Crosstrek doesn't have turbo. Don't underestimate the abrupt impacts that turbo response has on the Ascent's engine and drivetrain. With chain drive and early torque converter lockup, direct mechanical connection of the engine to the wheels makes everything felt. Smoothing the drivetrain in the Ascent has proven to be difficult.
I read a road test from an Aussie site on a large Hyundai turbo diesel AWD SUV with a "high torque, wet clutch 7-speed DCT". The reviewer put it thru a torture test by backing up a long steep hill repeatedly, trying to overheat it, and concluded it was bulletproof. Porsche and many high HP cars use DCTs with good results.
The problems, to date, are not in the CVT itself, but in the harness (2019) and TCM programming (2019-2020).
I assume my 2022 Onyx (Sept 2021 build) has the latest and greatest hardware, programming, etc. But it seems "confused" until it reaches highway speeds. RPM goes up & down, TC in and out of lockup, etc. I've driven every type of transmission in my 60 years of driving, but this one just doesn't seem "sorted". No serious issues, just not quite right.
Exactly, not sorted well. I don't think that I've driven any automatic in the last 10-15 years that had as many "hunting" issues. They might not have always been in the gear needed, but they were smooth about it.
I hope so. It seems odd, but it's supposed to. Combination of varying RPMs and sliding CVT ratio.
I don't think that's the torque converter lock, but the wastegate, as I'd mentioned in some other thread as a possibility. I've been watching the lockup via ActiveOBD, and, at speed, it's always locked.
There's only ever been one transmission like the TR690HT, and that's the TR690 that preceded it in the 2010-2012 Outback/etc 2.5i. Nothing else was, or is, like it.
With all respect Robert, I believe I can tell the difference between TC lock and the wastegate, but maybe not.I hope so. It seems odd, but it's supposed to. Combination of varying RPMs and sliding CVT ratio.
I don't think that's the torque converter lock, but the wastegate, as I'd mentioned in some other thread as a possibility. I've been watching the lockup via ActiveOBD, and, at speed, it's always locked.
There's only ever been one transmission like the TR690HT, and that's the TR690 that preceded it in the 2010-2012 Outback/etc 2.5i. Nothing else was, or is, like it.
Other than the wastegate opening (will make a vid showing the TC Lockup soon), which isn't even directly related to the CVT, the way to "sort out" the TR690, is to remove the faux shifting. I implore everyone, if you get a chance to drive a 2010-2012 Subaru Outback 2.5i with CVT (basically any H4 OB from 2010-2012 that's not mated to the manual), take the opportunity, and drive it, and see the difference.
The faux shifting is the source of 90% of the actual (not something else) Ascent CVT complaints. And, it does the crap it does, because of, still, the likes of Car & Driver, who STILL ding it, because those weird harsh oddly timed shifts we all hate, aren't harsh enough and prominent enough and frequent enough for their liking (C&D 2021 review).
Again, the data shows its not the lock-up clutch. Get ActiveOBD and a compatible dongle and see for yourself.
Thanks, I do have the activeOBD app, I'll add TC lock% to the screen. I don't see a wastegate value, only intake pressure.
Yes, that one is problematic, because, there's no cheap way for us to monitor it. "TC Lock" is "Lockup %" in ActiveOBD. I suspect you'll see the standard "96%" lock at any speed above a crawl. Chances are you'll beat me to testing before I have a chance to make a video. I need to go power wash my mother's house this weekend, and catch up on some much needed maintenance on my workshop.
An interesting issue indeed. The Ascent TC is the most efficient (low stall) I've ever driven, and I've driven many, I can idle up my driveway grade with hardly any throttle input. My impression is that the lockup/unlock is too "touchy", and the "downshifts" too eager if that makes sense.
Just a thought................
I plan to upgrade my 2020 to a 2023 Ascent when they figure this out. 🤞
Watch the data on ActiveOBD.
I completely agree with this. We had a 14 Outback 2.5, which was the last CVT version before they started putting in the fake shift points, and I thought it was MUCH smoother and better to drive than the Outbacks and Ascents we had from 15 onward, with the fake shift points. I didn't think the fake shift points were that bad in the 17 Outback, but with the turbo in the Ascent, it was a PITA - right as Turbo started spooling it tried to shift, came off boost, and started hunting around. Unless you had your foot pinned to the floor, or in manual mode, I hated it. In the 14 Outback, to get up to speed I would mash the throttle to get the revs up, then let off a bit to let the RPMs drop a bit (can't remember what RPM range it pulled nicely in) and then it was super smooth, at what seemed to be a good torque/hp range. I could never do that with the CVT with fake shift points.
