Subaru

First Impreza generation. WRX with 2.0L turbo flat-four 240hp. STI with 280hp. Symmetrical AWD standard. 4340mm length. Five-speed manual. Weight 1235kg (STI). 0-60 mph in 5.4 seconds (STI). World Rally Championship winner. Two-door coupe and four-door sedan. Wagon variant. Gold BBS wheels STI. Hood scoop intercooler.

Controversial bugeye then blobeye then hawkeye. WRX with 227hp US-spec. STI with 300hp. 2.5L turbo in US models. 4415mm length. Six-speed manual STI. Weight 1495kg (STI). 0-60 mph in 4.8 seconds (STI). Driver-controlled center differential STI. Brembo brakes STI. Very tuneable platform. Rally pedigree strong.

Larger dimensions. WRX with 265hp. STI with 305hp. Hatchback body style popular. 4415mm length. Five-speed WRX, six-speed STI. Weight 1505kg (STI). 0-60 mph in 4.7 seconds (STI). Multi-mode DCCD differential STI. SI-DRIVE modes. Wide-body fenders STI. Turbo lag reduced. Carbon fiber roof STI spec C.

Sedan only, hatchback discontinued. WRX with 268hp. STI with 310hp. 4595mm length. Six-speed manual standard. CVT option WRX only. Weight 1519kg (STI). 0-60 mph in 4.6 seconds (STI). Active torque vectoring. EyeSight available WRX. Performance package option. Type RA lightweight STI. S209 limited edition 341hp.

Subaru Global Platform. WRX with 271hp. STI cancelled. 4670mm length. Six-speed manual or CVT. Weight 1555kg. 0-60 mph in 5.4 seconds. Full-time AWD with active torque split. Drive mode select. 11.6-inch vertical touchscreen. Recaro seats available. GT trim with adaptive dampers. Revised steering feel.

First Legacy model. 2.2L flat-four with 130hp. Turbo RS with 200hp. Full-time AWD standard. 4525mm length. Five-speed manual or automatic. Weight 1320kg. 0-60 mph in 7.8 seconds (turbo). Wagon very practical. Rally-inspired handling. Boxer engine smoothness. Very reliable drivetrain.

Improved refinement. 2.5L flat-four with 155hp. GT-B turbo with 280hp twin-turbo. 4580mm length. Weight 1410kg (GT-B). 0-60 mph in 5.5 seconds (GT-B). Bilstein suspension GT-B. Sequential twin-turbo system. Six-speed manual option. Torsen limited slip differential. Very capable wagon.

More upmarket positioning. 2.5L with 165hp. 3.0L flat-six with 212hp. B4 turbo with 280hp. 4680mm length. Weight 1490kg (B4). 0-60 mph in 5.6 seconds (B4). McPherson strut front, multi-link rear. Six-speed manual B4. VDC stability control. Outback raised wagon popular.

New platform with improved rigidity. 2.5L turbo with 250hp. GT spec.B with 243hp tuned suspension. 3.0R with 245hp flat-six. 4635mm length. Weight 1545kg (GT). 0-60 mph in 5.5 seconds (GT). Bilstein dampers spec.B. SI-DRIVE selector. Thule roof rack integrated. Very composed handling.

Significantly larger body. 2.5L with 170hp. 2.5GT turbo with 265hp. 3.6R with 256hp flat-six. 4730mm length. CVT Lineartronic standard. Weight 1555kg. 0-60 mph in 6.3 seconds (3.6R). EyeSight safety available. Improved cabin space. X-mode AWD management. Reduced turbo lag.

Subaru Global Platform debut. 2.5L with 175hp. 3.6R with 256hp. 4796mm length. CVT standard. Weight 1533kg. 0-60 mph in 7.2 seconds (3.6R). EyeSight standard higher trims. StarLink infotainment. Improved ride quality. Increased torsional rigidity. Wagon discontinued North America.

XT turbo returns with 260hp 2.4L. Base 2.5L with 182hp. 4840mm length. CVT only. Weight 1602kg (XT). 0-60 mph in 6.1 seconds (XT). 11.6-inch vertical touchscreen. EyeSight 4.0. Wireless Apple CarPlay. Improved NVH. Touring XT premium trim. Advanced adaptive cruise.

Based on Legacy wagon. 2.5L flat-four with 155hp. Raised suspension 7.3 inches clearance. 4680mm length. Full-time AWD. Weight 1450kg. 0-60 mph in 9.5 seconds. Roof rails standard. Two-tone body cladding. All-weather capability. Created crossover segment. Very practical cargo space.

New platform. 2.5L with 165hp. 3.0L H6 with 212hp. VDC with H6. 4730mm length. Weight 1555kg (H6). 0-60 mph in 8.2 seconds (H6). Improved ground clearance 8.4 inches. Dual-range transmission. Better approach angles. Enhanced off-road capability. Wagon and sedan variants.

Larger dimensions. 2.5i with 175hp. 2.5XT turbo with 250hp. 3.0R H6 with 245hp. 4730mm length. Weight 1625kg (XT). 0-60 mph in 6.5 seconds (XT). SI-DRIVE modes. VDC standard all. Rear liftgate glass opens. Very capable all-weather. Popular family choice.

CVT Lineartronic standard. 2.5i with 173hp. 3.6R H6 with 256hp. 4775mm length. Weight 1565kg. 0-60 mph in 8.2 seconds (3.6R). EyeSight available. X-mode for low-speed off-road. Hill descent control. Improved fuel economy. Very smooth CVT calibration.

Subaru Global Platform. 2.5i with 175hp. 3.6R with 256hp. 4815mm length. Weight 1588kg. 0-60 mph in 7.5 seconds (3.6R). EyeSight standard most trims. 8.7 inches ground clearance. StarLink multimedia. Improved crash safety. 60/40 split rear seats. Rear seatback protector.

2.5L with 182hp. 2.4L turbo XT with 260hp. Wilderness trim with 9.5 inches clearance. 4860mm length. CVT only. Weight 1668kg (Wilderness). 0-60 mph in 6.1 seconds (XT). 11.6-inch vertical touchscreen. Dual X-mode. DriverFocus distraction monitoring. Full-size spare Wilderness. Copper accents Wilderness.

Based on Impreza platform. 2.5L flat-four with 165hp. Turbo S with 240hp. Symmetrical AWD. 4450mm length. Five-speed manual or automatic. Weight 1415kg (S Turbo). 0-60 mph in 6.3 seconds (S Turbo). Wagon-like body. Glass area excellent visibility. 185mm ground clearance. Very practical interior.

Larger body, improved refinement. 2.5L with 173hp. XT turbo with 230hp. STI version Japan only 265hp. 4485mm length. Weight 1510kg (XT). 0-60 mph in 5.8 seconds (XT). Active valve control system. Self-leveling rear suspension. Panoramic sunroof option. VDC stability control. Sports shifting automatic.

More SUV-like proportions. 2.5L with 170hp. XT turbo with 224hp. 4560mm length. Five-speed automatic. Weight 1505kg. 0-60 mph in 6.8 seconds (XT). SI-DRIVE standard XT. X-mode limited models. Improved cargo space. Hill holder standard. Multi-mode VDC.

CVT Lineartronic. 2.5i with 170hp. 2.0XT turbo with 250hp. 4595mm length. Weight 1521kg (XT). 0-60 mph in 6.2 seconds (XT). EyeSight available. X-mode standard. Active torque vectoring. Rear seatback angle adjustable. Panoramic power sunroof. Approach and departure angles improved.

Subaru Global Platform. 2.5L with 182hp. e-BOXER mild hybrid markets. 4640mm length. CVT only. Weight 1569kg. 0-60 mph in 8.6 seconds. EyeSight standard. Driver monitoring system. 8.7 inches ground clearance. SI-DRIVE modes. X-mode with snow/dirt and deep snow/mud. Wilderness trim 2022 with 9.2 inches clearance.

Co-developed with Toyota 86. 2.0L flat-four with 200hp. Rear-wheel drive only. 4240mm length. Six-speed manual or automatic. Weight 1230kg. 0-60 mph in 6.4 seconds (manual). 53/47 front/rear weight distribution. Torsen limited slip differential. Low center of gravity 460mm. tS model with STI parts. Yellow Series limited edition.

Subaru Global Platform. 2.4L flat-four with 228hp. Increased torque 184 lb-ft. 4265mm length. Six-speed manual or automatic. Weight 1270kg. 0-60 mph in 6.0 seconds. Improved chassis rigidity 50%. Track bRace package. Eyesight available automatic. Aluminum roof. Torque vectoring. Track mode EyeSight cars.

Based on Impreza hatchback. 2.0L flat-four with 148hp. Hybrid with 160hp total. Symmetrical AWD. 4450mm length. CVT standard. Weight 1415kg. 0-60 mph in 10.1 seconds. 8.7 inches ground clearance. X-mode standard. Approach angle 18 degrees. Departure angle 30 degrees. Roof rails standard.

Subaru Global Platform. 2.0L with 152hp. Plug-in hybrid with 148hp plus electric motor. 4465mm length. CVT only. Weight 1445kg. 0-60 mph in 9.3 seconds. EyeSight standard. StarLink 6.5 or 8.0 inch screen. Android Auto and Apple CarPlay. Improved ride comfort. 8.7 inches clearance maintained.

Latest Global Platform. 2.0L with 152hp. 2.5L with 182hp new option. 4495mm length. CVT standard. Weight 1475kg. 0-60 mph in 8.5 seconds (2.5L). 11.6-inch vertical touchscreen. EyeSight 4.0. Wilderness trim 9.3 inches clearance. Dual X-mode. Wireless smartphone integration. Improved cargo space.

International name for Crosstrek. 2.0L flat-four with 148hp. Diesel option 147hp markets. Symmetrical AWD. 4450mm length. CVT or manual transmission. Weight 1415kg. 0-100 km/h in 10.3 seconds. 220mm ground clearance. X-mode available. Roof rails standard. Adventure-ready styling. Plastic body cladding. Global market success.

Second generation global model. 2.0L with 156hp. e-BOXER hybrid 150hp. 4465mm length. CVT Lineartronic. Weight 1460kg. 0-100 km/h in 10.2 seconds. EyeSight standard. 8.7 inches ground clearance. Improved fuel efficiency. StarLink safety. Android Auto and Apple CarPlay. Hybrid system smooth.

3.0L H6 with 245hp. 3.6L H6 with 256hp later. Five-speed automatic. Symmetrical AWD. 4864mm length. 2749mm wheelbase. Weight 1945kg. 0-60 mph in 8.4 seconds. Seven-passenger seating. Controversial front grille design. DVD entertainment system. Triple-zone climate control. 2008 facelift improved styling. Discontinued due to sales.

3.3L flat-six with 230hp. Four-speed automatic. Symmetrical AWD. 4620mm length. 2610mm wheelbase. Weight 1610kg. 0-60 mph in 7.3 seconds. Top speed 140 mph. Window-within-window design. Giorgetto Giugiaro styling. All-wheel steering Japan. Electrochromic mirror. Automatic climate control. Advanced for its time. Low sales volume.

2.5L flat-four with 165hp. Turbo with 210hp. Four-speed automatic. Symmetrical AWD. 4999mm length. 2740mm wheelbase. Weight 1665kg. 0-60 mph in 8.8 seconds. Switchback pass-through system. 41.5 inches bed length. Waterproof cargo area. Roof rails standard. Limited production numbers. Cult following today.

1.6L turbo with 170hp. 2.0L turbo with 296hp. CVT Lineartronic. Symmetrical AWD. 4690mm length. 2650mm wheelbase. Weight 1540kg. 0-100 km/h in 5.8 seconds (2.0GT). EyeSight standard. SI-DRIVE modes. WRX-derived chassis. Sports wagon focus. Japanese and European markets. Not sold in North America.

1.8L turbo with 177hp. 2.4L turbo with 275hp. CVT Lineartronic. Symmetrical AWD. 4755mm length. 2670mm wheelbase. Weight 1580kg. 0-100 km/h in 6.1 seconds. 11.6-inch touchscreen. EyeSight 4.0. Driver monitoring system. Digital instrument cluster. STI Sport variants. Enhanced safety features.

2.0L flat-four with 150hp. 2.0L turbo with 221hp. 2.5L with 167hp. CVT or manual. Symmetrical AWD. 4740mm length. 2780mm wheelbase. Weight 1560kg. 0-100 km/h in 8.2 seconds. Seven-passenger seating. Panoramic glass roof. Low center of gravity. Japanese market only. Practical family vehicle. Discontinued 2018.

658cc flat-four with 52hp. Turbo option 64hp. Four-wheel drive. 3395mm length. 2420mm wheelbase. Weight 850kg. 0-100 km/h in 15 seconds. Kei car classification. Truck and van variants. Daihatsu partnership. Low running costs. Japanese domestic market. Utility vehicle focus. Continuous updates.

658cc inline-three with 52hp. Four-wheel drive option. 3295mm length. 2330mm wheelbase. Weight 760kg. Fuel efficient city car. Kei car dimensions. Automatic transmission. Tall box design. Maximum interior space. Japanese urban driving. Discontinued 2010.

1.0L inline-three with 65hp. 1.2L with 73hp. Five-speed manual. CVT ECVT available. Full-time AWD optional. 3735mm length. 2330mm wheelbase. Weight 815kg. Economical transportation. Three-door hatchback. Reliable and practical. Discontinued then revived.

1.0L and 1.3L engines. 68hp to 86hp. Five-speed manual. All-wheel drive optional. 3600mm length. 2430mm wheelbase. Weight 900kg. Toyota collaboration. Daihatsu platform. European market focus. Fuel efficient design. Short production run.

1.8L and 2.2L engines. 125hp to 147hp. Four-speed automatic. Front-wheel drive. 4317mm length. 2694mm wheelbase. Weight 1470kg. Seven-seat configuration. Opel Zafira basis. Japanese market only. Flexible seating system. Short model lifecycle.

The air-cooled flat-four that established Subaru's boxer identity and demonstrated the configuration's inherent smoothness. This 1,595cc horizontally-opposed four featured a magnesium alloy crankcase with cast iron cylinders and aluminum heads. The cooling system used a belt-driven centrifugal fan moving 2.1 cubic meters of air per minute through intricate finned ducting. The valve train employed pushrods with mechanical adjusters and sodium-cooled exhaust valves. The crankshaft ran in three main bearings with a unique 'full-pressure' lubrication system that included rifle-drilled passages to all critical surfaces. With 8.7:1 compression and a single Hitachi DCR336 carburetor, it produced 70 hp at 5,200 RPM and 85 lb-ft at 3,200 RPM. The engine's masterpiece was its perfect primary balance and low 13.8-inch height, which allowed Subaru to pioneer the low hood lines that would become a brand trademark. The oil system featured a gear-type pump with thermostatically controlled cooler, while the ignition used dual points with vacuum advance. This engine could sustain 75 mph all day while returning 28 mpg, establishing Subaru's reputation for durability and efficiency.

The legendary turbocharged boxer that defined Subaru's performance identity and dominated World Rally Championship. This 1,994cc horizontally-opposed four featured a semi-closed deck cast iron block with aluminum heads and dual overhead camshafts. The turbo system used a Mitsubishi TD05-16G6 turbo with ceramic turbine wheel and internal wastegate set at 14.5 psi. The valve train employed hydraulic lash adjusters and 16 valves arranged in a pent-roof combustion chamber. The fuel system used sequential multi-point injection with a MAF sensor and top-feed injectors. With 8.0:1 compression and a Subaru-specific ECU, it produced 227 hp at 6,000 RPM and 217 lb-ft at 4,000 RPM. The engine's innovation was its 'semi-closed deck' block design that provided the rigidity needed for high boost pressures while maintaining some cooling advantages of open-deck designs. The intercooling system used a top-mounted air-to-air unit that took advantage of the hood scoop made famous in rally competition. The oiling system featured piston cooling jets and a baffled sump to prevent oil starvation during high-G cornering—a critical development for rally-bred performance.

The silken flat-six that brought luxury car refinement to Subaru's all-wheel drive platforms. This 2,999cc horizontally-opposed six featured an aluminum block with cast iron liners and chain-driven dual overhead camshafts. The valve train employed variable valve timing on intake cams with 40° of adjustment range. The cylinder heads used 24 valves with 38° included angle and tumble-generating intake ports. The intake system used a variable-length manifold with butterfly valves that switched from long to short runners at 4,400 RPM. With 10.7:1 compression and sequential multi-point injection, it produced 212 hp at 6,000 RPM and 210 lb-ft at 4,400 RPM. The engine's masterpiece was its perfect natural balance—the horizontally-opposed six configuration cancels all primary and secondary vibrations without requiring balance shafts. The cooling system used a dual-pass radiator with electric fans, while the oil system employed a variable-displacement pump that reduced parasitic losses at high RPM. This engine demonstrated that Subaru's boxer philosophy could scale elegantly to larger displacements while maintaining the low center of gravity that defined the brand's handling characteristics.

The high-displacement turbocharged boxer that became the heart of Subaru's ultimate performance models. This 2,457cc horizontally-opposed four featured a semi-closed deck cast iron block with forged pistons and nitrided crankshaft. The turbo system used an IHI VF48 ball-bearing turbo with twin-scroll housing and internal wastegate set at 16.9 psi. The valve train employed solid bucket followers with 16 valves and sodium-filled exhaust valves. The fuel system used side-feed injectors with a returnless design and dual AVCS (Active Valve Control System) on both intake and exhaust cams. With 8.2:1 compression and a Hitachi ECU with drive-by-wire, it produced 305 hp at 6,000 RPM and 290 lb-ft at 4,000 RPM. The engine's innovation was its 'tumble generator valves' that created high turbulence in the combustion chambers at low RPM for improved emissions and throttle response. The intercooling system evolved to a larger top-mounted unit with more efficient core design, while the oiling system received additional baffling and a higher-capacity pump for track use. This engine became the foundation for countless aftermarket builds, known for its robust bottom end and 400+ horsepower capability with basic modifications.

The modern direct-injection boxer that brought Subaru into the era of downsized, efficiency-focused forced induction. This 1,998cc horizontally-oppised four featured an open-deck aluminum block with direct injection operating at 2,175 psi. The turbo system used a twin-scroll IHI RHF55 turbo with electronic wastegate and ball-bearing core. The valve train employed dual AVCS on both intake and exhaust cams with 50° of phasing range. The fuel system combined direct injection with port injection for optimal particulate control. With 10.6:1 compression and 15.9 psi of boost, it produced 268 hp at 5,600 RPM and 258 lb-ft from 2,000-5,200 RPM. The engine's innovation was its 'square' 86mm x 86mm bore and stroke dimensions that optimized both torque production and high-RPM capability. The cooling system used a dual-pass design with an electric water pump for the turbocharger, while the oil system featured variable-displacement pump and piston cooling jets. This engine demonstrated Subaru's ability to evolve the boxer architecture to meet modern efficiency demands without sacrificing the character that defined the brand.

The efficiency-optimized naturally-aspirated boxer designed for the mainstream SUV market. This 2,498cc horizontally-opposed four featured an aluminum block with thin-wall cast iron liners and chain-driven single overhead camshafts. The valve train employed AVCS on intake cams with 34° of adjustment range. The cylinder heads used 16 valves with 33° included angle and high-tumble intake ports. The intake system used a variable-length manifold with resonance control that optimized torque across the rev range. With 10.3:1 compression and multi-point injection, it produced 170 hp at 5,800 RPM and 174 lb-ft at 4,000 RPM. The engine's innovation was its 'offset crankshaft' design that reduced piston skirt friction by 20% compared to previous generations. The cooling system used a dual-thermostat design with separate cooling for cylinder heads and block, reducing warm-up time by 50%. The oil system employed a compact variable-displacement pump that reduced parasitic losses by 1.5 hp at cruising speeds. This engine demonstrated that Subaru could achieve modern efficiency targets while maintaining the boxer configuration's fundamental advantages.

The Toyota-Subaru collaboration engine that temporarily broke with boxer tradition for the sports car project. This 1,998cc inline-four featured an aluminum block with cast iron liners and direct injection operating at 2,175 psi. The valve train employed dual VVT-iW on intake and VVT-i on exhaust with 50° of phasing range. The fuel system used both direct and port injection for optimal combustion control. With 12.5:1 compression and a 7,400 RPM redline, it produced 205 hp at 7,000 RPM and 156 lb-ft at 6,600 RPM. The engine's innovation was its 'D-4S' injection system that seamlessly transitioned between direct and port injection based on load conditions. The cooling system used a dual-pass design with an oil cooler integrated into the filter housing, while the oil system employed a variable-displacement pump with piston cooling jets. Though not a boxer, this engine demonstrated Subaru's engineering flexibility when project requirements demanded conventional architecture, while still maintaining the low center of gravity philosophy through careful packaging.

The latest evolution of Subaru's boxer philosophy, designed for both performance and heavy-duty SUV applications. This 2,387cc horizontally-opposed four features a semi-closed deck aluminum block with direct injection operating at 2,900 psi. The turbo system uses a twin-scroll IHI turbo with electronic wastegate and ball-bearing core. The valve train employs dual AVCS on both intake and exhaust cams with 55° of phasing range. The fuel system uses both direct and port injection for optimal particulate control across all operating conditions. With 10.6:1 compression and 12.0 psi of boost, it produces 260 hp at 5,600 RPM and 277 lb-ft from 2,000-4,800 RPM. The engine's innovation is its 'cooled EGR' system that reduces pumping losses and knock tendency, allowing higher compression ratio despite turbocharging. The thermal management system uses a dual-circuit design with electric water pump for the turbocharger, while the oil system features a variable-displacement pump with integrated oil cooler. This engine represents the current pinnacle of Subaru's boxer evolution—delivering the low center of gravity and balance that define the brand while meeting modern efficiency and emissions requirements.

The robust 5-speed manual transmission that powered the iconic 'bug-eye' and 'blob-eye' WRX models. This transmission featured stronger gearsets than the standard Impreza, with shot-peened synchronizers and revised ratios to handle the turbocharged EJ205's torque. The center differential was a viscous coupling type that normally distributed power 50/50 front/rear, but could transfer up to 80% to either axle when slip was detected. The shift mechanism used a direct rod-linkage system with positive gate detents, providing the characteristic notchy Subaru shift feel. The case was cast aluminum with reinforced mounting points to withstand aggressive driving, and the clutch used a cable-actuated system with a organic-ceramic disc that provided progressive engagement. This transmission became legendary for its durability in rally competition, though street versions required careful treatment to avoid third gear synchro issues during high-RPM shifts.

The legendary 6-speed manual transmission from the GD-chassis STI, featuring the revolutionary Driver Controlled Center Differential (DCCD). This transmission used stronger helical gears with REM-finished surfaces, capable of handling the 2.5L EJ257's 300 lb-ft of torque. The DCCD system combined mechanical (planetary gear) and electronic (electromagnetic clutch) limited-slip control, allowing drivers to adjust front/rear torque split from 41/59 to 50/50. The shift mechanism featured a short-throw linkage with bronze oil-impregnated bushings for precise engagement, and the transmission included a reinforced clutch housing for the larger pull-type clutch. The front differential was a helical limited-slip unit, while the rear was a Torsen type, providing exceptional traction in all conditions. The transmission case was thicker-walled than WRX units, and the shift forks were coated with diamond-like carbon for reduced friction. This transmission became the gold standard for rally-bred all-wheel-drive performance.

Subaru's first-generation Chain-type Continuously Variable Transmission, featuring a unique torque converter design and simulated 6-speed manual mode. This CVT used a high-strength steel chain running between variable-diameter pulleys, with hydraulic pressure controlling the ratio changes. The torque converter incorporated a lock-up clutch that could engage at low speeds for improved efficiency, while still providing smooth launches. The transmission offered three driving modes: Intelligent for normal driving, Sport for more responsive acceleration, and Sport Sharp for maximum performance with simulated gear steps. The center differential was an electronically managed multi-plate clutch that could vary front/rear torque distribution from 60/40 to 90/10 based on driving conditions. The transmission fluid was cooled through a dedicated heat exchanger, and the control system included hill-hold assist and descent control functions. Despite being a CVT, this transmission was rated for 258 lb-ft of torque and could handle light towing duties.

The strengthened 5-speed manual transmission used in the SG Forester XT, sharing many components with the contemporary WRX but with different gear ratios optimized for SUV applications. This transmission featured a longer first gear for easier load carrying, and closer ratios between second through fourth gears for responsive acceleration. The center differential was a viscous coupling type with a 50/50 default split, but could transfer torque based on wheel slip. The shift mechanism used a cable-operated system with longer throws than the WRX, providing smoother shifts more appropriate for the Forester's character. The clutch was a hydraulic-actuated pull-type design with a larger diameter than non-turbo Foresters, using an organic facing material that provided smooth engagement. The transmission mounts were softer than performance models to reduce vibration transmission to the cabin. This transmission proved exceptionally durable and was capable of handling moderate power increases without modification.

The compact, lightweight CVT developed for Subaru's smaller platforms, featuring improved efficiency and response over the first-generation design. This transmission used a narrower steel chain and reduced hydraulic pressure for lower parasitic losses, contributing to better fuel economy. The torque converter featured an extended lock-up range that could operate in all but the lowest speeds, and the pulley ratio range was widened to 6.28:1 for better acceleration and cruising efficiency. The transmission control system included X-Mode for off-road use, which provided enhanced hill descent control and optimized torque distribution for low-traction situations. The center differential used an active torque split system that could vary distribution from 60/40 to 90/10 front/rear, with additional yaw control functionality that could brake individual wheels to enhance cornering stability. The transmission also featured adaptive control that learned driving habits and adjusted shift patterns accordingly, and included paddle shifters for manual control of seven pre-programmed ratios.

The specially developed 6-speed manual transmission for the rear-wheel-drive BRZ, featuring a compact design optimized for low center of gravity and precise shift feel. This transmission used triple-cone synchronizers on second and third gears for light shift effort, with carbon-lined single-cone synchronizers on the remaining gears. The shift mechanism was a direct rod-actuated design with the shifter mounted directly to the transmission case, providing exceptional precision and short throws. The gear ratios were closely spaced to keep the naturally aspirated FA20 engine in its power band, with a 4.10:1 final drive ratio for responsive acceleration. The case was aluminum with extensive use of ribs for rigidity, and the clutch was a single-disc design with a spring-centered organic disc that provided progressive engagement. The transmission was specifically tuned for the BRZ's sports car character, with positive gate detents and a mechanical feel that enhanced driver engagement. This transmission proved capable of handling track use while remaining civil for daily driving.

Subaru's most capable CVT, designed to handle the 277 lb-ft of torque from the FA24 turbocharged engine in the Ascent and later Outback XT models. This transmission uses a wider steel chain and higher-capacity pulleys than previous designs, with a reinforced case to handle towing duties up to 5,000 pounds. The torque converter features a centrifugal pendulum vibration absorber that allows aggressive lock-up strategies without compromising refinement. The transmission offers eight simulated ratios in manual mode, with shift times programmed to feel more like a traditional automatic. The center differential is an electronically controlled multi-plate clutch that can vary torque distribution from 45/55 to 90/10 front/rear, with specific programming for towing that emphasizes stability over fuel economy. The transmission cooling system includes a dedicated radiator with its own electric fan, and the fluid is rated for extended high-temperature operation. The control system integrates with Subaru's DriverFocus distraction mitigation system, which can detect driver fatigue and adjust transmission behavior for smoother operation.

The close-ratio 6-speed manual transmission developed for the limited-production STI Type RA, featuring revised gearing for improved acceleration. This transmission shortened the ratios for first through fifth gears while maintaining the same sixth gear for highway cruising, reducing the gap between gears to keep the turbocharged engine in boost. The DCCD system was updated with faster processing and additional programming modes, including a track mode that optimized torque distribution for circuit driving. The shift mechanism used titanium shift linkage for reduced weight, with a short-throw shifter that reduced throw distance by 20% compared to the standard STI. The front differential was a helical limited-slip unit with increased pre-load, while the rear differential remained a Torsen type but with revised gearing to match the closer ratios. The transmission case was painted cherry red for identification, and the clutch was upgraded to a ceramic-metallic multi-plate design that could handle repeated high-RPM launches. This transmission represented the ultimate evolution of Subaru's rally-bred manual gearbox technology.

Subaru's performance-oriented CVT developed for the VB-chassis WRX, featuring specific tuning for sporty driving and enhanced durability. This transmission uses a strengthened chain and revised pulley angles to handle the FA24 turbo engine's 258 lb-ft of torque, with faster ratio changes than standard Lineartronic units. The transmission offers eight pre-programmed ratios in manual mode, with shift times programmed to mimic a dual-clutch transmission. The SI-Drive system includes Intelligent, Sport, and Sport Sharp modes that alter throttle mapping, steering effort, and transmission behavior. The center differential is an electronically controlled multi-plate clutch that can vary torque distribution from 45/55 to 90/10 front/rear, with specific programming for performance driving that emphasizes rear torque bias during cornering. The transmission cooling system is upgraded with a larger cooler and more efficient fluid pump, and the transmission includes launch control functionality that manages engine RPM for optimal acceleration. Despite being a CVT, this transmission is capable of handling track use and provides a compelling alternative for drivers in heavy traffic areas.

The durable 4-speed automatic transmission that established Subaru's reputation for all-weather capability in the 1990s. This transmission used a simple but robust design with three planetary gearsets and hydraulic control, featuring Subaru's first electronically managed transfer clutch for the all-wheel-drive system. The transmission offered three shift modes: Normal, Power, and Manual (in later models), with the Power mode holding gears longer and providing more aggressive downshifts. The center differential was a multi-plate transfer clutch that normally distributed power 90/10 front/rear, but could transfer up to 50% to the rear wheels when slip was detected. The torque converter used a lock-up clutch in third and fourth gears for improved efficiency, and the transmission fluid was cooled through the engine's radiator. Despite only having four speeds, this transmission proved exceptionally reliable and capable in snow and off-road conditions, with many examples exceeding 300,000 miles with proper maintenance. The simple design also made it popular for off-road modifications due to its mechanical robustness.