Scubaboo

That is what I feel at the moment too. It's encouraging to hear the same from someone who has experience with a lot of different wheel and tire sizes on our cars! Another thing I realized reading you mention that size can fit on the stockers is I wont need to look for a new wheel for my spare in the trunk.

Thank you, Humble, for answering with your usual detail! I currently have 225 45 R18's on 18x8 et 40 Rota Gravels so I figure I can go up to 245 properly. Looking to work with the wheels I have at the moment. I used to be pretty low on KW coilovers but the long bumper overhangs were limiting where I could bring the car lol! So I went back to factory sport package Bilsteins which are pretty high. Right now I want to try wider and taller so 245 40 is out for now. I am choosing between 245 45 and 235 45, but I am afraid of affecting acceleration with too tall a tire, so 235 45 has the edge at the moment.

Nearing tire replacement time and checking options. I am possibly looking to go wider in preparation for something like a stage 1 tune and/or taller for a bit better ride. I know a few people here have/had gone up in size and I have an idea of what sizes fit. But I have some questions I didnt see answers to in their threads. First, how was acceleration impacted going taller in tire size from 225 45 to 235 45 or 245 45? Second, any negatives like tramlining going a bit wider? I was wondering if it would be a problem but Sti's run 245 with no problems I've seen in a cursory search so I am thinking it shouldnt be a problem here with very similar suspension design? I know offhand @Humble Rumbleruns bigger than stock, and Perscitus too but I dont know if he still goes on here. Currently thinking to move from stock size 225 45 Bridgestone RE003's (Firehawk Indy 500's in North America) to 235 or 245 Pilot Sport 5's.

Oh yes, that too!

The most common culprit I've read for sudden abrupt shifts like that is the transmission valve body. Specifically a malfunctioning speed sensor on the valve body. Replacing the entire valve body is the usual fix. Sensor itself not available from Subaru but generic replacements are available online and been tried, though I've read a few reports of the problem returning and having to get a new valve body to fully resolve.

Still a ways to go (arent we all lol), hope that solves the shifting issues so you can move on to the other stuff

OTOH that area should be GTG for the next few years.

@Humble Rumble had to go through that some time ago, maybe he can comment. Also, try the Outback forums. Lots of people there with the 3.6 on basically the same car who may be able to give advice.

In the 2 cars that I had similar symptoms, both times it was the radiator.

Here ya go OP. https://www.ampire.de/Relay-Switches/Rocker-Switches/AMPIRE-Round-Rocker-Switch-On-Off.htm?shop=ampire_en&SessionId=&a=article&ProdNr=SW100&p=19841 You're welcome!

I'd probably do the filter drier and expansion valve too.

That sucks, sorry to hear. I do appreciate you and the others posting their experience, I had no idea Subaru had this poor design on some of their AC systems. I wonder if it is the variable displacement valve that is toast and the compressor repairable? Since it can build up pressure but cant hold it, it could be the variable portion malfunctioning, which I've seen repaired in other model compressors by replacing the variable displacement valve. I doubt it is available as a separate part from the dealer though, but for some compressors you can find them online. However with the clutchless design another failure could take out more of the system so you may be better off getting new.

I just googled the 3.6 compressor and see what you mean now...totally different hub and big honking valve on the side.

Havent really looked into it if the one on my GT is variable. Valve placement on the variables are, well, variable...on my X5's Calsonic CSV717 the valve was on the backplate.

Yup, there is a control wire for the magnetic coil. i have a 2004 BMW X5, the year BMW switched the AC compressor from a standard Denso to a variable displacement Calsonic. Those variable displacement Calsonics had pulley clutches as early as back then. I didnt know it back then, and it got me scratching my head losing AC intermitently but seeing the compressor clutch engaged, till I learned it was a variable displacement compressor lol!