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Piston slap was more of an issue for the earlier Gen3 (4.8/5.3) engines, not so much for the outgoing Gen1's (5.0/5.7).

What's the full model number on the engine? It will be CH12.5-xxxx or similar. Kohler has had a few different ignition advance systems in the past (ASAM, DSAM, DSAI, MDI) that have different mechanisms for spark control. The first three have a dedicated controller mounted on or under the blower...

The ZF6 doesn't use Dexron fluids, the 700R4/4L60 does.

What engine was it originally and what modifications have been done?

Makes sense, thanks! Thankfully the new LCA's came with new pinch bolts so good to go there.

Yep, I know the spot. I will use the wire toothbrush to remove any surface crust and then get it soaked in there. Would you suggest light impact or ratchet for breaking it loose? Mine are original and never been replaced.

If you look on the back of oil containers, or the products website, it will list approvals that it has met. The Mobil 1 0w-40 for instance:

This is the part im fearing most for removing the LCA's on my Outback. I will be soaking them down for a few days before starting the project.

The CTA tool is the one I got for doing my LCA'a. Beefy unit. Haven't used it yet, soon though.

I wasn't looking at the Fram posted, this thread is about the PF63 at top. Which as I said, looks fine.

The outer perimeter of the ADBV appears to be out to the edge, providing a seal around the inlet holes. Unless I'm not seeing something?

Perfectly fine, just the most current design revision.

Gotcha. I assume the low setting is for low-load highway cruising and the likes. Do you by chance know what data points they use to determine when to go low? I'm sure its different amongst manufactures, just curious.

At least a .5 is sorta doable if so inclined. I really don't understand manufactures that list oddball capacities like 4.65, 3.91, 6.34, 5.07, etc... Thinking out loud here, do the engineers come up with these numbers or someone else in the command chain? You think it would benefit the dealers...

Do variable pumps have stages they switch between (low/med/high) or do they just try to hold a commanded pressure and variate based on load etc..?

GM 4.3’s spec 4.5 qts, I always put 5 in and never had an issue.

The MaxLife 10w-40 in my '98 resembles this remark...

Pressure washer engines run at full speed and full load from the pump. They get hot. As mentioned, a 40 weight would be great.

Not quite. What some people say is that straight 30 weight causes lifter clatter on cold starts due to lifter bleed down. The 30 being too thick and causing the lifters to clatter awhile until they are pumped back up. A multi viscosity oil negates this by being thin enough to pump up...

As a Hail Mary, you could try a bottle of Ring Seal along with some Valvoline HM MaxLife 20w-50 and give it some runtime. Both available at Wally World.