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  #11  
Unread 13th March 2019, 06:31 PM
Beachworm Beachworm is offline
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Quote:
Originally Posted by Subaru Man View Post
That is a challenging track. I would be concerned about vehicle damage but they looked as though they stayed in one piece.

Anyone know if this is typical of the tracks at Glass House Moutains or is this one of the more difficult?
There is a wide range of difficulty levels available, from easy country road drives to vehicle destroying rutted gullies and bottomless mud pits. If we rated them on a scale of 1 to 10, the worst of the ones in these videos would come in about 6.

The Glasshouse mountains region is a combination of national park and pine forest plantation with a high voltage power line running north-south through it. There are so many tracks that some will tell you you could go there for years on day trips and never run out of new experiences.

Perhaps the most difficult is called Big Red and you don't find Subarus doing this.
There are bypasses for all the really difficult sections but after heavy rain you wouldn't go near the place without winches and other vehicles.
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  #12  
Unread 13th March 2019, 06:50 PM
Beachworm Beachworm is offline
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Join Date: Oct 2017
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Quote:
Originally Posted by scalman View Post
allways wondered about those newer diesels foresters and outbacks, not much videos with then lifted or such , it should have much better torque at low rpm there and with manual thats all you could need at slow speeds diesel should be better is it ? VDC its tricky to make it work well , like if you d oactions to not get stuck on open diff you need do almost opposite actions with VDC because it needs you keep pedal to metal to tell it you want go forward. VDC dont work well if you drive carefully and release gas pedal. and VDC no good at climbing hardcore hills. its just cuts too much power away.
would be cool to take diesel engine and dual range gearbox , that would be interesting project if they fit each other. shame that music too loud there. if im not mistaken i heard how diesel rumble ?? was i ?
On the SH Forester, VDC can remain operating without interference from traction control so the problem of dropping power when VDC comes into play isn't an issue. The brakes apply force to the spinning wheel but the engine power isn't reduced.
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  #13  
Unread 14th March 2019, 01:42 PM
scalman scalman is offline
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yh forgot that. so why then its not used there and not perform so good.
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  #14  
Unread 14th March 2019, 08:17 PM
Beachworm Beachworm is offline
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Join Date: Oct 2017
Location: Brisbane Australia
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Model: Forester X Luxury, sump guard, bigger AT tyres and 50mm Subieliftoz lift, breather extensions
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Quote:
Originally Posted by scalman View Post
yh forgot that. so why then its not used there and not perform so good.
That's a very good question. Seeing you can't simply turn VDC off, it may not be a driver choice. The only reason I can think of is that the vehicle has had a centre diff lock module fitted. Apparently, it is possible to either buy an electronic module (about $500) or build your own circuit that disables VDC and locks the centre diff. When I get to chat with the owner again I'll ask the question.
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  #15  
Unread 15th March 2019, 08:59 AM
scalman scalman is offline
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And another thing that VDC works as good as your brakes are so if lets say you have slightly stuck brake cilinders or just harder moving pads then vdc will have harder time to brake wheels too
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  #16  
Unread 19th March 2019, 07:16 PM
Beachworm Beachworm is offline
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Join Date: Oct 2017
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I've had a conversation with the driver of the silver SH Forester and also done some research and I've discovered the following things:
1. The car has no special modifications.
2. The driver had traction control off and put his foot on the loud pedal to try to coax it over the lump.

This may be the reason for the problem with the VDC seeming to be inactive. It seems that the VDC is calibrated to switch off once 60Kph is reached with wheel spin. Perhaps this is what happened.

I also discovered why it doesn't matter that you can't easily fit a centre diff lock switch to an auto SH. The centre diff/clutch pack is effectively locked to a 50/50 split when the gear selector is moved into the sport position and first gear manually selected (by increasing hydraulic pressure in the clutch pack to maximum). The pressure is slightly reduced when steering input is detected or when ABS is activated. This makes an after-market diff lock pretty much redundant.
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