SBT

IIRC, this is the upgraded version of the HD-CVT. I that it's been mentioned somewhere that the Ascent's CVT has a newer product number than the CVT WRX version, and even the 2015+ Leg/OB 3.6R versions. Will try to find this.

Having watched a Tribeca in similar circumstances, without TC, it did really well. Key is winter tires. ASes, and it's a fool's errand. The 3.6 delivery is linear and has more available, off-throttle, IMHO, than the 2.4T, but it's a very competent snow mobile. I'm still looking for a 3.0R/3.6R Outback (2008-09 to 2014) for my wife, which has essentially the same drivetrain as the Tribeca.

While I have no empirical data to support it, the Ascent was designed in Japan, by Subaru engineers, and they over-engineer everything... So I do have confidence that they have mated the CVT with more than adequate cooling - especially given it's 5K towing capability - to keep it from boiling itself internally and forcing out of the routine fluid changes. For the same reason, I believe they've also engineered this CVT to take the demands of high-torque loading, given the 6,000 vehicle and occupancy weight, and 5000 lb towed-vehicle weight (11,000 lbs total). My expectation is that there's some headroom for modest engine tweaking - if the ECU will even allow it - probably at or under the 300-350 curve.

Impressive. CR - that looks like it might even make it up your driveway in similar conditions.

I think you'll find the WRX line too short if my memory serves me correctly. I tried to install and 08+ AM one on my 05 LGTW and it was so much of a stretch that it compromised the banjo head-to-hose connections. Stock WRX may work better. But, YMMV.

Edit above because when I click "edit", nothing comes up on my thread post. Looks like you're already "in", but the other thought on the SL grease is that it definitely helps the seal to "seal".

Use SuperLube or another silicon grease, to 1) help you slide them completely into their recesses, and 2) to help them seal and keep them more pliant (soft) over time. Using SL will make it a lot easier, especially if you're not removing the IM and just "lifting" it up. Obviously, make sure you keep the contact surfaces clean and debris free so you don't inadvertently drag some of that in with the new gasket(s).

A nice, simple (brilliant) smoke test machine by the same YT member [ame=http://www.youtube.com/watch?v=2U5kFib1WxE]DIY Smoke Test Machine for under $20 EVAP System - YouTube[/ame]

NM - Reading greater than me today. Thought you were looking for the Spec B stay to make the STI STS work, but that's only half of the equation. As unclemat stated, the 08-12 STI is essentially the same chassis as the 4th Gen Legacy for measure (length) purposes, but that part number does not cross to any Legacy chassis. It is typically the stay length and the shifter rod length that is the issue, which is why many have just lengthened the stock STI version to get everything to line-up and the shifter itself to play nice with the trim surround. To make an STI shifter, including (possibly) the STI STS that you reference, work, you'll need the Spec B Stay and the Shifter Rod. Shifter Stay Complete is: P/N P/N 35031AG020- item 30531 in the diagram above Shifter Rod Complete is: P/N 35041AG020 - item 30541 in the diagram above Both are available through a Subaru parts reseller. So not sure whether you have an STI 6MT shifter already, or don't, but your best bet is to find one and add the Spec B stay and shift rod. Should be able to pickup one on eBay for reasonable price, Or, you could order the one that unclemat suggests and give it a go. I defer to his knowledge on the topic. You could also add in a KB STS while you're adding in the Spec B bits. Hope that helps.

Sorry, copied the wrong P/N: 35031AG020 Spec B specific shifter stay $36.48 here. The vehicle options this part fits: Production Date: 01/2008-04/2009 Fitting Vehicle Options: 6MT Item 35031 in this diagram - clearly shows the 6MT reverse lockout.

C1010FA002 is the P/N for the OEM Spec B Short Throw Shifter which includes all of this. It is available for $225ish

Excellent! I know there's a flat spot on the Spec B and Forester STI 6MT trans where the DCCD wiring would come out of the case on the STI. Did Zack just drill-out the case and install the wiring and grommet to enable full DCCD connectivity at that spot? Would be interested to know what that priced-out for everything?

You put a DCCD in a Spec B trans? First I've heard of it. Who did the conversion for you? Hope someone will chime in on the WH as I'm interested but only have an 08 Spec B trans at this point.

AllTrade - an LA-based company - makes this set for several companies including PowerBuilt. Better Picture of the set. It's AllTrade 648608 on Amazon.

Holy wind sucking tsunami, please leave some air for others to breathe

Can we just call it ugly and be done with it? Can only imagine the mucked-up chassis and road noise intruding into that cabin.

Sorry to hear man. There's some stuff in there I'm interested in, and you know if I wasn't in SC.

His wife is still looking for the mirror from her dressing table.

That looks like it needs a thick washer to keep that bushing shift in check.

Seems patently unfair.

Good'un

It was something like that, but it was a larger format and had touch screen functionality AIR. But think it was ScanGauge something or other.

What was that dash/front window/vent-mounted OBDII monitoring/logging device (non-AP) that was so prominent a few years ago, before BTSM? Is that still a thing?