moral hazard

http://www.gearsmagazine.com/wp-content/uploads/2017/05/Screen-Shot-2017-05-31-at-3.20.06-PM.png http://www.gearsmagazine.com/wp-content/uploads/2017/05/Screen-Shot-2017-05-31-at-3.17.53-PM.png http://www.gearsmagazine.com/wp-content/uploads/2017/05/Screen-Shot-2017-05-31-at-3.23.16-PM.png http://www.gearsmagazine.com/wp-content/uploads/2017/05/Screen-Shot-2017-05-31-at-3.21.00-PM.png

Yes pre facelift and post facelift they have different valve bodies . And the tribeca is different to those also.

To be clear, what Ed would have is an ECU tune that changes line pressure via the requested tourque values in the tune. Nobody has yet reverse engineered the TCU to be able to make any meaningful adjustments. Basically Ed would be doing this: https://legacygt.com/forums/showthread.php/tune-5eat-line-pressure-149282.html http://forum.liberty.asn.au/viewtopic.php?f=56&t=21405

This may not help in terms of a walkthrough for the Subaru 5eat, but it does give a good sense of what is required to do this kind of job:

There's a bunch of threads over on the outback forums about these codes, such as : https://www.subaruoutback.org/forums/66-problems-maintenance/264530-p2762-p2764-torque-converter-clutch-pressure-control-solenoid-control-circuit.html#/topics/264530?page=1 https://www.subaruforester.org/vbulletin/f88/14fxt-cel-code-p0700-p2763-p2762-695026/#/topics/695026?page=3 Everyone seems to be getting the valve body replaced. I think there was a warranty extention to100,000 miles for the CVT in some Subaru models. It actually looks like contamination will cause issues with the lock up circuit if you refer to this pdf: https://static.nhtsa.gov/odi/tsbs/2013/SB-10067064-3639.pdf

Could also be due to a blocked catalytic converter.

Keep in mind you can actually make more power on less boost because this turbo is small and becomes inefficient above 20psi , meaning you're just making hot air and not getting any extra power. Keep us posted on the results.

These are stock injectors (same as the ones that came on my 2010 AUDM 5eat GT). They are 525cc (you can actually open your stock rom in ECUflash or romraider and read the stock injectors scaler value to see this).

The fifth gen is known to overboost when you free up the exhaust. Fixing it could be via porting of the wastegate on the turbo. And upgraded 3 port BCS could help also. This is due to the small wastegate, upgrading the BPV won't stop overboost.

I don't want to say it, but fluctuating temps and jerking often happen when a headgasket blows. Which could be due to the radiator going out but also could have been the reason for the radiator to blow (excessive pressure in the coolant system caused by combustion gases entering the coolant via a headgasket leak). Even though you rebuilt the engine, the machine shop could have missed a crack in one of the heads (if you had the heads machined when rebuilding) When you replace the rad, see if you can bleed out the air bubbles from the coolant system, if the stream of bubbles never ends that would point towards a headgasket failure.

Very cool , will watch later. But appears the car is a 4th gen so not sure why posted in the 5th gen sub forum.

Are you able to test with a smoke machine , that way I guess you wouldn't need pressure.

I've got the same car , might be worth noting these two threads below. One details about how the requested torque value not only controls boost but also torque converter line pressure and how important that is with the 5eat . The other thread is even more interesting but harder to understand, basically there is a table that a lot of tuners may or may not have defined or bother tuning but it actually controlls whether you see actual 100% throttle opening. http://forum.liberty.asn.au/viewtopic.php?f=56&t=21405 http://www.romraider.com/forum/viewtopic.php?f=40&t=9358&sid=ef4ab83ca7f3f7f7d81988e128bdc6f2 I'd consider talking to your tuner about E85 options (if you have access to E85). The other thread worth reading is : https://legacygt.com/forums/showthread.php/5th-gen-gt-power-roadblocks-and-solutions-259192.html

My understanding is that if you don't want to replace the entire expensive harness then your option is find a generic replacement automotive hall effect sensor and cut 2 wires of the harness and solder your new sensor in place of the old one. There is a guide out there with a guy selling the part he used. https://www.subaruoutback.org/forums/109-gen-3-2005-2009/499945-repair-p1710-hard-shifts-5eat.html#/topics/499945 Would not be an easy job, you'd need to remove the valve body to get access to the sensor.

Have you considered going with 2010+ headbolts as they appear to take a bit more torque. https://legacygt.com/forums/showthread.php/psa-subaru-changed-headbolts-improved-2010-onwards-271129.html

Sounds like the clutch disc is stuck to the flywheel. Might need to just replace the clutch and machine the flywheel at this point. Maybe a good opportunity for an upgrade.

The lease and insurance through the dealership are just rebranded services from other financial service providers. Why not call them and ask the question. My guess is the Subaru insurance in America is through liberty mutual.

I reused the clamps. Sadly can't say what the easiest method to access it would be, I had my engine out and mostly disassembled when I noticed the crack in this piece.

I guess depending on where the crack is on that fitting, you may have a vacuum leak. The other thing is, those pcv valves need a clean every so often and you may as well do both since it seems this part has not been taken care of in a while. A dirty pcv could cause more drama than the time you'd spend removing the intercooler. Having said that, mine was cracked and would have been for some time. Does not appear to have caused me issues. Found it cracked when doing a headgasket job.

They talk about that spring in this short video: They state the spring helps in the return of the cam gear which would affect avcs response.

When replacing pads, there's actually places on the sides of the pad (not the face) that you can safely apply copper grease. An example:

I honestly don't think you can compare whatever Toyota used as a Dyno to the Dynojet used in that article. There would be too many reasons why, a lot of them are discussed here : https://www.hpacademy.com/forum/off-topic-discussion/show/horsepower-d-dyno-readings-usa-compared-to-aus-et-al Just a couple of examples, I honestly think the numbers are meaningless unless you compare like for like .

Curious as well about the maps, but also about the accesstuner software.

I'm guessing in this case they aren't complaining about worn struts, they are complaing that with rust in that area the job to replace struts is more of a PITA.

What engine do you have ? The 3.6? Anyway, needing to add that amount of coolant as often as you do is absolutely a sign of a problem. There is a leak somewhere, worse case maybe even a slight headgasket leak. The dealer will need to perform a leak down test and compression test. Youd want this figured out before the warranty ends.