Replaces all eight solenoids in the Subaru 5EAT automatic, Subaru part 31705-AA430, to clear harsh shifts, shift flare and limp mode.
When a Subaru Legacy GT, Outback XT, 3.0R or B9 Tribeca with the five-speed automatic starts banging into gear, flaring between shifts, refusing to lock the converter on the highway or dropping into failsafe with the AT OIL TEMP light flashing, the electrical side of the valve body is high on the list. This remanufactured kit is all eight solenoids for that transmission, which Subaru service literature calls the 5AT and the parts trade calls the 5EAT. Every piece is tested before it ships and plugs into the factory connectors.
The 5EAT has no throttle cable and no simple on/off shift solenoid pair. The transmission control unit runs eight linear solenoids, and each one meters oil to a single job. Gears Magazine traced the circuits on a Tribeca valve body and named them by function: line pressure, front brake, input clutch, direct clutch, forward brake, high and low reverse clutch, torque converter lockup, and the transfer clutch that sends torque to the rear axle when the front tires slip. Five pressure switches report back to the TCU, and if one does not close when the computer expects it to, the unit goes into failsafe. That design is why one tired solenoid can make the whole transmission feel broken.
Read the codes first and write them down, because the code number tells you which circuit to test. Subaru's bulletin gives a clean check for the lockup solenoid: measure between transmission ground and terminal 5 of the valve body connector, and expect 3 to 9 ohms. Anything outside that range calls for the control valve side, which is what this kit replaces. The same bulletin corrects the factory steps for chasing a short to ground in the harness, so check the harness before you condemn parts. Our solenoid multimeter test guide covers the meter setup, and if you have no Subaru scan tool, testing solenoids without a factory scan tool shows the workarounds. A basic digital multimeter is all the meter work needs.
The listing carries 31705-AA430, which is the Subaru number for the complete transmission control valve assembly, the valve body these solenoids bolt onto. Subaru's parts catalog ties that number to the 2005-2007 Legacy and Outback with the 2.5 turbo or 3.0 six and the 2006-2007 Tribeca, and shows it discontinued and superseded. This kit is the solenoids only, not the valve body. The listing also names the Impreza, Forester and Exiga; those used the five-speed only in certain markets and trims, and many North American versions have the four-speed instead. Subaru also revised the valve body over the run, and the photo shows one solenoid in a different body style from the other seven. Lay your old solenoids next to the new ones and match body shape, bracket and connector before you start, or send us your year and VIN and we will check it. Other drivetrain parts are on our shop by transmission page.
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No. It is the eight solenoids only. 31705-AA430 is Subaru's number for the full control valve assembly, and the solenoids in this kit are the ones that bolt to it. Your valve body stays in the transmission.
The 2005-2007 Outback with the 2.5 turbo or the 3.0 six is one of the cars Subaru's catalog lists for 31705-AA430. Confirm the five-speed automatic on your build data and compare the old solenoids with the new ones, or send us your VIN.
Subaru's 5AT service information covers P0743, P0748, P0753, P0758, P0763, P0768 and P0773 for the lockup and shift solenoid circuits. Test the harness and connector before replacing parts, because a shorted wire sets the same codes.
On a high-mileage car, all eight. They have the same heat and fluid exposure, the pan only comes off once, and the TCU relearns shifts around the whole set.
Use the ATF listed in your owner's manual. The 2008 Tribeca manual lists Subaru ATF Type-HP, Idemitsu ATF HP or Castrol Transmax J. Check the level at operating temperature and do not overfill.
Yes. Clear the codes and drive through every gear at light, steady throttle so the TCU can adapt to the new solenoids. Shifts may feel firm for the first few drives.
