From the moment a customer describes a shifting issue, the type of automatic transmission in their vehicle—be it a conventional gear-driven automatic or a Continuously Variable Transmission (CVT)—sets the stage for a very different repair process in our shop. It’s worth noting that CVTs are automatics too; they just achieve their “automatic” operation in a different way. Instead of shifting through fixed gear ratios like a traditional automatic, a CVT adjusts seamlessly through pulleys and a belt or chain.

Under the Hood: A Tale of Two Transmissions

A traditional automatic transmission is a marvel of hydraulic and mechanical engineering, utilizing a complex system of planetary gearsets, clutches, and bands to deliver a set number of gear ratios. Think of it as a sophisticated bicycle gear system that shifts on its own. Our technicians are well-versed in the intricate dance of these components, and years of experience have made diagnosing and repairing them a familiar, albeit sometimes complex, process.

In contrast, a CVT eliminates fixed gears. It employs a system of two variable-diameter pulleys connected by a steel belt or chain. By continuously adjusting the diameter of these pulleys, a CVT creates an almost infinite number of gear ratios, keeping the engine in its most efficient RPM range. While brilliant for fuel economy, this design presents a unique set of challenges from a repair standpoint.

When Your Transmission Acts Up

Hard shifts, a loss of power, or weird noises from under the car are classic signs of transmission trouble. But what’s actually causing the problem depends entirely on what kind of transmission you have. Is it a traditional automatic or a Continuously Variable Transmission (CVT)? 

When a vehicle with a traditional automatic transmission comes in with a complaint of harsh shifting or slipping, our diagnostic process typically involves checking the fluid level and condition, scanning for trouble codes, and performing pressure tests. Common culprits often include worn clutches, faulty solenoids, or issues with the valve body.

CVTs, on the other hand, have their own signature set of problems. We frequently see issues related to overheating, which can degrade the specialized CVT fluid and damage internal components. A shudder or hesitation during acceleration often points to a worn belt or pulleys. Diagnosing a CVT requires a deep understanding of its electronic controls and the ability to interpret specific diagnostic codes that are unique to this type of transmission. Generic code readers often miss CVT-specific faults, so we rely on factory-level scan tools to obtain the complete picture.

Maintenance is key for both transmission types, but the margin for error with a CVT is significantly smaller. Traditional automatics can sometimes tolerate delayed fluid service, but CVTs are far less forgiving of the condition and type of their fluid. Using anything other than the manufacturer-specified fluid can quickly lead to catastrophic failure. We always stress to our customers the importance of adhering to the recommended service intervals for their CVT.

When it comes to major repairs, the paths for these two transmissions diverge significantly. With a traditional automatic, a “rebuild” is a common and viable option. This involves disassembling the transmission, inspecting each component, replacing worn or damaged parts with new ones, and then reassembling it. This process can be labor-intensive, but it often gives a transmission a new lease on life.

Rebuilding a CVT, however, is a much rarer practice. The internal components, such as the belt and pulleys, are often not available as individual replacement parts in the aftermarket. Even if they were, the specialized tools and training required for a successful rebuild are not widespread. More often than not, a major CVT failure necessitates a complete replacement of the unit with a new or remanufactured one from the dealer. This reality has a significant impact on the final repair bill.

Problems You’ll Only Find (or Find More Often) in a CVT

Electrical and Sensor Faults

Your car’s computer controls the transmission, relying on a network of sensors to get the job done. When an input/output speed sensor or a temperature sensor fails, it can feel like a major mechanical breakdown, whether you have a CVT or a regular automatic.

Fluid Problems

Transmission fluid is the lifeblood of the system. If it gets low, contaminated, or burnt, it leads to slipping, overheating, and serious damage. Using the wrong type of fluid is just as bad, and CVTs are especially sensitive to this.

Solenoid & Valve Body Failures

Solenoids are small electronic parts that direct the flow of fluid inside the transmission. If one gets stuck or burns out, you might get harsh shifts or find the car won’t move at all. This can happen in any kind of automatic transmission.

Overheating

Nothing kills a transmission faster than heat. High temperatures can destroy the fluid and cook the internal parts, regardless of the type of transmission you drive.

Issues Unique (or Especially Severe) in CVTs

Belt or Chain Wear

Traditional automatics use planetary gears. CVTs rely on a steel belt or chain clamped between pulleys. Over time, this belt can slip or wear—causing the classic “rubber band effect,” where RPMs climb but speed doesn’t.

Pulley Wear and Bearing Failure

Because CVTs depend on moving pulleys under extreme pressure, worn pulley faces or failed bearings are common causes of whining, slipping, or total failure.

Fluid Sensitivity

While all transmissions need the right fluid, CVTs demand it. Using anything other than the OEM-specified CVT fluid can quickly lead to shudder, overheating, or belt damage. Even within a single brand, fluid specs can vary by model.

Calibration & Adaptation Requirements

Most CVTs don’t even have a dipstick. Checking fluid level often requires factory-level scan tools, performed at a precise temperature, with a calibration reset. This makes CVT service more dependent on specialized diagnostics than conventional automatics.

Why This Distinction Matters

Both conventional and CVT units fall under the category of “automatic transmissions,” but they operate on fundamentally different principles. This is why accurate diagnostics matter—because while they share the same end goal (shifting automatically without a clutch pedal), the repair strategies and tools required for each are unique.

If a general mechanic misdiagnoses a CVT issue as a traditional problem, they may replace the wrong part or even recommend replacing the entire unit unnecessarily. At Gold Coast Transmissions, we:

• Separate electrical vs. mechanical causes
  
• Use factory-level scan tools for calibration and diagnostics
  
• Rebuild CVTs in-house with OEM-grade components and fluids

This expertise allows us to repair CVTs properly—something most general shops aren’t prepared to do.

Our role as a transmission repair shop is to demystify these complex systems for our customers. We take the time to explain the fundamental differences between a traditional automatic and a CVT, the specific issues their vehicle is facing, and the repair options available. For our part, we continue to invest in the training and tools necessary to service and repair both of these evolving technologies, ensuring we can keep our customers safely on the road, no matter what kind of transmission is under their vehicle.

All transmissions share common failure points, but CVTs demand more precision, specialized tools, and training. That’s why we continue to invest in the expertise needed to keep our customers on the road—no matter what transmission they drive.

Unlike a conventional automatic transmission with its complex set of gears, a Continuously Variable Transmission (CVT) operates on a much simpler and elegant principle. Imagine two cone-shaped pulleys connected by a heavy-duty steel belt or chain. As one pulley expands, the other contracts, constantly changing the gear ratio. This clever design enables the engine to operate within its most efficient power range, resulting in a remarkably smooth, shift-free ride with improved gas mileage.

Automakers like Nissan, Subaru, and Honda recognized these benefits and incorporated CVTs into their popular models, such as the Altima and Civic, to provide drivers with a better fuel economy experience. But the very things that make a CVT special—the belt-and-pulley system and its unique hydraulic controls—also make it complex to service. These transmissions have strict fluid requirements, require precise calibration, and utilize internal parts that differ significantly from those in a standard automatic transmission. Understanding this is the first step to seeing why not every auto shop is ready to work on one.

Figure: Image of a Toyota CVT showing key internal components, including variable-diameter pulleys and a metal belt (right side). Instead of fixed gears, a CVT continuously adjusts these pulley ratios for seamless acceleration.

Why Most General Shops Avoid CVT Transmission Repair

They Can’t Get the Parts

One of the biggest hurdles for a general mechanic is simply getting the right parts. Many internal CVT components, like the steel belt or specific pulley pieces, aren’t sitting on shelves at the local auto parts store. Even getting them from the dealer can be a challenge. As one Honda technician pointed out, you “can’t purchase a [CVT] belt… even from Honda.” Manufacturers often prefer to sell the entire transmission as a single unit. This leaves a shop with no special connections high and dry. Without the necessary pieces, they can’t perform an internal repair, so they’ll often just recommend installing a whole new or remanufactured transmission.

Lack of Training and Expertise

In the long history of transmissions, CVT technology is the new kid on the block. Many mechanics who are experts in traditional automatics simply haven’t been trained on the unique quirks of a CVT. As a Subaru service resource highlights, this lack of training and tools often forces shops to default to a full replacement. It’s not that CVTs are “unfixable”—it’s that the average technician isn’t familiar with them. A mechanic who can rebuild a traditional transmission in their sleep might hesitate when faced with diagnosing a slipping CVT belt or a failing pulley sensor. The myth that “you can’t repair a CVT” persists mainly because of this knowledge gap, not because it’s true. A skilled technician who has invested the time to learn the system can absolutely repair one.

They Want to Avoid Risk and Comebacks

Repairing a CVT is intricate work. If it isn’t done perfectly, the transmission could fail again shortly after leaving the shop. For a general mechanic, a “comeback” like this is a major blow to their reputation and their bottom line. While any transmission rebuild requires precision, CVTs have incredibly tight tolerances for things like belt tension and pulley alignment. A shop that isn’t 100% confident in its ability would rather not take the risk. It’s much safer for them to replace the whole unit or refer you to a transmission specialist than to attempt a repair that might come back to haunt them.

What It Really Takes to Rebuild a CVT

Properly servicing or rebuilding a CVT requires a higher level of technical skill and resources. Here’s what a truly qualified shop must have:

• Specialized Know-How: Technicians need deep knowledge of different CVT designs. A Nissan CVT, built by Jatco, has different common failure points than Subaru’s chain-driven Lineartronic CVT or Honda’s unique clutch-start system. A capable shop invests in continuous, manufacturer-specific training to pinpoint issues that a general mechanic would miss.
• Dedicated Diagnostic Tools: A basic code reader isn’t enough. CVTs often require manufacturer-specific scan tools to perform computer calibrations, update software, or even check the fluid level correctly. Most CVTs don’t have a dipstick; the fluid level is checked using a specific procedure at a precise temperature, which requires a factory-level diagnostic tool.
• Access to Quality Parts & Fluids: A true CVT specialist has built relationships with suppliers to get OEM components or high-quality aftermarket kits. More importantly, they know that using the wrong fluid can destroy a CVT. Each manufacturer specifies a proprietary fluid with exact friction properties—using a generic “all-purpose” fluid is a recipe for disaster.
• An In-House Rebuild Department: A dedicated facility for rebuilding transmissions is a must. This allows technicians to completely disassemble the unit, meticulously inspect every part for wear and damage, and control the quality of the rebuild from start to finish. It’s this in-house capability that allows a shop to stand behind its work with a solid warranty.

Gold Coast Transmissions: South Florida’s CVT Experts

At Gold Coast Transmissions, we check all those boxes and more. We aren’t a general repair shop that dabbles in transmissions; we are transmission specialists, and CVT technology is one of our core strengths.

Founded in 1991, we’ve built our reputation exclusively on driveline and transmission work. We’ve serviced countless CVTs from every major brand since they first appeared on the road. Our ASE-certified technicians undergo continuous training, and we’ve invested heavily in the dealer-level diagnostic tools needed to communicate with your car’s computer and identify the root cause of the problem.

Unlike shops that simply replace a unit, we perform comprehensive CVT rebuilds right here in our own facility. We tear down your transmission, replace worn components with top-quality parts, and reassemble it to factory specifications. We use the exact OEM-specified fluid and test every rebuilt transmission to ensure it runs flawlessly before it leaves our shop. This allows us to back our work with a strong warranty, giving you peace of mind.

In short, most auto shops steer clear of CVTs because they require a level of commitment they aren’t prepared to make. At Gold Coast Transmissions, we’ve made that commitment. If your car’s CVT is giving you trouble or another mechanic has turned you away, don’t give up. Bring it to the specialists who handle these jobs every day. We’ll show you what’s wrong and fix it right, so you can trust your vehicle again.