Perscitus

Link/s please? As far as we can tell based on chassis badges/stickers and visual inspection under the production Limited trim Ascent manufactured in April... its the good ol'TR690 and amber HT-CVTF.

Sounds good - you can use BtSsm with OBDLink LX as well. http://legacygt.com/forums/showthread.php/btssm-bluetooth-adapter-app-v-2-267811.html?t=267811&highlight=btssm

The Deterioration Rate SSM param is fairly useless, has been since the 4EAT days, at best its inaccurate, at worse, misleading (even worse that the instantaneous or avg fuel consumption and range guesstimators based on AF Learn/Correct, RPM, Calc'ed Gear and Load). If you are serious about monitoring or logging your new 3.6R, look to BtSsm - ActiveOBD and its Torque pro plugin dont even come close to its feature set and speed. Doing a drain and fill every 30K is not very aggressive at all (every other engine oil change or say every year would be). With a drain and fill, you only replace about 40% of the total fill, but you do end up refreshing the fluid (some always get oxidized, and without an aux or bypass cooler, the fill spends a fair bit of its life above 190F). The key is to keep the ATF/CVTF properties as close to fresh for as long as possible. What helps the most is getting the lifetime avg temp of the fluid to stay <190/200F, ideally in the 120-180F range, and periodic drain and fills.

They'll be switching to EVs soon enough. Hopefully some nice per-hub or at least per-axle design that marries some form of Subaru AWD tech with the motors and still results in a relatively affordable end product ($40-60K to start, eventually brought down to $25-35K territory). No more DI anxiety, no IAM, FKC, FLKC, AF Error, Boost error to ever worry about. The latest XV soft-hybrid rehash using Toyo-tech approach isn't going to last them much beyond 2020 and they know it.

Neither one is that big of a deal actually. Valve heads and stems as well as intake valve channels getting caked up is inevitable (Subaru tries to limit this with stratefied start strategy) and neither AOS, catch-cans, limiting blow-by helps too much. Chem cleaners do little to nothing to eradicate the carbon buildup. Walnut or similar blasting every 30, 60, 100K is ideal and restores as-new functionality. However, the problem is not as bad as on old Mitsubishi and BMW DI motors. And even more importantly, even with badly caked valves and guide channels, the performance hit is small <10-12%. Could be noticable but not enough to pose any concern by most users. Re the TR690 HT-CVT. So long as its fed fresh synthetic fluid (flushes every 30-60K) and kept cool (say as long as possible in the goldylock zone of 120-180F) using aux coolers, thermostatic bypass, active cooling etc - this slushbox can easily handle 360-400 lbft-f. The weakest link on this transmission is the mini TC, then the valve body and only then the chain and cog mechanisms.

CoBB is lukewarm at best anyway, they don't even keep up with the latest micro-code and sub-routine changes SoA rolled out for the 2015-2017 USD WRXs (MT and CVT), let alone providing enough table definitions to give tuners the tools they'd need to tackle Stage 2 CVT tunes safely on the WRX CVT or FXT. SubaruEdit for FAxxDIT, worse-case even Ecutek do. However, I highly doubt that even Epifan or Ecutek will add support for the Ascent ECU/TCU combo given the vehicle's target demographic and certain lack of aftermarket interest from both end-users and vendors.

Good question FLlegacy. Maybe the SoA lurkers that are on here (and don't post) can answer. Or perhaps JustyWRC, SoADealer or some of the other kool-aid sipping NASIOC fans will. If all else fails, cars101 should do the trick.

A few more... rear auto-lift gate lifters, etc.

Nah, got to keep it period correct. Vintage old-gen period correct B4 badging. They are actually 5th gen badges, in fairly rare grey (as opposed to the more common dark red backing)

The vehicle shouts cost-savings and vanilla-ville. Expected I guess, up until the time you see the sticker price, which has nothing to do with what you get for said price. The lack of hood gas struts really put me off as soon as I lifted that heavy bonnet. And on the inside - Bam! Bam! Flinstone fimur dash decor and a material and finish cluster#@&$ make for a busy and dated interior. Guess thats what people who might buy these like.

Good ol'girl...

Subaru Tribeca, episode 3 take 3 gen 3 aka Ascent: http://legacygt.com/forums/showpost.php?p=5793816&postcount=701

First production vehicles arriving at Long Island dealerships, out in the wild on Mother's Day. Good ol' TR690 from Legacy DIT, FXT, WRX, WRX S4/Levorg GTS, JDM CVT cooler, S207 engine oil cooler. Test drove this Limited and I am not impressed. Then again I'm nowhere near target demographic for this or any 'modern' Subaru (particularly in USDM flavor). It's quiet enough but disengaging, feels weaker than a stock FXT or WRX CVT (figures given the power-to-weight and assumed throttle related mappings)... certainly on take off, even if you roll into it and when toying with throttle at steady state cruise. DBW and Requested/Calculated torque tables will need a lot of work as usual, even in stock form (as most of these will live out their lives). Interior materials are a mix of good, ok to meh. Too many mixed finishes/textures/colors. 3rd row feels forced and not very practical. Great hydraulic lifters holding up the rear hatch, and a complete letdown up front with the relatively heavy hood with integrated under-scoop. I think this will still sell like hot cakes. It's a great soccer/la crosse mobile, grocery getter and 2nd or 3rd car for suburbia across America. But at this price point, the competition has never looked better. http://www.atra.com/Webinars/Import/Subaru_Lineartronic_CVT_Introduction.pdf

That's the way to do it. SuperPro is hands down the best for anything suspension on our cars, effectively where Moog is say OEM+, SuperPro is OEM++ on steroids. No gizmos, no funky design or excessive features - just great all-around performance and OE levels of NVH, longevity, etc.

Yup looks good - but on the rear why not go with some camber-adjustable LCAs? They're about 2x the cost of the MEVOTECH but you'd benefit from an adjustable alignment in the back. SPC or Whiteline parts fit. In fact any BRZ-destined parts fit.

Yup Tim you're right. Humble - highly doubt it. The only thing that can be said which is true at least in some sense is that the USDM Legacy is effectively an Outback sedan or rather, shares most of the chassis configuration with the Outback. Whereas the non-USDM Legacy/Liberty of the era is somewhat different. Different steering rack, electric power steering, far more suspension differences, etc. But even those non-USDM cars (from the 2L boxer diesel through EJ25s, FA20DITs to EZ36Ds) didn't get LSDs. http://www.cars101.com/subaru/outback/outback2010.html http://www.cars101.com/subaru/outback/outback2014.html No real benefit of an LSD anyway when paired with the 5EAT slushbox and no DCCD.

I ended up replacing both front LCAs ~80K miles. Easy job. No tears but @ 8 years old, the OE bushings were clearly aged, fatigued and showing early signs of rubber rot.

Grass always seems greener on the other side. Until they realize it taste more or less the same. Hence one of the trends in Japan and throughout Australasia and wider Oceania to install USDM accents, parts, etc and the exact opposite in North America and Europe. Even retailers and marketers throughout the industry spectrum taylor advertizing of parts to a given region. What sells as Euro-spec or JDM in one region (because it has some appeal as such) is sold as US-spec or American in another. Brand rebadges within a product family or model to model are the tip of the iceberg. Toyota to Lexus and vice-versa Infiniti to Nissan and vice-versa Honda to Acura and vice-versa VWG round robin (VWs as Audis, Seat as VWs, VWs as Skodas) GMG round robin (Chevy, Vauxhall, Opel, Buick, etc.) Kia/Hyundai/Daewoo mix and match and the very common badge model upgrades or sleeper attempt downgrades across all makes/models

AKI87 vs 91 vs 93 tunes, especially if E10 will be very similar. Moving up from E10 AKI91 to E10 AKI93 or even E0 AKI93 does not allow enough timing changes on these Subarus for the performance to be any/much different. Knock prevention wont be much different either.

Cool beans! Guess that road force balance last month didnt help. Just about a year into owning the 2010 after last owner, right? The CPO thread got long fast too, glad you pulled the trigger on it. Hope you can also inject some tact and common sense into the 6th gen community (if we can even call them that). Right now they have a large deficit of both.

True true although different strokes for... I most liked the way this RRP LGT looked before with the old front end and before the colorcoded lip or as Rudolph the rednosed raindeer with the pom over the emblem, years ago. If you like the post facelift and hood scoop look, google for some 2014 Legacy LGTs/DITs imported to Peru from Japan and Australasia. The non-USDM post-facelift flows and looks even better. There was even one on here (in silver) a few years back... briefly.

Nah, keep her true to her early production run roots. As much as I like the 13-14 front end, I think the 10-12 one flows better with the USDM lines of the hood, fenders, etc.

Rather interesting article (credit: Sgt. Gator of the 'Colonel Red Racing 2005 STI Race Car' thread): http://www.enginelabs.com/engine-tech/dyno-testing/big-fuel-test-part-5-e85-versus-winner-crowned/

Nothing wrong with an MR2 or old MX5 for that matter. Both great cars, still had a soul.

Sorry to hear and see above. Sadly, Subaru and most other manufacturer's paint is terrible nowadays. Water based thin layer bs. Subaru is fairly high up toward the top of the worst paint quality list (been there for maybe 13-18 years), only 'beaten' out by say Tesla and Porsche. If you want a pristine paint job then either 'invest' in a museum showpiece or full mechanical paint correction followed by CQuartz Finest Reserve + full clear wrap at taking delivery (don't even let the dealer remove the protective shipping film all over the various body panels). The question is why on an econobox or any DD car?