ammcinnis

No! Not to the rear pads. See my post above. From Subaru tech training materials:

No. Under slow to moderate acceleration you don't need to be in a lower "gear." "Lower gear" = Lower fuel efficiency and slightly more engine wear.

For the parking brake to work correctly, the rear caliper piston has to bite into the inner pad's backing plate; Subaru tech training materials specifically warn against applying grease there. There is also no mention in the FSM of lubricating the rear caliper slider pins.

See the 2016 Legacy/Outback Owners Manual, page 2-37, Initialization of power window.

Among some American Indians it's known as "Reservation Round Steak."

"Unstickied" due to waning participation. N.B. This was not intended to be a "post pics of your Legacy" thread.

Perhaps you would prefer "pretend gearshift?" We could try "pretend discrete shift," but that would not only be inelegant but also subject to the same semantic weakness as "pretend shift."

Downright catatonic, you might say.

Thanks for the clarification.

Before disconnecting the battery, Subaru techs are instructed to write down volatile owner-preference settings ... e.g. radio presets, other head unit settings such as the maintenance screen, climate control settings, etc. The sentence you cite is simply a reminder to the tech to re-program those settings so the vehicle will be returned to the customer in exactly the same state as they received it. Of course, in the real world most techs totally ignore this entire procedure.

Removing the paddles will not disable the programmed fake shifts.

Unrealistic expectations. Automatic transmissions have been "adaptive" (to varying degrees) for more than 30 years.

Edited thread title to better reflect the situation. So far there is no confirmation of "slippage" in this CVT.

Now you tell us! There's no way we could have known that you are in Canada. Please fill out your profile so in the future we'll know what car you have and where it's located. Thanks.

In the U.S., Gen 7 Legacys won't be available to dealers and customers for another 3 or 4 months (~July/August 2019).

At the current time, Group 24 seem to be considerably less common than Group 34 but possibly more common than Group 25. Group 34 has been used for decades in many different Chrysler Corp. vehicles. Some (many? most?) battery manufacturers these days appear to offer either Group 24 or Group 34 batteries, but not both. Either will usually offer substantially higher capacity than the OE Subaru Group 25 battery. Me too, but larger physical size doesn't guarantee higher electrical capacity, and then there is the relative value (cost vs. performance) to consider. I'm certainly not advocating one battery over another. Choice is good. Edit: Your comment about lead content is worth expanding on. Within any BCI Group number, battery weight is a good indicator of relative lead content. As a rule of thumb, the higher the lead content, the greater the AH (amp-hour) and Reserve Capacity numbers. On the other hand, CA and CCA numbers are more highly correlated with plate geometry (i.e. surface area) than with plate mass (i.e. weight).

For future reference, the Duracell Platinum 24/34AGM battery sold at Sam's Club (and by other retailers) is manufactured by East Penn (a major U.S. battery manufacturer) and is identical to the Deka 9A34. This is a BCI group 34 battery, but it comes with a clip-on 22mm spacer that will raise it to the same height as a group 24 or 25 battery. With the spacer attached, this battery is an ideal drop-in replacement for the OE Subaru (group 25) battery. In my experience you do need to use the spacer, otherwise the battery hold-down bracket may not fully tighten. Sam's Club price (2019) is about $154, occasionally discounted $20 to $134. Relevant specs: Model = Duracell Platinum 24/34AGM Type = flat-plate AGM/VRLA BCI Group = 34 (24 when spacer is attached) Capacity (20 hr rate) = 55 Ah Reserve Capacity (25 A rate) = 120 minutes CA (32 F) = 890 A CCA (0 F) = 775 A Weight = 42.5 pounds Warranty = 3 year free replacement See: https://www.driveduracell.com/pub/media/wysiwyg/1692.pdf

Even worse, IMO, I once spotted a Chinese restaurant located next door to a veterinary clinic. No thanks!

Yes. After a successful update (in a 2015 Legacy/Outback w/o NAV), NOR, eSD, and DB should all be OU9020. In addition, CAN should have updated to 14.0015.

Yes ... more or less.

In my opinion, no. Besides, who said anything about "high exhaust pressure?"

Here is a statement I saw posted elsewhere, attributed to Subaru but without a citation, that may be relevant to this discussion: Edit: After a little digging I found that the cited passage first appeared two years ago (January 2017) on the Car Talk web site, and was attributed to Jessica Tullman at Subaru of America. See https://www.cartalk.com/blogs/guest-bloggers/subaru-engine-sounds-they-all-do .

Aha! That's an improvement. Previously, head unit firmware was not officially available for download from STIS, even with paid access. This policy is more reasonable.

Are you saying that the firmware files are now available for paid download from STIS, or did you obtain them from other sources? ... or is there once again a working download link included in the TSB?

"Always" is a very long time. I think the market will eventually force Subaru, along with every other manufacturer, into offering electric vehicles.