Flares to 4,000 rpm, then lags. Shudders at 30 mph like you hit rumble strips. That is how Forester CVTs start to talk before they quit. From 1998 to 2013, Subaru ran the old 4EAT and 5EAT automatics. Heavy, geared, and rebuildable. In 2014, the Forester switched to the Lineartronic CVT, mainly the TR580, with … Read more
Flash the AT TEMP light. RPMs flare. Feels like the transmission lost its grip. That’s how Outback CVTs start talking before they quit. From 2010 on, Subaru phased out the old 4EAT and rolled in the Lineartronic CVT. Early TR690 units stalled at stops from torque converter wear. Mid-cycle TR580 models lit up dashboards with … Read more
Cranks hot, won’t fire. Dies at a stoplight, then restarts after a cool-down. That’s how 7.3 Powerstroke problems show up. Built from 1994.5 to 2003, this diesel runs a HEUI system that uses engine oil to fire the injectors. Miss 500 PSI while cranking and it won’t start. Let coolant chemistry slide and cavitation eats … Read more
Burns oil, throws a cooling code, smells like hot fuel at idle. That’s how some Hyundai 2.5 engines start talking back. The Smartstream 2.5L was built to erase the old Theta II rod-bearing disaster and the fire headlines that followed. Rod-bolt debris failures that haunted 2011–2019 engines largely fade here. In their place, new trouble … Read more
Ease off the brake, the truck lunges like someone tapped the bumper. That’s how Titan transmissions start talking. From 2004 to 2024, Nissan cycled through three automatics in this truck. The early 5-speed drowned in coolant and earned the “Strawberry Milkshake of Death” name. The 7-speed chased smoother shifts and picked up shock and converter … Read more
Hesitates off the line, then lunges hard. Feels like the clutch forgot what gear it wanted. That’s how many Tucson transmissions start to unravel. Since 2016, Hyundai cycled through a dry 7-speed DCT, a return to a torque-converter 8-speed, and a hybrid 6-speed with an electric motor packed into the bellhousing. The early 4- and … Read more
Hear a deep knock, then watch the dash light up and the engine quit. That’s how some Tucson failures start. Between 2010 and 2026, Hyundai ran multiple engine families through this SUV, and several landed in federal recalls and billion-dollar settlements. Early 2.4-liter Theta II engines suffered from crank machining debris that chewed up rod … Read more
Shudders off the line. Revs climb, speed doesn’t. Feels like the gearbox is slipping on ice. That’s how many Nissan Versa CVTs start to go. From 2007 through 2026, Nissan cycled the Versa through old 4-speed automatics and several Jatco-built Xtronic CVTs. The early 4-speed holds up. The second-gen JF015E CVT7 racks up the most … Read more
Climb a long grade, hold 4,000 rpm, temp needle barely moves. That’s how the Toyota 2.7 earns its legend. Big four-cylinder torque, simple hardware, iron block built for abuse. From 1994 onward, Toyota ran two main versions: 3RZ-FE and 2TR-FE. Same 2,693 cc layout. Same square 95.0 mm bore and stroke. Different weak spots once … Read more
Fire it up on a cold morning. Hear a quick rattle. Catch a faint oil smell after a long drive. That’s how 2.7 EcoBoost problems usually start. Ford rolled out this Nano V6 in 2015 with a CGI block, twin turbos, and boost near 29 psi. Early trucks fight oil pan leaks and carbon buildup. … Read more