2nd 2.157 3rd 1.266 4th .885 5th .725, Rev 4.100
- Usage: 1975–1982 Subaru Leone
T71G[edit]
- Gear Ratios: 1st 3.636 2nd 2.157 3rd 1.266 4th .885 5th .725, Rev 3.583
- Usage: 1983–1989 Subaru Leone 1600cc
T81G[edit]
- Gear Ratios: 1st 3.371 2nd 1.950 3rd 1.266 4th .885 5th .725, Rev 3.583
- Usage: 1983–1989 Subaru Leone 1800cc (EA-81 Engine ONLY)!
5MT EA[edit]
1st 3.636 2nd 1.950 3rd 1.344 4th .971 5th .783, Rev 3.583
- Usage: 1985–1994 Subaru Leone
5MT[edit]
This was the only five-speed 4WD transmission made for the Subaru Leone
- Gear Ratios: 1st 3.545 2nd 1.947 3rd 1.366 4th .972 5th .780, Rev 3.416 Low Range 1.59
- Usage: 1985–1994 Subaru Leone and 1985–1989 Subaru XT 1800cc
5MT full-time[edit]
This transmission was Subaru's first full-time 4WD transmission, only used in the Alcyone/XT6 and 3 door RX.
- Gear Ratios: 1st 3.545 2nd 2.111 3rd 1.448 4th 1.088 5th .871, Rev 3.416 Low Range 1.196
- Usage: 1988–1991 Subaru XT-6
5MT Justy[edit]
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.
- Gear Ratios: 1st 3.071 2nd 1.695 3rd 1.137 4th .823 5th .675, Rev 3.461 Final 4.437
- Usage: 1984–1993 Subaru Justy
5MT Justy 4WD[edit]
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.
- Gear ratios: 1st 3.071 2nd 1.695 3rd 1.137 4th .771 5th .631, Rev 3.461 Final 5.200
- Usage: 1984–1994 Subaru Justy
5MT[edit]
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.
- Gear Ratios: 1st 3.785 2nd 1.945 3rd 1.500 4th 0.994 5th 0.780/(0.735 WRX) – Final 4.11 (3.90 WRX)
- Usage: All 1990–2003 with EJ-Engine
MY 96-99 Transmission specs (and possibly other years)
- Gear Ratios: 1st 3.545 2nd 2.111 3rd 1.448 4th 1.088 5th 0.825 (FWD) / 0.780 (AWD) / 0.871 (Outback AWD) --- Final 3.454 (FWD) / 3.900 (AWD) / 4.111 (Forester, Outback AWD)
Source: 1996 Subaru Legacy Service Manual/1999 Subaru Forester Service Manual
Also matches 1999 Legacy 30th Anniversary[3][4]
5MT revised[edit]
- Gear Ratios: 1st 3.454 2nd 2.062 3rd 1.448 4th 1.088 5th 0.871 Rev 3.545
- Usage: All 2003–2011 Subaru Non-Turbo
5MT revised 2012+[edit]
- Gear Ratios: 1st 3.454 2nd 1.888 3rd 1.296 4th 0.972 5th 0.738 Rev 3.333 Final 4.111
- Usage: All 2012–Present Subaru Non-Turbo
Six-speed[edit]
Impreza WRX STi and Legacy spec. B[edit]
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 making the center differential a limited slip unit 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 DCCD, and neither the front nor center differentials are limited slip units. 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.
- Gear Ratios : 1st 3.636 2nd 2.375 (or 2.235) 3rd 1.761 (or 1.590) 4th 1.346 (or 1.137) 5th 0.971 (or 0.891) 6th 0.756 (or 0.707) Rev 3.545 (This only applies to either the 04-05 STi or the 06+ STi, not both, and not the Spec B.).
- Usage: 2004+ Subaru WRX STi and 2007+ Subaru Legacy spec. B
- Early 2004 WRX STi models came with axle stubs inserted in the transmission with female front axles. Late 2004 WRX STi models came without the stubs and instead had male front axles.
- The 2004 and 2005 model WRX STi 6MT was a final drive of 3.90. In 2006 and 2007 the 6MT came with a final drive of 3.545 which made the 2006 and 2007 much sought after for the non-STi WRX owners as a transmission swap. This is due to the R160 rear differential 3.545 final drive of most of the non-STi WRXs.
- Pre 2008 model year WRX STi 6MT versions utilizes a self-contained oil system with a trochoidal oil pump mounted in the rear of the transmission case. This capability was removed for 2008 and later years as Subaru elected to for a simplified splash/scraper lubrication system. However, the oil pump-equipped 6MT version is still listed as the transmission of choice in the STi Group N parts system, even for the 2015+ model year WRX STi, with the option of mounting a homologated transmission oil cooler. Subaru Tecnica International's choice to continue using the oil pump-equipped 6MT for Group N racing, originally for the 2007 model years and older, led to the assessment that oil pump transmissions are still favored for motorsport/heavy duty applications. As such, 2008+ WRX STi 6MT with the splash/scraper oil system is a byproduct of a cost-saving measure from Subaru, which may have determined an intricate lubrication system was not necessary for a showroom/production vehicle until it would be converted for motorsport use. [5]
Model | 1st | 2nd | 3rd | 4th | 5th | 6th | Reverse | Final Drive | DCCD | 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-present TY856UB1KA | 3,636 | 2,235 | 1,590 | 1,137 | 0,891 | 0,707 | 3,545 | 3,900 | 41/59 | Helical LSD | electronic (08-16 electromechanical) DCCD system | Torsion LSD |
2010 Legacy/Outback[edit]
The 2010 Legacy and Outback models offer a six-speed manual as one of the two transmission options in the base 2.5i, 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.
2015 WRX[edit]
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.
Gear Ratios are:1st: 3.4542nd: 1.9473rd: 1.2964th: 0.9725th: 0.7806th: 0.666Reverse: 3.636Final Drive: 4.11 (or 4.44)
2018 Crosstrek[edit]
Gear Ratios are: 1st 3.8182nd 1.9473rd 1.2964th 1.0295th 0.8256th 0.738Final Drive 4.44:1
Notes[edit]
- ^http://www.subaru.com/engineering/transmission.html
- ^http://sgws.subaru.no/2015_outback_spesifikasjon.html?ref=1453239236.122
- ^'Subaru Transmission Chart'(PDF).
- ^'Relative measurement of 1999 Legacy Gear Ratios'.
- ^https://www.sti.jp/en/competitor/n_parts/partslist.html
Sources[edit]
- 'Subaru Transmission Specs'. Archived from the original on 1 August 2008.
- 1977 Subaru Factory Service Manual
- 1983 Subaru Factory Service Manual
- 1984 Subaru Factory Service Manual
- 1979–2002 Subaru Owner's Manuals
- 'Rallispec LTD. – Subaru Gearbox Chart'. Sports Performance Drivers Association. Archived from the original on 24 February 2012. Retrieved 29 November 2009.
See also[edit]
Retrieved from 'https://en.wikipedia.org/w/index.php?title=List_of_Subaru_transmissions&oldid=919611354'
When you talk about the thrill of driving, it's hard to ignore its active elements: feathering the throttle, trail braking, turning the steering wheel into a gentle bend, or grabbing a clean heel-toe downshift, for example. But lately, it seems like these connections are being reduced or even eliminated. Cable throttle linkages are replaced with potentiometers and wires, steering is electronically boosted and transmissions shift for themselves. While these changes are supposed to increase driving enjoyment, we asked ourselves, which is betterpushing a clutch and manipulating a lever or pulling a paddle?
To find out, we rowed through these transmissions back to back and went into analysis mode. The criteria would be simple: shift times, ease of operation and how well the system meets driver expectations over a short, but tight, autocross course. Our subjects would be a pair of 2009 Mitsubishi Lancer Evolutionsthe GSR features a 5-speed manual gearbox, while the MR sports a 6-speed twin-clutch sequential gearbox called TC-SST (Twin Clutch Sport Shift Transmission) that can be actuated via steering wheel paddles or a center console-mounted shifter. For the purpose of diversity, a pair of 2009 Porsche Cayman S models, with and without PDK (Porsche Doppelkupplungsgetriebe), as well as a pair of 2010 Lamborghini Gallardo Balbonis, equipped with a gated 6-speed manual and 6-speed e.gear system, made cameos.
Manual
The manual-equipped GSR was the first through our course. The familiarity with the shifter's H-pattern gates and clutch was comforting. Downshifting into 1st as you approached the tight corners was easy and second nature with the Evo's lateral torque biasing system pushing the car through to the next straight.
If you drive a manual transmission enough, you begin to develop a rhythm. While you're looking ahead to the entry of the upcoming corner, you're searching for turn-in, brake and shift points. When you reach those points, you begin rev-matching back through the pattern. Heel-toe, slide the lever, release clutch, heel-toe again, slide the lever again, release the clutch and throttle up. As the tach needle sweeps close to the limiter, push the clutch in while pulling back on the shifter. It's easy enough, but at the same time, it's a complicated and coordinated dance with three pedals, a steering wheel and gearshift lever.
As a bonus, it's a user-adjustable system. The shifts are as hard or as smooth as you want them to be. You don't have to wait for a computer to dictate when you can shift, and you even get feedbackshift feel changes as the transmission oil gets hot!
Even still, the twin-clutch automated manual does have its advantages. A consequence for all this flexibility is that the clumsy of foot or hand can also miss a shift. But more critically, we were approximately 1 second faster in the MR than the GSR on a 50-sec. course. This was an immediate drop and the data show that significant time was gained at launch and in all the hard acceleration areas. Being able to keep both hands on the wheel and the ability to consistently utilize left-foot braking was a factor as well.
One thing we noticed with the Evo MR TC-SST and Porsche PDK systems was an inconsistency that seemed to be based on transmission temperature. After six runs, our Evo MR would not execute a launch-control acceleration run and our Cayman S PDK began to exhibit slower upshifts with lazy clutch actuation; other times it would shift early. Not an issue while driving around town, but disconcerting when you're lined up at a competition event.
And so it stands: If driving is about operating a vehicle, the standard transmission is the better choice; you have full control and it's a much simpler system. For the driving enthusiast, it's the clear choice.
Paddle-Shift Manual
Say what you will, but the fastest and the most consistent way to swap gears is with a paddle-shift manual transmission. Period. Just as with anti-lock brakes, no human foot can cycle the brakes as quickly as a computer to slow down the car. And taking technology to its fullest potential, the fastest way around a racetrack could be with a computer at the helm, not a human. But before my email box gets spammed with complaints about how a Road & Track editor can profess such a concept, please allow me to explain.
There has always been controversy about how much technology should come between the driver and car, and whether that technology enhances or detracts from the driving experience. This debate can be addressed by asking more specific questions. If the singular goal is to get around the track as fast as possible, then the transmission should be mechanized. Witness the shift times of the pair of Evos we used in our test. The paddle-shift manual on average took about 0.25 sec. to shift, while the conventional manual gearchanges were closer to 0.40 sec. No human can match a machine's consistency and accuracy. Further, the Evo's TC-SST helped maintain the car's forward momentum as it changed up through the gears, an added bonus for quicker acceleration. The advantages of paddle shift not only proved themselves in our autocross testyou can see the evidence in any top-rung racing series where mechanized transmissions have become the norm.
If the question, however, is how much enjoyment can be had with a paddle-shift transmission, then the argument can become convoluted. Accelerating the quickest and recording the fastest lap time for the ultimate adrenaline rush? Paddle shift wins. Want to feel more accomplished and connected with the car as you perform heel-toe downshifts? Manual wins. A pair of Lamborghini Gallardos we had recently came with both types of transmission. For the street, I'd pick the Gallardo with the gated shifter so I can be part of the process of making the car accelerate, brake and corner and at the same time hear the clicks from the metal shift gate as I try to match the engine speed and gear. For the track, give me the paddle shift, because I want to go as fast as possible.
So, in fact, there isn't a debate. It's all about what you are looking for and for what purpose.