2021 - Latest models CVT issues?

No confusion on my part - but you may be? Just because in one post you mention not having "fake shift points" in a newer Forester and in another you do have fake shift points.... That may just be word choice....

In your 2015 Forester, you do NOT have fake shift points UNLESS you are really accelerating swiftly - like going over 3000 RPM. Then the CVT controller will "shift" to a different ratio. If you drive it under 3000 RPM, it will be one smooth long pull from stop to desired speed. But if you push harder on the go-juice pedal, you get shifts.

Why? It may be a bit of engineering thought to keep you from having an engine and CVT go into full throttle mode and only go to a more "normal" RPM cruising speed when you reach your desired speed. This was a common complaint for many when driving CVT equipped vehicles (outside of Subaru models). I know when I was shopping, I drove a Jeep Patriot and a Jeep Compass (both CVT equipped) and was .. shocked? annoyed? pissed off? by the way it worked. You put your foot down and the revs climb and climb (relatively quickly) to over 4000 RPM (the engine roaring all the way) until I hit 40 MPH (or whatever) and let off the gas pedal. Even moderate gas pedal pressure resulted in the engine racing to power peak and staying there.

The Subaru CVT only raced to power peak when I was really pushing the pedal ... and then it "shifted" to a different ratio to keep the engine in a better position for power and use.

I think it was in 2016 or 2017 when the programming of the CVT was changed and the fake shift points were added to the CVT - and the main reason was because people that were coming from a "regular" transmission (with gears and all) were thinking something was wrong with their Foresters (and probably Outback and Crosstrek models, too) because they were expecting shifts and didn't get them. Later models (SK generation, 2019 until now) kept that fake shifting.

The XT models used a different CVT and had different programming due to the higher torque output of the turbo motor. That CVT has differnet programming to allow for 6 or 8 (depending on S-Drive choice) shift points. I think (I'd have to go read the owner's guide again) that also putting the gear selector in "M" (manual) mode OR using the paddle shifters will turn on that 8 "speed" gear ratios.

But again, drive it at lower RPMs (under about 3K) and you shouldn't feel those shift points UNLESS you're in manual mode or in the S-Drive (S+ ?) mode or using shift paddles.

I prefer a CVT if it works good, that being said, I just recently bought a 2021 Forester and find the following. When coming to a stop it will lock the torque converter and it gives a little jerk or whatever you want to call it. You can get the same action when at 40 or anywhere below when you let off or press on the gas pedal, instead of being smooth, it will give you that little jerk or whatever you want to call it. It happens in parking lots too and it can happen multiple times while driving through the parking lot or at lower speeds on back roads or neighborhoods and I hate it.

The car I traded for this one had a CVT and it did not do this so this is really noticeable to me. Subaru has had the CVT in the Forester a lot longer, since 2014 according to what I see and I don't know if the design does not allow for improving that or if it is beyond Subaru's ability or they just don't want to bother but it would be so much nicer if they could improve that. I am not sure if other people just don't notice it or it just does not bother them or if mine is worse than theirs or what but it makes me very unhappy and takes away from the ownership experience.

For the Subaru CVT - it's been around since before the 2014 Forester (which I have) as it was in the Outback models for 2013 and maybe a year or two earlier. And I can't say I've had a lot of jerking or odd behavior when taking my foot off the gas or accelerating from a mid-speed (like 40 MPH). As CVTs are electronically and computer controlled, ther emay be times when traffic conditions will be different from what the computer "thinks" you're doing. The old Chrysler A604 transmission (called the Ultradrive, introduced in the early 90s as their first electronically controlled transaxle. When you'd be slowing down (for traffic or a light) and suddnely able to accelerate (light turns green, traffic moves, whatever) the transmission would jerk as it went from coasting in 4th/overdrive to engaging 1st or (more often) 2nd gear to accelerate away. The CVT has some similar actions depending on how you hit the gas pedal.

As to the Dodge Caliber - remember that it originally was a replacement for the soon to be discontinued PT Cruiser and Dodge Neon compacts. The CVT was from JATCO (same as many Nissans of the era). The original Compass/Patriot twins used that same transmission. When I test drove the Compass back then, it was very rubber-band, yes, but just seemed to peg the motor when I was accelerating.

ForesterBill said:

For those that remember the Subaru Justy from the late 1980's, it too had a CVT.

Click to expand...

I was thinking about those the other day.






Never had that issue with the A604, but then the ones I drove were made after they fixed the bulk of the problems with them. (41TE)
They still had issues in the bigger V6 cars (Dynasty) and some longevity issues when they downgraded it to the 40TE. The best ones were in the V6 Shadow/Sundance, and the later Caravans seemed to go past 200,000 miles.

At least that was my experience with them. IMHO they killed the reliability when they began varying the hydraulic line pressure with engine load to reduce power consumption. (Fuel economy)

I had a 3.0 5 speed Sundance and a co worker had a 3.0 4 speed ATX (41TE)

We put them side by side and hammered them. Neither car had an edge. It was an interesting experiment. The sad part was the ATX got 1 more MPG than the MTX.

By the time they put the 41TE in the neons, that was no longer the case. Whatever they did to them, if you wanted fuel economy and reasonable acceleration, you better get a 5 speed MTX.

But it early on demonstrated the potential that was lurking there, spelling doom for MT cars as CAFE became more important, and the masses didn't want to be bothered learning how to use that 3rd pedal.

Part of the reason I didn't complain too much about the Forester not having an MT option is with the CVT my wife can drive it if need be. My other cars I had/have, if something had happened, where I couldn't drive, we would be stuck, as she has no intention on learning to drive stick. And she grew up on a farm, driving tractors.
















With automatic transmissions... 😑

Having driven my wife's '17 Forester, I was impressed how responsive it is, and I hate to admit it, but it at least seemed faster than my 2010 MT Impreza Outback Sport. The Impreza is a 2.5 but 8 to 10 hp less. Not sure on torque. And her Forester got better fuel mileage.

Now, the '17 and the 21 are two different animals. Her '17 seems less refined, the throttle/CVT is a lot more responsive to input. You have to be more conservative on throttle input to maintain a smooth take off. Otherwise it will chirp the tires if you get a bit throttle heavy. Even driving around town at speeds under 40 MPH, it is a bit jumpy.

The '21 seems to be less jumpy, but still puts down the power, just in a smoother fashion. It could also be partially due to the difference between port injection, and direct injection.

Edit: Actually the Impreza and '17 Forester are both the same rated HP, I was thinking the
'17 had 182, but they are 170. It shows how the power is transferred can make a difference in what the wheels see. Usually an MT will do better than an AT, but that was the old days...