Subaru TR580 Valve Body testing TCC solenoid Fault and PCM/TCM updates
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- Опубликовано: 26 ноя 2023
- Follow along as we scan this Subaru, test the components and repair the problems.
Subaru solenoid failures are common on these CVT transmissions. The dealer doesn’t offer individual solenoids so if you OEM parts you will need to purchase a complete valve body. There are some online course that sell solenoid kits but I don’t have any experience with those parts.
There is also several software updates for this vehicle to help with transmission operation.
Don’t forget to perform a learned value reset when you’re done followed by a test drive to complete the adaptation. 
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Bloody awesome video, thank you for your time on doing it and showing us all. GREAT WORK BUDDY.
I love the longer formats, Chad. I can’t thank you enough for sharing your knowledge and experience with us.
Glad you like them! I hope to release more long format videos in the near future. I personally like watching the long videos at lunch or in the morning while getting ready for the day.
I had the same issue before with my 2012 impreza. I got a good/used original soleniod from ebay for CAD$200. Bought the gaskets and o-rings from the dealer for another CAD$150 and its been working without issues ever since. A new valve body + install is CAD$2500 from the dealer.
Love the long version, thank you
Great video, please keep them coming like this
I would like to get back to full length Diag and repair videos like this one. Thanks for the feedback.
Great video. Appreciate /prefer long detailed video. Nice work 👍
Glad you liked it! I am going to attempt to put out more long form videos in the future. Thanks for the feedback
Thanks for Video, really appreciate some people with knowledge like you spend time educating others. Wife drives same 15 outback with 70k miles, it has the TR580 with TCM on top of transmission cover. I was convinced she had a Transmission issue but now not so sure anymore. I came to see what resistance value you would call acceptable and mine are all within tolerances when cold. Her issue if I was to try to explain feels like if you were to put a manual transmission in 6th gear at low speed, does the shudder only once, if you put some gas it does not do it. there are no check engine light or DTC codes in ECU or in TCM. Trans has fresh fluid. old one wasn't too bad just not as tacky as new one. fluid had been replaced at 35k miles already. originally my first thought was spark plug but no knock sensor code, mass air flow but reading dynamic value seems to work well then read about all type of issues with CVT and in particular the locking of torque converter that possibly happens too early on acceleration so if not enough gas it feels like a engine blocking. This happens in shift manual mode just the same. One thing more if I disconnect battery for let's say an hour (I guess all learning memory gets erased) then can functions well for maybe an hour (maybe until it gets to normal operating temp) then issue starts again. Then after that it can do it cold or hot just the same. I'm thinking issue is caused by a control module thus the reason it is not detecting something is wrong and not throwing any code. Thanks to anyone who spent the time reading and if you have any idea that could help thanks in advance.
I like this video as I have a '17 Forester 2.5i( 180000 miles), CVT fluid changed every 30000 miles.
No problems, so far .
Unfortunately many people think modern transmissions don’t need serviced. It doesn’t help that the OEMs often say that the transmission is lifetime fill.
Thanks for watching and sharing your maintenance interval.
@@ThePracticalMechanic Same 30000 mi. OCI for front and rear diffs.
Which is once a year.
No codes, no check engine light.
5000 mi OCI (every 2 months) on the motor using Kirkland 0w-20 fullsyn.
I used Amsoil Signature fulsyn for the first 100 K but couldn't justify the cost difference when I found the Kirkland oil.
i like a start to finish video the best the length longer single videos easier to follow
Thanks for the feedback. I will try and release more videos like this in the future.
thanks so much a while back you helped me with i think a 1987 22re truck did a head gasket, i have to install a expansion valve on the A/C haven't found it yet assume its in the dash somewhere have you done one of them@@ThePracticalMechanic
Check out the STIS Tech Tips Nov. 2020 article for TC relearn on test drive procedure, it's a separate procedure from the scanner relearn, it's not in the SI.
Appreciate the videos. Make them as long as you feel is necessary.
Thanks for the great tip. I looked at some of the TIPs articles in Prodemand and they are a little blurry. Google cam up with the full quality versions. static.nhtsa.gov/odi/tsbs/2020/MC-10183695-0001.pdf
@@ThePracticalMechanic Yep, that's it! I just learned of this a year ago. Don't understand why it's not in the SI. It may be in SI corrections, haven't seen it.
I've lost count of how many valve bodies I've replaced, all seem to have been ok on test drives with no repeat failures, thinking maybe the TC relearn eventually relearns itself with driver habits.
Check out TSB 16-115-18 CVT warranty extension 10yrs/100,000 miles, it covers 2016-17 models, and there is a similar bulletin for 2018 models.
Thanks both, I looked the newsletter. Does that mean I can use those steps to avoid the relearn tool scanner, as I don't have one and seeing "AT Oil temp" Flashing after mechanic changed the selenoid and the AT fluid?
@@vallabhbhansali-ch6rb
Oh boy!
First, code dependent, a proper diagnosis is required for an effective repair. Most codes are for circuit malfunctions, it doesn't necessarily mean the part is bad. Could be power and or ground related, poor connections, damaged wires and a few other things.
The AT Temp light flashing means there's a trouble code present, needs to be scanned and go from there.
Did your mechanic replace just a solenoid, or the whole solenoid-valve body assembly? Best to get the valve body assembly from Subaru, some models have been updated with new and improved parts.
Also, some models have TSBs (technical service bulletins) , some have service manual corrections for improved diagnostics, and some have software updates for the control units.
After a solenoid-valve body replacement quality parts, a relearn procedure needs to be done with an appropriate scan tool, then the torque converter relearn drive cycle needs to be preformed, all the info is in the service manuals, it requires reading skills.
Doesn't hurt to have proper training as well.
Did your mechanic use Genuine Subaru CVT transmission fluid?
If your mechanic only replaced one solenoid (hopefully the correct one for the code) and he sourced said solenoid from Amazon or eBay, or somewhere like that, good chance he got a crap part. Modern CVT & conventional automatic transmission solenoids are the PWM (pulse width modulated) type, and incorrect solenoid can damage the transmission control unit.
Modern vehicles require technical skills, sometimes you get lucky guessing and tossing a part at it for a fix.
God luck!
Valve bodies will often go on Subarus. No more cvts for me.
I just wish Subaru would sell the solenoids so we didn’t have to replace the valve body on each one. Some of these valve bodies do have wear issues in the spool valve bores so a valve body replacement is probably best although very expensive.
Subaru VBs have been updated many times . If it were just the VB, it wouldn’t be so bad but the entire cvt costs $10k, which can also fail. I shouldn’t have to pay for Subaru’s R&D.
I am currently going thru a big headache with a 2009 Impreza with the Lock Up Valve, still trying to work out what the hell is going on with it.
Going full works for me ☕ 👍
Thanks for watching and thanks for the feedback.
Great thanks
great video, never knew that is so much electronic in this car !
m having codes of P2763 Torque converter solenoid circuit high and P0974 Shift solenoid Circuit high, Im wondering if the whole valve body needs to be changed or just the harness? I had a previous code of just P2764 Torque converter circuit low and I changed the solenoid but after a couple days the P2763 and P0974 showed up
I tried to do the AT learning after a solenoid replacement on my valve body and keep getting session ended abnormally. message I saw elsewhere some people saying I need to run the rear differential inspection mode first and then the AT learn. Have you run across this? Other problem is my scanner does not seem to have this diff inspection mode. Any other thing it could be from preventing me from doing the AT learn?
What's P0971 on a legacy 2.5i? Thx
I have R2 automatic, doesn't move ? R or D
I keep seeing that a relearn is recommended but not necessary. 🤷 but what kind of scan tool will do the job just in case?
Most scantools can get the job done but I have had best luck with the OEM tool. I have done several with the launch scantools as well.
@@ThePracticalMechanic really want have like a 100 dollar one I’m hoping it’ll get the job done.
@@devynbrinsfield the thinkdiag tool links to your phone and should have the quicklearn. amzn.to/4aMT0yB
The topdon topscan may also have it but I don’t have personal experience with it. amzn.to/49XvRs6
@@ThePracticalMechanic you the best man thank you!!
don't buy individual solenoids, they are aligned from the factory in the valve body.
At the shop we always replace the entire valve body. The spool valves often wear in the bore as well. Many report good luck replacing just the solenoids and if it was my vehicle I would likely do just a solenoid and see how it turns out.
This makes me wonder how many failed CVT transmission stories are really an issue like this.
I’ve replaced a couple Subaru CVT transmission because the belt would squeal or they would have bearing noise. I have replaced a lot more valve bodies. I prefer the TR580 transmission because It less messy with the valve body on top. I’ve done several valve bodies on the 690’s as well but not as many.
Subaru CVT transmission's failure stories are as numerous as are the causes, the majority are electrical circuit malfunctions from duty-controlled valve body solenoid failures, intermittent circuit opens and shorts and some are mechanical in nature.
There are lots of TSBs for corrective fixes, remedies, improvements to function with software updates, revised diagnostic procedures, and product campaigns extending warranties on some.
It's easy to lump them all together.
They're just another example of when excess becomes ridiculous in an effort to maximize efficiency.
Personally, I think some folks' driving habits take their toll causing the transmission control side to have to work double time.