TheThickness

58 days later I got my spark back!
 
It seems to be doing a TON better.  No more jerking when I come to a stop, no more of the transmission not knowing when to shift, accelerates smoother.
 
I noticed I don't have to take foot off of accelerator to make it shift into 4th or 5th I think it is so I'm happy as a clam.  It appeared I just had a bad tranny!
 
NOT HAPPY however- I got a little scratch on the bumper and they tried to gouge me for 500.  I dropped a flurry of F BOMBS demanded my keys and the sales manager came up and tried to haggle with me.  I walked out of there paying nothing.  I hope I don't get a bill.
 
And why Should I?  They billed chevy 2,000 for my rentals, another 2300 for my transmission.  Go after them for the scratch IDGAF.  58 days to service a vehicle is unacceptable!
 
 

According to the link they sent me, there is no invoice, there is no bill.  I walked away.  It was for the scratch not the warranty.  0$ out of pocket.
 
They replaced it.  They said they had to run diagnostics first per chevy instructions but they said it needed a new one altogether. 
 
Apparently one was en route a month ago but it got lost?  It finally came hahaha!

58 days later I got my spark back!
 
It seems to be doing a TON better.  No more jerking when I come to a stop, no more of the transmission not knowing when to shift, accelerates smoother.
 
I noticed I don't have to take foot off of accelerator to make it shift into 4th or 5th I think it is so I'm happy as a clam.  It appeared I just had a bad tranny!
 
NOT HAPPY however- I got a little scratch on the bumper and they tried to gouge me for 500.  I dropped a flurry of F BOMBS demanded my keys and the sales manager came up and tried to haggle with me.  I walked out of there paying nothing.  I hope I don't get a bill.
 
And why Should I?  They billed chevy 2,000 for my rentals, another 2300 for my transmission.  Go after them for the scratch IDGAF.  58 days to service a vehicle is unacceptable!
 
 

The 'Check Engine' light is mostly related to emissions...so when you start of in the wrong gear, that light will come on indicating inefficient fuel burning due to your pressure on the gas peddle when the car is stopped and in second gear..so the light will go off once the excess fuel has been burned off and car finally goes into correct gear..over time this can create carbon deposits that will mostly be burned off on a long high speed run. Still it is obvious there is a problem and I think the techs have not gotten a real solution to that issue and that kind of CVT behavior will eventually lead to the only fix being a tranny replace. The CVT issues are now becoming more prevalent among the units that have the 1.25L engine and much less prevalent among the 2016 units...I am fairly sure that GM will finally get Jatco to come up with a fix since replacing trannys, although no cost to GM for the CVT unit itself is costing GM big bucks in dealer warranty labor costs.

I checked in again today and aparently there are no more transmissions, and I am waiting for a new one to be manufactured. 

Yup..Got interested in all this Jatco-7 CVT stuff and did some research. Apparently the first and last gear (overdrive) is managed by the aux gearbox, a small conventional auto tranny that is connected and activated via a clutch to increase the amount of ratios (gears) available and used for first and overdrive ratios. Once up to speed it retracts the clutch connecting the 2 units & hands off ratio control to the main CVT..this is an electronic/sensor/computer controlled unit as is the aux box clutch. This first gear function is supposed to be active from stop when the main CVT connects to the aux gearbox via clutch and engages a smaller gear ratio via the aux mini AT tranny box..this clutch engagement is not happening in many units and starts off from the main CVT unit higher gear ratios instead. Since the main CVT controls gear ratio's 'similar' from 2nd to 6th, many are starting off in a too low rpm 2nd+ type ratio and bog down due to lack of torque/rpms. Driver boots it and revs shoot up as it tries to find the correct gear ratio or connect to the aux box for first gear sometimes it connects once the car is rolling a bit and gears change correctly from that point on, but sometimes speed is too fast for one gear but rpm's too high for another and immediately tries to find the right gear position in the main CVT resulting in wild fluctuating revs as it tries to find the correct gear ratio for the speed using the CVT and/or trying to 'handshake' (engage) with the aux gearbox erroneously, but speed and rpms are not matched to the computer settings so it finds the right random gear ratio for the rpm's, but not for the speed or vice versa & bogs or revs too high as it constantly looks for the right ratio and whether to connect with the aux box. With all the fluctuating rpm's and speed it just can't decide if to use the aux box or just the mid range CVT ratio's, but the RPM's are too high for one gear and the speed too low for another. This results in erratic and constant shifting gear ratios that are mostly incorrect until it finally finds a ratio that matches the speed and tames the rpm's to match. With incorrect electronic/computer/sensor settings the whole confused sequence of finding the right gear ratio happens again once the driver boots to drop down a gear ratio or two in order to quickly accelerate, similar to a naturally aspired auto tranny dropping to a lower gear when booted. These problems seem to be unique mostly to the Jatco-7 since other CVT's rely on only one main box of belt driven sets of gear combinations while the Jatco-7 relies on the clutch to activate the aux tranny for the first gear function as well as overdrive...a malfunction in the clutch activation timing can cause wild gear ratio swings or just not starting in first and bogging down. With the car at speed..if the clutch is activated too soon for the overdrive function..the car again bogs due to insufficient torque/rpms for the overdrive gear combo driver boots it to gain speed and the whole confused gear finding process starts again with wild swings in rpm's. This ongoing stress of very high to very low belt drive speeds can lead to the belt snapping back and forth and breaking as well as other component damage..
This is probably not the best explanation ... but with a unit that is this complex and the only unit with an aux gearbox in the world..that's the best I can do without going into pages of tech #'s and math...hopes this gives some insight on how this works and obviously that the computer type of control it has is probably at the bottom of this random mess....OK..'Nuff said on that.

What happened is that they did fix the issue of it not dropping to first with a software update. That update introduced a new issue. They trans is just a tad slow to drop to first at times but will shift and will bind causing a severe vibration which is the belt slipping in the CVT. I noticed it right after they did a reprogram to mine.
Somebody a while back had a brand new 2015 and was complaining about the same thing which meant they were using that software version in the new 2015's. That is why the 14 and 15's were recalled. I have not yet had the recall done as I was pretty sure it would take it back to the crappy way it was.