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I found the particles to be thoroughly shot through the transmission causing that all bearings would need replaced to eliminate the contamination.īy creative design, Subaru has caused that any oil returning to the sump without passing through the output shaft must pass through a series of traps. The particles destroyed the pinion shaft and related bearings. The final bearing on the output path runs directly on the pinion shaft. Because of the flow pattern for oil in these transmissions most of the particles were finely ground when running through the output shaft. The hard surface of the balls and races flaked away and made their way through every bearing and wear surface in the transmission. Eventually the remaining portion of the spacer disintegrated and the balls and races were badly spalled. When one of the spacers broke apart the balls began to jam against one another. This bearing contains two light sheetmetal ball spacers and this bearing is prevented from spinning in the transmission case by friction alone. At this point I was still hopeful.ĭamage to Transmission: Near the rear of the input shaft is mounted a double row ball bearing. There were no solid fragments visible in the oil but the oil was considerably darkened. When I drained the oil from the transmission I noted very a fine mud-like paste on the magnet. I effectively ran mine dry many, many times.
During out of gear idling oil cannot be effectively routed through the primary bearing on the input shaft. Seeing the internals of this 5 speed transmission in action I learned there is very little oil distributed when the output shaft is not rotating. I am a trained EMT and have left this vehicle in the same condition many times while on the scene of accidents, sometimes for hours. I would frequently start the car on cold mornings and allow the engine to warm, idling out of gear. I am convinced that the bearing went out because of my driving habits and a design limitation of Subaru 5 speed transmissions. Leaving the vehicle idling out of gear with the clutch out spins the input shaft. For those unaware, the shaft spins any time the clutch is engaged. Toward the end the chattering sounds were quite loud and could be heard any time the input shaft was spinning. Despite the very limited mileage the sounds rapidly increased. After several weeks and the recovery of our stolen Suburban I stopped using the Baja to commute and limited its use to a weekly 1 mile run to the local dump. I continued driving the Baja and the sound gradually became louder and louder. My daily commute totals 125 miles with 90 being on the highway. I was unable to garage the vehicle because our other car had been stolen. I determined an input shaft bearing must be going out. Pressing the clutch would not stop the sound but shifting to neutral would. It was initially noticeable only in fifth gear and with the window open. It was RPM dependant and did change frequency with gear changes.
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Later Symptoms: Months later when driving with the windows open and beside a jersey wall I heard a chattering sound echoing from under the car. Moving the shifter forward or backward causes the currently corresponding fork to also move engaging a gear set. As the shifter in the auto is moved left to right the paddle moves between each of the three forks. The linkage which enters the rear of the transmission and is connected to the shifter handle ends in a paddle-like affair which moves within the box. When the transmission is in neutral the gaps in terminal ends of these linkages form a box. A piece of the spacer fell onto and lodged in the very simple and otherwise unstoppable internal gear selector mechanism. Wrong! If your Subaru ever does this have the transmission removed immediately! What I learned much later was that the ball spacer in a bearing had broken.
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The linkage was free and the problem solved. Hoping to jostle a simple linkage problem I struck the bottom of the case a few blows with a dead blow hammer.
Subaru forester forum loud pipes manual#
Please note, I learned then there is little, if anything, that can go wrong with a Subaru manual shift linkage. I burned the clutch getting the car home then lifted it hoping to find an issue with the shift linkage. When traffic began to move I found my transmission hung in fourth gear. During my evening commute I slowed to a stop in the interstate. If I had properly identified what happened then I would have saved me hundreds of dollars. What I wish I knew then: Approximately 9 months (15,000 miles) before I first noticed audible symptoms of transmission trouble an incident occurred which I did not fully appreciate. Vehicle: 2003 Subaru Baja, 2.5l naturally aspirated, 5 speed manual - TY754VCDCA, 4.11 gearing, 178,000 miles.
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