What Usually Fails on a CVT

The parts that most often fail in a continuously variable transmission (CVT) are the steel belt or chain and the pulleys (variators), followed by hydraulic control components (valve body/solenoids), bearings, seals and pump, the launch device (torque converter or start clutch), fluid coolers and lines, and—less commonly—speed/temperature sensors or the transmission control module (TCM). In practice, most CVT failures trace back to heat, contaminated or incorrect fluid, and pressure-control issues that accelerate wear on the belt/chain and pulleys.

How CVTs Fail—and Why It’s Different from Traditional Automatics

Unlike step-gear automatics, a belt- or chain-driven CVT continuously varies ratio by squeezing a steel belt or chain between two cone-shaped pulleys using hydraulic pressure. That makes the CVT highly sensitive to fluid quality, temperature, and precise pressure control. Any loss of clamping force, surface damage, or contamination leads to slip, heat, and cascading wear.

Common Failure Points Inside a CVT

The following components account for most CVT failures reported by technicians and rebuilders across markets:

• Steel belt/chain: Stretch, glazing, or breakage after repeated slip; loose “tinsel” strands or shredded debris in the pan are classic signs.
• Primary/secondary pulleys (variators): Scoring, grooving, or cone face wear that reduces clamping and causes persistent ratio or slip codes; thrust bearing wear is common at higher torques.
• Valve body/mechatronics: Sticking pressure-control solenoids, worn valve bores, or stepper motor faults that cause erratic line pressure and ratio control.
• Hydraulic pump and pressure regulator: Pump wear or relief valve issues that starve the system of pressure, especially hot; can trigger overheat or limp modes.
• Bearings: Input, output, and idler bearing pitting leading to high-pitched whine and metallic glitter in fluid.
• Seals and launch device: Start clutch (in clutch-type CVTs) glazing/burn; torque converter lock-up clutch shudder in converter-type CVTs.
• Fluid cooler/heat exchanger: Clogging that overheats fluid, or coolant-to-fluid cross-contamination in integrated heat exchangers (“strawberry milkshake”).
• Sensors and TCM: Failed speed or temperature sensors, wiring faults, or corrupted adaptive data causing ratio errors and harsh behavior.

When any of these parts degrade, the resulting slip and heat typically contaminate the fluid with metal, accelerating wear in the rest of the unit.

Early Warning Signs Drivers Notice

Drivers often experience several of these symptoms before a CVT fails completely:

• Rising-and-falling whine or rumble that follows road speed, not engine RPM.
• RPM flare without matching acceleration, especially on light throttle or hills.
• Judder/shudder when taking off from a stop or during steady low-speed cruise.
• Delayed or harsh engagement when shifting between Reverse and Drive.
• Overheat warnings, limp-home mode, or poor performance when hot.
• Dark, burnt-smelling fluid or obvious metallic debris on the drain plug/magnet.
• Diagnostic trouble codes related to ratio monitoring or pressure control (generic P07xx family such as ratio, slip, or pressure solenoid faults).

Catching these signals early and correcting heat or fluid issues can prevent catastrophic belt and pulley damage.

Root Causes Behind Most CVT Failures

While parts fail, the underlying reasons are usually environmental, maintenance-related, or control-related:

• Heat: Heavy traffic, towing, steep grades, and high ambient temperatures elevate fluid temps and thin hydraulic film strength.
• Fluid issues: Using the wrong fluid, extended change intervals, or varnished/oxidized CVT fluid undermines clamping force and solenoid operation.
• Restricted flow: Clogged internal strainer, pan filter, or external cooler reduces lubrication and pressure stability.
• Manufacturing/design tolerances: Certain units receive updated valve bodies, pumps, or software to improve pressure control and durability.
• Driver behavior: Full-throttle launches, holding the vehicle on an incline with the throttle instead of the brake, or prolonged wheelspin on snow/sand add heat and slip.

These factors often interact—heat thickens the problem list by accelerating varnish formation and bore wear, which further destabilizes pressure control.

What Maintenance Actually Helps

Today’s CVTs are more durable than early designs, but they still rely on clean, correct fluid and adequate cooling. These practices demonstrably reduce failure risk:

• Use the exact CVT fluid specified by the manufacturer; change it proactively (often 30,000–60,000 miles / 50,000–100,000 km, or sooner under severe use).
• Replace the pan filter/strainer where serviceable, clean magnets, and inspect for debris; consider an auxiliary in-line filter only if approved.
• Check and, if needed, replace or flush the cooler and lines during major service; an auxiliary cooler can help in hot climates or with frequent mountain driving.
• Apply TCM software updates and perform the required relearn/adaptive procedures after fluid or hardware work.
• Drive gently from a stop, avoid neutral drops and power-braking, limit wheelspin, and don’t tow beyond rated capacity.

Following conservative fluid service and ensuring the cooler circuit is clear are the two biggest life-extenders for most CVTs.

Repair Paths and Typical Costs

Once metal contamination is present or belt/pulley surfaces are damaged, partial repairs rarely last. Here’s how shops typically proceed:

• Valve body or solenoid pack replacement: roughly $600–$2,000 in parts plus labor, depending on access and programming needs.
• Cooler/heat exchanger and line replacement: about $150–$600 in parts; mandatory if contamination or cross-leak is suspected.
• Rebuilt/remanufactured CVT: commonly $3,000–$6,500 installed, varying by model and market; includes updated hard parts and calibrations.
• New OEM CVT: often $4,500–$9,000 installed; typically chosen when reman isn’t available or for warranty alignment.
• Bearing-only or internal hard-part repairs: labor-intensive and often not economical unless the unit is already out and clean of debris.
• TCM or sensor repairs: $200–$1,200 in parts plus programming; cost-effective only if confirmed as the root cause.

Because debris spreads quickly, reputable shops will flush or replace the cooler and lines and program/relearn the TCM after major repairs or replacement.

When Replacement Is the Only Practical Option

If the belt/chain has slipped significantly, the pulleys are scored, or ferrous debris is heavy, a complete unit replacement or high-quality remanufactured CVT is usually the only durable fix. Attempting spot repairs in a contaminated unit often leads to repeat failures.

How CVT Types Differ in Failure Patterns

Not all “CVTs” share the same weak points; design differences influence what fails first:

• Belt-drive CVTs (common in compact/midsize cars): Most susceptible to belt/pulley surface wear and pressure-control issues.
• Chain-drive CVTs (used in higher-torque applications): Better torque capacity, but chain stretch and thrust-bearing wear can surface at higher mileage.
• Toroidal CVTs (rarer): Roller-disc interface wear and lubricant shear are typical concerns.
• Hybrid eCVTs (planetary-split, no belt/chain): Mechanically different and generally avoid belt/pulley failures; issues, when they occur, center on electric machines, inverters, or bearings.
• CVTs with a launch gear: Reduce low-speed belt stress; still depend on fluid health and pressure control for longevity.

Understanding the unit type helps target inspections and set expectations for maintenance and repair.

How a Shop Confirms a Failing CVT

Professional diagnosis combines data, inspection, and a controlled road test to avoid misdiagnosis:

• Scan-tool data: Compare commanded vs. actual ratio, line pressure targets, temperature, and slip; check adaptation values and TCM software level.
• Fluid check: Color, odor, viscosity, and debris on the magnet; ferrous vs. non-ferrous contamination assessment.
• Pressure tests: Verify base and modulated line pressure across conditions; confirm pump and regulator health.
• Noise localization: Chassis ears or stethoscope to distinguish bearing whine from tire or hub noise.
• Road test: Controlled launches, hill loads, and steady-state checks to reproduce flare, shudder, or overheat behavior.

Accurate diagnosis can save money by identifying repairable control issues before internal damage cascades.

Bottom Line

What usually fails on a CVT are the belt/chain and pulleys, with pressure-control hardware (valve body/solenoids), bearings, and cooling components close behind—failures often seeded by heat and fluid degradation. Preventive fluid service, effective cooling, correct software, and gentle launches dramatically improve longevity; once metal is circulating, replacement is often the only durable fix.

Summary

CVT failures concentrate around the belt/chain-and-pulley system and the hydraulic controls that keep it clamped. Heat, dirty or incorrect fluid, and pressure instability are the primary drivers. Early warning signs include whine, shudder, RPM flare, and overheat alerts. Proactive fluid and cooler service, software updates, and moderated driving extend life; after significant slip or debris, a remanufactured or new unit with a flushed/replaced cooler is the most reliable remedy.

What usually fails in CVT transmission?

CVTs often fail due to belt wear, overheating, fluid issues, solenoid/valve body problems, and overload. The continuous metal-on-metal friction between the steel belt and variable-diameter pulleys causes wear and can lead to the belt breaking or slipping. Overheating is common, especially in powerful vehicles or with extended towing, reducing fluid effectiveness and causing component damage. Leaking seals, low or degraded fluid, or faulty sensors and solenoids in the valve body disrupt fluid pressure and control. 
Common Failure Mechanisms

• Belt & Pulley Wear: Unlike traditional transmissions with gears, CVTs rely on a belt (or chain) and two variable-diameter pulleys to change gear ratios. The metal-on-metal contact inherently causes wear over time. 
• Overheating: The belt and pulley system generates significant heat. Insufficient cooling from the transmission fluid or adding external loads like towing or steep inclines can lead to overheating and component damage. 
• Transmission Fluid Issues: Degraded or low transmission fluid reduces lubrication and cooling, increasing friction and wear. Over time, this can cause the belt to slip or fail. 
• Solenoid & Valve Body Problems: The transmission’s control unit includes solenoids within the valve body that manage fluid flow. A failure in these solenoids, especially the torque converter clutch lockup solenoid, can disrupt fluid pressure and cause control issues. 
• Excessive Load/Torque: CVTs are generally best suited for lighter vehicles. Applying too much torque, especially in powerful vehicles or with heavy loads, can stress the belt beyond its designed capacity, leading to failure. 

Symptoms of CVT Failure

• Shuddering or Slipping: The vehicle may shake or feel like it’s skipping gears, indicating the belt is slipping on the pulleys. 
• Overheating and Limp Mode: The transmission may overheat, triggering a “limp mode” that reduces engine power to prevent further damage. 
• Loss of Power: A weak or slipping belt can result in a noticeable reduction in acceleration and power. 
• Strange Noises: You might hear whining or humming sounds, especially during acceleration. 

Which years of Nissan CVT to avoid?

You should avoid most Nissan model years that came equipped with a Continuously Variable Transmission (CVT), especially those from 2008-2017, as these are widely documented as having high failure rates and costly repairs. Specific models known for significant CVT issues include the Sentra (2012-2017), Altima (2013-2016), Pathfinder (2013-2014), and Murano (2015), though problems have been reported in many other models and later years, too. 
Why these model years are problematic:

• High Failure Rates: Many Nissan CVT models have a history of premature transmission failure, often before reaching 100,000 miles. 
• Expensive Repairs: When a Nissan CVT fails, the repair or replacement cost is extremely high, which can make the vehicle a risky purchase. 
• Design Flaws: Issues include problems with the belt system, seals, and overheating. 
• Recall and Warranty Extensions: Nissan has issued multiple recalls and warranty extensions for specific model years due to these widespread defects. 

Specific Model Years to Be Wary Of: 

• Sentra: 2012-2017
• Altima: 2013-2016 (settled class action lawsuit), and others in the 2017-2021 range
• Pathfinder: 2013-2014
• Murano: 2015
• Rogue: 2014-2018 and later models have also seen issues

General Advice:

• Avoid Used Nissan CVTs: Given the severity and frequency of problems, it’s often recommended to avoid used Nissan vehicles equipped with CVT transmissions altogether. 
• Be Aware of Ongoing Issues: While some improvements were made around 2014-2016, transmission problems continued into later model years, with complaints surfacing in Sentras, Altimas, and Maximas up to the present day. 
• Understand the Risk: Even vehicles that have had a CVT replaced may eventually fail again, so thorough research into the specific vehicle is crucial. 

How often do CVT transmissions fail?

CVT failure frequency varies significantly by manufacturer, model year, and maintenance, with early and Nissan CVTs showing high failure rates, sometimes before 100,000 miles. In contrast, other manufacturers like Honda and Toyota produce reliable CVTs, especially the electronic CVTs (eCVTs) in hybrids, which can last over 300,000 miles. Regular fluid changes, proper driving habits, and choosing a model from a reliable brand are crucial factors in extending a CVT’s lifespan.
 
This video explains the difference between reliable and unreliable CVT transmissions: 59sCar Help CornerYouTube · Jul 25, 2025
Factors influencing CVT failure rates

• Manufacturer and Model: Some brands, particularly early Nissan models, are notorious for high CVT failure rates due to design flaws, while other manufacturers like Toyota and Honda have a proven track record of building reliable CVTs. 
• Maintenance: Regular, proper maintenance, including changing the CVT fluid at recommended intervals (not the “lifetime” fluid), can significantly improve a CVT’s longevity, with some users reporting successes over 180,000 miles with frequent fluid changes. 
• Driving Habits: Heavy loads, towing, or aggressive driving can accelerate wear on CVTs. 
• Type of CVT: Electronic CVTs (eCVTs), found in hybrid vehicles, use a simple, robust planetary gearset and are exceptionally durable, with failures being rare. 

What to look for and avoid

• Research Brands: Focus on reliable brands known for good CVTs, such as Toyota (especially its eCVTs) and Honda. 
• Avoid Risky Model Years: Be cautious of specific model years known for issues, such as Nissan’s CVTs from 2008-2013. 
• Check for Maintenance History: A vehicle with a well-documented maintenance history, especially with regular fluid changes, will be a safer bet. 

This video explains the difference between reliable and unreliable CVT transmissions: 57sCar Help CornerYouTube · Aug 7, 2022

What not to do in CVT transmission?

To protect a Continuously Variable Transmission (CVT), you should avoid aggressive driving like hard acceleration, abrupt launches, and heavy towing. You must also come to a complete stop before shifting between drive and reverse and never use the throttle to hold the vehicle on a hill, especially on inclines. Lastly, it’s crucial to follow the manufacturer’s recommended schedule for regularly changing the CVT fluid and to keep the vehicle’s cooling system in good condition.
 
Driving Habits to Avoid

• Aggressive driving: Avoid hard launches, full-throttle acceleration, and sudden deceleration, as this puts excessive stress on the CVT’s belts and pulleys. 
• “Neutral drops”: Never intentionally shift into neutral and then into gear to “drop” the car. 
• Holding on hills with the throttle: Instead of using the gas pedal to hold the car, use the brake, especially with a clutch-based CVT. 
• Shifting without a full stop: Always come to a complete halt before shifting between Drive (D) and Reverse (R). 

This video demonstrates the importance of avoiding engine braking and aggressive acceleration with a CVT: 1mHonest Mechanic ColoradoYouTube · Feb 1, 2025
Maintenance Practices to Avoid

• Skipping fluid changes: Opens in new tabDon’t neglect to change the CVT fluid according to the manufacturer’s schedule, as it’s vital for proper operation and cooling. 
• Ignoring maintenance: Opens in new tabRegularly check the quality and level of the transmission fluid and ensure the vehicle’s cooling system is in good condition to prevent overheating. 

This video explains why changing your CVT fluid is essential: 1mCar ExpertlyYouTube · May 23, 2025
Towing and Loading 

• Heavy towing: CVTs are not designed for heavy loads or towing, as this can cause overheating and significant damage. Always refer to your owner’s manual for your vehicle’s specific towing capacity.

This video explains how heavy towing can damage your CVT transmission: 58sDr. Cool YouTube · Dec 2, 2024