RobY

So far holding up great... no degradation in performance since change. Probably around 10k on it so far...

Good stuff. Still as smooth as ever...

full syn only comes in 75w-140

Grey Bottle 75w-90 Semi syn

UPDATE: Works GREAT when it is 100 degrees out. Shifts are very consistent. Little to no degradation in performance even with extended mixed driving. At the 2k mile mark.

05' less obese...

So far I'm finding that this stuff is excellent. Quite possibly significantly better than the factory fill. 1000 miles into it. No signs of degradation in shift quality. Gears go in like butter even REVERSE Will change the rear diff oil in future if all goes well possibly with 75w-140 full synthetic.

Not sure about cold shifts it hasent been too cold here in the last 3 weeks. But in the morning around 50 degrees F without any warmup, all my gears go in like butter.

Unfortunately they only sell it in inconvenient 1 quart and 5 quart containers.

After reading that wally world actually sources thier store brand stuff from some very reputible suppliers I have decided to give their gear oil a shot. Basicly Wally world motor oil is made by mobil and it is thier GRIII synthetic. Supertech Oil fileters are made by champion labs and are basicly identical to Mobil 1 and K&N filters at a fraction of the cost. Ect... The subaru extra-s that came with the car was pretty good but got stiff in colder weather. It was sometimes difficult to shift into 1st gear. But overall a very good oil. My tranny was dropped recently (not too long ago) for a clutch change at a subaru dealership and they put in some new oil so the oil wasent too old when I switched over providing a better basis for comparison. Im using Wally World brand 75w-90 GL5 Supertech Semi Synthetic Gear oil now. Walmart's source is actually Warren Distribution the manufacturers of MAG1 synthetic lubricants. The Spec is GL-5 and is also recommended for MT-1; MACK GO-J and SAE J2360 specifications. The most telling is the MACK GO-J specification as it is the only specification that qualifies a mack truck transmission to qualify for an extended drain intervals. A mack GO-J specified oil is tested to exceed a baseline of antispalling, anticorrosion, and antiwear characteristics in a Mack T-200 series transmission with engine loads exceeding 1500ft/lbs of torque in heavy haul conditions. This is a difficult specification to meet and MACK keeps a VERY short list (4 pages) of approved GO-J approved lubricants. Surprisingly NONE of the deemed "high performance 15 dollar a bottle, 5 percent increase in horsepower!, passed our own arbitrary test, some guy online said it was the bomb! oils" are on it. Here are some of the criteria. Mack Power Divider Snap Procedure Specifications: This procedure covers the Mack GO-J. Objective The objective is to evaluate the wear protection of a gear lubricant. Procedure fixture Mack truck tractor and trailer loaded to 98,000 lbs. are required to perform this procedure. Procedure parameters The Mack truck tractor and trailer are driven in a 100-foot diameter circle for 500 laps. Abnormal noise ("snapping", "popping", etc.) is noted and cams and wedges of power divider are rated for wear and distress. Procedure parts evaluated The cams and wedges are evaluated. Pass/fail criteria No "significant" distress present on parts and no "abnormal" noise during testing are the pass/fail criteria. High-Temperature Cyclic Durability Procedure (ASTM D5579) Specifications This procedure covers Mack GO-G, GO-H, GO-J, Objective The objective is to evaluate the thermal stability of gear oils by determining number of cycles to unsynchronized shift. Procedure fixture Mack synchronizer with new friction and reaction disks, oil heater, Mack T-2180 transmission, and electric motor are required to perform this procedure. Procedure parameters The high-low range synchronizer of a Mack T-2180 18-speed transmission is shifted through a 12-second cycle (6 seconds in low range, 6 seconds in high range) until an unsynchronized shift occurs. The shift pressure is held at 90 psi, the procedure lubricant temperature is controlled at 250°F, and the tail shaft speed is held at 750 rpm throughout the procedure. The countershafts speed ranges from 459 rpm to 1756 rpm during the shift. Procedure parts evaluated The clutch disks, shifter fork, and synchronizer ring are evaluated. Pass/fail criteria Number of cycles to failure greater than the average of the last five passing reference oil results is the pass/fail criterion. So far so good. It actually felt better than the factory fill. Its pretty cheap too. If you don't like it you can always drain it out 4 qts cost me under 20 bucks. Shifts are smooth. Actually a bit smoother than the extra-s. First gear is now slightly easier to shift into. There is less syncro "noise" (sometimes you can hear the syncros wind up when shifting from gear to gear). And overall shift effort has improved. I will keep you up to date as to the longetivity of the oil. Its had limited use on NASIOC but those that have tried it love it. Could be an un-found diamond in the rough and a viable alternative.

Ill try to get them reposted... I have no current webserver right now...

How Suspension Mods Effect the Rear Multilink Suspension: Part 1: Adjustable Lower Lateral Links. Providing you don't take this to the extreme this actually kills 3 birds with one stone. 1) The most obvious is that it adds more static negative camber. 2) Dynamicly it ALSO increases the diffrence in the lower arm and the upper arm of the "wishbone" system. This means that it will add even MORE camber at a greater rate than stock under compression. 3) It decreases the rate of change in the toe-link. Because the link is longer, it decreases the diffrence in the arches of lower lateral link and the toe link so that they move in a more similar arch. This means the suspension toes in LESS under compression. This will probably make the car slightly more tossable at a slight expense to high speed stability. If setup right this is a very worthwhile mod.

As you know the Legacy has been given a much more advanced rear multilink suspension compared to its Impreza brethren. This offers many advantages over its Chapman strut counterpart used in the WRX/STi. Advantages: 1) Better camber control. This allows you to use much less static camber as the multilink system adds camber under compression and body roll. 2) Better control over suspension movement, scrub, and toe-in/ toe-out. This is why road going race cars including F1 use them. These advantages allows it to outperform an equally setup chapman system by virtue of better tire control. Disadvantages: 1) Complexity. It is more complex than a chapman strut. 2) Limited suspension movement. A chapman strut allows the wheel to move through a greater range of motion. This is why WRC cars still use them. 3) Difficult to tune if you dont know what you are doing. As to which is better. Given equally capable setups a multilink/ wishbone system will almost always be better on the tarmac. A strut system will be better/ more durable offroad. Part 2: Breaking the Multilink into its component parts. The legacy's multilink is broken down into 4 links. 1) Trailing Link. 2) Upper Lateral Link. 3) Lower Lateral Link. 4) Toe Link. Trailing Link: This link's sole purpose is to localize fore and aft movement in the suspension. It is mounted parallell to the long axis of the car and moves in an arc. The mounting of the fulcrum point relative to the spring provides anti-dive and anti-lift geometry. Because the pivot point isolates movement to one vector it does a better job of controlling fore/ aft movement of the car. Upper Lateral Link/ Lower Lateral link: This is what controls/isolates side to side movement of the wheel and provides camber control. These for the most part are "double wishbones" but are not in a wishbone shape because it does not have to control fore and aft movement like a double wishbone system. The fore/aft isolation of the wishbone has been seperated and given to the trailing link as mentioned above. The upper and lower lateral links are what we call an unequal length arm system. This effects camber control because the longer lower link moves in a larger arc than the shorter upper link. What this means is that the lower arm arcs out more than the upper arm under compression. Tilting the top of the wheel into the car. This is EXCELLENT for handling as it adds camber when it is needed the most for cornering. This allows you to run a lower amount of static negative camber and have camber gain when diving into a corner. This is also why you gain static negative camber when you lower your car. The unequal length concept is so effective that F1 and Champ cars still use it in thier suspensions today. Toe Link: This link effects the toe in/ toe out of the car. Intrestingly it is also the longest arm in our multilink suspension. This means it moves in the widest arc. The toe link is mounted the most rearward in the suspension meaning under compression it will toe the wheel inward. Toe-in is responsible for greater stability at the expense of turn in response and tossability. Toe-out gives you better turn in response but can be very twitchy at speed. It seems like Subaru designed the multilink with saftey in mind and set the toe arc to add toe-in under compression. This makes it very stable and predicatable in the corners but sacrifices the ass end out opposite lock behavior. Thats all for now folks. This is what I gathered from staring at my suspension for a bit.

Working on it... My cousin sold the domain name they were sitting in. I threatened to come over and bust a cap in his ass Dick Cheney style if he didnt fix it.