That's not my takeaway. CVT torque capabilities are determined by the clamping pressure in the pulley cones. This is well documented by experts. Our TR690 CVT has a higher clamping pressure to deal with the higher torque than almost all other TR690's. The TR690 in the Subaru WRX STI S4 tS probably has a much higher clamping pressure (or we do, to deal with the much higher towing load), and the clamping pressure in the regular WRX is probably someplace in between. The Foz XTs and Outback 3.6Rs have less torque than us.
Gearing is also different.
In a TR690, applied torque and load on the chain is a factor of the primary and secondary reduction gears, and wheel size and rear end gearing. When changing those, without changing clamping pressure of the CVT, there are issues. That also applies to the TR580.
Neither the TR580, nor the TR690 are run at max capable torque, nor anywhere near max capable torque. Regardless, they CANNOT be run at max torque (which is actually 14% less than design max, btw) without changing the clamping pressure. People who increase torque (or CVT load with bigger tires) without dealing with that will damage their CVT, not because of the design, but because the CVT must also be "tuned" to the increased torque/wheel size.
There's a company that's pulled apart the valve bodies to figure out exactly how to do that for aftermarket higher torque applications.
Anyway, he says absolutely nothing to indicate that Subaru is cutting power - because they aren't. I do know the differences and changes across much of the TR580 and TR690 line, btw, and he's confusing the "changes" between the TR690 and the follow-up TR580.
Additionally, he indicates he was already having problems since the day he bought the car.