MilesFox

explain that 3000 is a fair price if the car had all this work done already, new tires, no rust, and service receipts. Same car without these issues would be 2000-2500 no rust and clean interior. needing all this work 1000-1500. if it is rusty, 800-1200

that tensioner is definitely the problem with its broken bolt. hopefully you can get it out with a left hand drill bit. install the belt on the bottom side of the cam pulley, and once the tensioner can take up the slack, the notch should be aligned with the cam. It is critical you put the belt on the cam sprocket opposite side of the tensinor so that the tooth alignment is true with the crank sprocket. If you are going without timing belt covers, you can leave the crank damper in place. If you cannot get it off, just break away the middle timing belt cover, as that part is more pain in the arse to work around than it is beneficial to leave it in place.

It will fit the same. I think the difference in the bumpstop is either a: wagon vs sedan, or b: 85-86 vs 87 and later either way it fits the same.

A faulty knock sensor can cause shifting issues by retarding the timing too much and triggering the trans to downshift to compensate.

Conan should have subarus

Use the grey. It is the most appropriate sealant compared to an anaerobic sealant. it is only necessary on the oil pump where the block halves meet the top of the pump, or a small dab to hold the o-rings in place during the install.

helicoil will do. i have done it with exhaust studs and timing belt idler pulley. I havent done one that small, but it would be done the same.

once the belt stretches, you loosen the tensioner bolts so the springq takes up the slack and then tighten them down again. Watch the 'art of subaru maintenace" video for timing belt procedure

The owner's manual will state that rotation is front to back, same side. if you are replacing 2 new tires with existing, you can do it diagonal to prevent any rotational difference between the front and rear diff across the trans/center diff.

the easiest way to do it is have a whole donor car. The price of investment towards such a roject hinges entirely on the cost of said donor car, ersus buying things individually for $$$ and still not having all the parts yet. if you have the donor and the recipient cars side by side, start playing legos with them. Cost will be determined by if you can do the work yourself or not, such as chopping the wiring harness and drilling the flywheel. key thing here is to get a whole car for parts, give or take transmissions and suspension, so long as the engine and harness are there and everything to it to make it run.

i flip the spare and keep jumper cables, a bottle of oil, and a smaller 4 way tire iron. my 3door is occupeid by ej22 intake tubing. I use the pare tire tray to keep bolts and wrenches when pulling motors or other routine maintenance. in non turbo cars, there is plenty of room above the passenger cv axle to keep a bottle of coolant. i also flip the charcoal canister over the intake and use its holster to keep a bottle of oil.

The newer subaru engines with MLS gaskets are the ones that fail, and therefore your presumptions to do the HG preemptively. The older ej22e in 89-96 legacy and 93-97 impreza use the composite HG's that last the life of the engine with proper cooling system maintenance. Don't worry about bottom ends unless you ran out of oil. Take the heads of a 300,000 mile engine and you still see crosshatches in the bore.

dont forget there is an 87 spfi harnes and most of the intake laying around. it would still be a project. Something to consider if the crabulator just doesn't do it any more. Save this idea for a real 5spd swap. I vote for all ea82 driveline in an ea81 car.

swap in an spfi

If the light is flashing, it may have stored a code. The duty ce may have been faulty, and then entirely cooked with the FWD fuse since that holds the solenoid open.

No, this is not the correct pump. This is the short 105mm pump where the pulley bolts on, and the studs are contained to the pulley. If your pump has a pulley that goes over studs, then that is a 110mm. the first pump will work if you have the associated pulley for it. Otherwise, if you try to modify it with studs, the pulley will not be in line with the belts. The one pictured is typically in xt's and mpfi/turbo gl's with inboard alternator style square ac pumps. The brand is correct, however.

I ran a set of chrysler lebaron snowflakes on a 96 legacy that i sold with them.

wiggle the parking brake handle and see what that does as the parking brake illuminates the same lamp.

I have purchased the 1989 manual(s)

I had never removed the dash from an ea81 because of the windshield. The one or 2 times i tried to remove a windshield, i broke it.

I have built worse. I made a 6" lift that collapsed int he rear costing me a tire. The stop sign post reminds me of things i did with my 79pinto wagon.

http://en.wikipedia.org/wiki/Subaru_EJ_engine EJ22 Usage: Impreza 95-01 Legacy 90-99, Outback 95-99 Specifications Displacement: 2212 cc Bore: 96.9 mm Stroke: 75.0 mm Compression Ratio: 9.5:1 - 9.7:1 Valvetrain: SOHC Fuel Delivery multi-point fuel injection EJ221 Naturally Aspirated Horsepower: 135 bhp (101 kW; 135 bhp) @ 5800 rpm Torque: 186.3 N·m (137 lb·ft) @ 4800 rpm EJ222 Naturally Aspirated Horsepower: 142 bhp (106 kW; 144 PS) @ 5600 rpm Torque: 149 lb·ft (202 N·m) @ 3600 rpm EJ22 Enhancements and Improvements Beginning in the 1997 Model Year, the 2.2 liter engine for 1997 Legacy and Impreza models has had internal and external changes that yield an approximately 10% increase in power and 3% increase in fuel economy. Accomplishing this involves many factors, one of which is engine friction reduction. The piston, a major source of engine friction, has been coated with molybdenum to reduce friction. This thin coating not only allows smoother travel through the cylinder, but also reduces cylinder wall scuffing. The skirt of the piston has been reshaped and the overall weight has been reduced by approximately 100 grams. Compression ratio has been increased to 9.7 to 1 by reshaping the crown of the piston. This eliminates the clearance that was available between the piston at TDC and the fully opened valve. Piston pin offset has been changed to 0.5 mm (0.0 in). Piston to cylinder wall clearance has been reduced by increasing the piston diameter. Another source of high engine friction is the valve train. Hydraulic lash adjusters (HLAs) are always in contact with the valves. The hydraulic pressure of the lash adjuster must be overcome during operation and during the most critical time of engine start. To overcome this situation and to contribute to the total reduction of friction loss, 1997 and later SOHC engines have solid valve adjusters. The scheduled service of this valve train is set at 100,000 miles (160,000 km). SOHC engines now use an adjustment screw to adjust valve clearance. The roller rocker cam follower system that was introduced on the 1.8L Impreza engines, is installed on all 1995 model year and later 2.2 liter engines. The roller assemblies are not serviceable separately, but the rocker arms may be serviced as individual units. The carbon composition head gaskets with integrated o-rings are interchangeable from left to right on 1990 to 1994 N/A engines only. Other Engine Modifications (2.2L 1997) The intake manifold has been reshaped to increase the airflow mass and speed, contributing to improved low and mid engine speed operation. Components located on the intake manifold have been relocated as compared to the 1996 models. EGR Solenoid, Purge Control Solenoid, etc. 1999 2.2 Liter Phase 2 Engine Enhancements (from endwrench article H-4 and H-6 service): All 2.2 liter engine for 1999 are the Phase 2 design. The 2.2 liter Phase 2 engines are a SOHC design, with a newly designed cylinder head. Changes in the 2.2 liter Phase 2 engines are as follows: The engine and transmission are fastened with six bolts and two studs. The thrust bearing has been moved to the number 5 position. The oil groove in the number 1 and 3 have been changed to supply additional lubrication to the crank journal. Additional Phase 2 Engine Features The cylinder head is a two-rocker shaft, solid type valve system with roller followers. The valves are positioned at a larger angle than previous model years. The intake valves are positioned 23 degrees off-center with the exhaust valves positioned 20 degrees off-center. Prior model year engines utilized a 15-degree positioning angle. Head gasket thickness is 0.7 mm (0.03 in). The intake rocker arms are marked so they are correctly placed on the rocker shaft when servicing. An IN1 or IN2 will be embossed on each rocker arm. As viewed from the front of the engine the Number 1 intake valve of ach cylinder and the number 2 intake valve have an IN1 marked and IN2 arked rocker arm that mates with it. New IN1 rocker arms can also be identified by a Green painted mark on the top of the rocker arm. The IN2 rocker arms have a white mark. Proper positioning is maintained through the use of a wave washer located between the rocker shaft arm and rocker arm shaft support. The camshaft is secured to the cylinder head with the camcase. An oil passage in the cylinder head provides the passageway in the camcase with oil that leads to the intake rocker shaft. Oil from the camshaft is collected on the opposite side of the passageway leading to the intake rocker shaft to provide oil to the exhaust rocker shaft. Note: Cylinder head and camcase must be replaced together (line bored). The sparkplug pipe is pressed into the cylinder head and is not serviceable. If it becomes damaged the cylinder head must be replaced. The seals installed onto the ends of the sparkplug pipes seal against the valve covers and should be replaced when the valve cover is removed. Pistons on the 2.2 liter engines have a 0.5 mm (0.0 in) offset with the engine having a compression ratio of 10.0 to 1. The horsepower has increased to 142 hp (106 kW) @ 5600 rpm. Maximum torque is 149 lb·ft (202 N·m) @ 3600 rpm. Camshaft sprockets are constructed of a resin type material with a metal key pressed into the sprocket for maintaining proper sprocket to shaft orientation. EJ22E 2.2 litre AUDM Subaru EJ22E 135 bhp (101 kW) @ 5800 rpm 140 lb·ft (190 N·m) @ 4800 rpm Australian model - 100 kW (130 hp) @ 6000 rpm 189 N·m (139 ft·lbf) @ 4800 rpm Usage: Legacy 90-96 Impreza 93-97 EJ22T Phase one 2.2 Liter SOHC Turbo, 163 bhp (122 kW; 165 PS) fully closed deck, oil squirters, no intercooler Legacy 1991-1994 (North American-spec) EJ22G Phase two 2.2 litre closed deck Displacement: 2212 cc Bore: 96.9 mm Stroke: 75.0 mm Compression Ratio: 8.0:1 Valvetrain: DOHC Fuel Delivery multi point fuel injection EJ22G Turbo DOHC Horsepower: 280 PS (206 kW; 276 bhp) @ 6000 rpm Torque: 362.8 N·m (268 lb·ft) @ 3200 rpm Usage: Impreza STi 22B GC8 series(JDM) Legacy STi BF7 and BFB series wagon (JDM)

pull the plug wires out and spray inside with wd-4o and let them air dry. wd40 will displace water. Or just replace the wires with new NGK if they havent been done yet anyway.

I have cooked enough ea82's and put them back together with success that i wouldnt worry about it unless it was a turbo and cooked to the point it quit running and melted the timing belt covers. If you can get the head bolts out easily without any fuss or aluminum on the thread you should be good to go. Especially if the belt covers did not melt.

0ur 97 forester has drum brakes in the rear.