A New Friend For My SVX

[Lookin4SVX]

My SVX has a new friend in the Driveway!!!

2010 Subaru Legacy

Couple Shots I took between Rain Storms:












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The Legacy may be newer and better, but the SVX is still teh sex!

If only the SVX had the Legacy's Lineartronic™ CVT (Continuously Variable Transmission) with 6-speed manual mode and paddle shifters.

[BoxerFanatic]

Wow, that car is huge, compared to even an SVX.

[sabin]

Did you get the 3.6 ?

[Lookin4SVX]

Yes its is huge. That was my first though after seeing it in the driveway.
It didn't seem so big at the dealership, specially after test driving the forester.
Its got to be a foot taller than the SVX.



No it is not a 3.6R.

It is a 2.5i Premium.
Additional Options:
Lineartronic™ CVT (Continuously Variable Transmission) with 6-speed manual mode and paddle shifters.
Trunk Spoiler.

http://www.subaru.com/vehicles/legac...ium/index.html

[sabin]

your first post was throwing me off, i see you edited it
2.5 comes with a cvt the 3.6 comes with a 5eat
i have 5eat in my outback and i wish i had one in my svx


some info on subaru automatic transmissions and awd systems
.
Active All wheel drive found in the 4eat and the cvt
The mechanism that transfers torque fore and aft is contained within the transmission’s tailshaft. To the casual observer it looks just like a typical hydraulic clutch found in any automatic. The key difference in this clutch pack is its operation. It’s designed to slip according to how much all-wheel drive is needed. When an automatic’s clutch slips, it is due to a malfunction and will eventually burn up. But the multi-plate transfer (MPT) clutch uses a special friction material that easily withstands the friction loads generated during torque transfer. (Also referred to as VTC = Variable Transfer Clutch)
The MPT’s operation is controlled by the Transmission Control Unit (or TCU) and constantly changes dependent on how the vehicle is being driven. To get more all-wheel drive, the TCU increases the hydraulic pressure to the clutch for less slippage. Less all-wheel drive calls for more slip and the TCU reduces the hydraulic pressure to the clutch.
Under normal, dry pavement operation torque split is about 90% front and 10% rear. This distribution helps to compensate for the car’s weight distribution and resultant smaller effective rolling diameter of the front tires. As weight transfers to the rear of the vehicle, (i.e., under acceleration), the TCU shifts the torque split more toward the rear wheels. Under hard braking, torque is directed forward. Torque distribution is changed based upon how the vehicle is being driven. Throttle position, gearshift lever position, current gear and other factors combine to influence the TCU and it, in turn, selects a software map that determines how aggressively torque split will be adjusted.

MODELS WITH FIVE-SPEED AUTOMATIC TRANSMISSION – VARIABLE TORQUE DISTRIBUTION ALL-WHEEL DRIVE: As with Active All-Wheel Drive, an electronically controlled variable transfer clutch distributes power, but through a planetary-type center differential and a viscous-type limited-slip rear differential. Torque distribution is normally configured at a performance-oriented rear-wheel-biased 45/55 split front to rear. Sensors monitor the same parameters as for Active All-Wheel Drive


nice looking lego

[Tim]

Looks like a Maxima's cousin. Congrats on the new car.