blitz

I always thought a locomotive-style diesel / electric would be a pretty good idea. Just enough electrical storage capacity to be able capture the braking energy for use at the next acceleration. Some sort of a super-capacitor made out of corn-starch or something. The thing would be edible after it's electrical properties were used-up. A small turbo diesel tuned to operate over a narrow rpm band would be efficient. We'll probably see it soon. Minutes from the Bilderberg meeting several months back state that the goal is to have crude at $150 US within a year and a half - by any means.

Is the vehicle behaving unusually?

Well, Subaru's doing it. I think it's great. http://www.stuff.co.nz/stuff/0,2106,3397729a30,00.html Obviously I'll be curious to see how they handled the bore/stroke ratio & rod/stroke ratio dilemma and how the fuel efficiency stacks up against inline four diesels of similar displacement.

I was just gonna suggest that, but you beat me to it. Some of the bars are designed to face the front. It gets really tight at the rear with bar hitting on the A/C hoses and fittings.

You need to verify that you have the correct bar for your vehicle. Is there a part number on it, or any identification? Who is the manufacturer?

The first step would be to contact JC Sports and explain the problem. Maybe there's a special proceedure to fit the bar on your vehicle, or perhaps they shipped you the wrong part.

Yeah, "reversion discharge" isn't completely accuarate. Delaying the start of the actual compression until the piston has traversed part of the way up the "compression" stroke (by way of delaying intake valve closing) would be a better way of putting it. Good point about the variable valve-timing. It'd be neccessary to close the intakes earlier at low rpm/ high-load conditions to preserve usable torque and turbo spool-up. I think I originally learned of the miller cyle through Wikipedia. I had a difficult time understanding their description at first, but it's pretty simple once you see the big machine.

The Miller-cycle is interesting because it introduces the term "expansion ratio" as separate from the compression ratio. Normally it is the increased expansion ratio (on the power stroke) that is the primary reason for the increased operating efficiency as a result of increasing the what would normally be refered to as the "compression ratio". The miller cycle engines run static C.R.'s of around 13:1, but lowers the effective C.R. (compression pressure) to conventional levels by way of hanging the intake valves open longer to allow a partial reversion discharge. However the expansion ratio remains 13:1. Not sure if that made sense.

I don't know anyone that's o-ringed Subie heads. It would seem like a challenge on an open-deck block no? A buddy of mine that builds and races miniature 2-stroke outboard hydroplanes mentioned that it's standard practice on "gasket-eating" race motors to mill the block deck about .001-.002 lower than the bore-liner to get a little more crimp at the pressure edge. He suggested it as a potential solution for the Subaru head-gasket problem. Still, it sounds like a pricey venture for anyone that doesn't have access to a machine shop.

I don't participate in this board to win any popularity contests, I do it to share info both ways ...accurate info. When I give my opinion, I include "IMO". When I present a fact, I'll always be able & willing to back it up with documentation - even if it goes off topic, because I won't have anyone justifiably calling me a liar. Truthfullness & trustworthyness are sacred. I've presented data to the group in the past that I've had to correct after going back and re-checking it for accuracy. I'm not afraid to admit I'm wrong - when I'm wrong. Transforming into a weasly little mouse after you've backed yourself into a corner is awkward. Better yet, don't back yourself into a corner. Damn, we actually agree on some things. IMO, not only is the Tribeca ugly, it's a generic, gas-guzzling soccer-mom SUV-thing. It's completely devoid of that unique, quirky Subaru panache.

I'd be tempted to say that the coil pack was breaking-down under load, but the cylinder pairing doesn't fit the pattern. Normally it would be a problem in pair 1 & 2 together, or pair 3 & 4 together. Nonetheless, you could temporarily gap the plugs tighter (something like .025-.030) to reduce the secondary voltage, then take it for a test drive to see if that a positive effect on the problem. If doing that helps the problem somewhat, it would point in the direction of an ignition secondary breakdown.

Does this apply only to the DOHC? The seals that I removed from my SOHC 2.2 looked like they were fully seated, so I did likewise with the replacements. No problems so far (crossed fingers).

Attention mods: that was juan dropping a hint that you should admonish me for being off topic. What a wongleflute.

Juan, read and learn. No one lost their jobs and stocks prices jumped. I thought this Classic Coke corn syrup switcharoo thing was common knowledge, but apparently not. Also, there's no need to "yell" in boldface or be angry over what is basically a calm presentation of the facts. --------------------- The Great Coca-Cola Conspiracy The New Coke campaign of the early 80's was considered one of the biggest marketing failures ever. Well, it's not. It is in fact one of the most brilliant and immoral marketing strategies in history. This is all true, just look on any can of Coke. In the 1980's when Bill Cosby declared that Coke would change it's formula, it was a huge scam to save Coke money. You see, the Coca-Cola corporation never dreamed that people would like New Coke. What they wanted was to release a substitute Coke product with a noticeably different taste. They would keep this on the market until all of the old Coke was sold and people couldn't get it anymore. Eventually, Coke co. claimed (quite rightly) that people missed old Coke and demanded it's return. As a consequence, Coke vowed to rerelease the original Coke as Coke Classic. They never did. What they did do was bring back the original recipe, but with (significantly cheaper) corn syrup instead of sugar. Everyone would have noticed if they had just made the switch directly. Coke would have been forced to return to the original, more expensive, product. But since Classic Coke tasted passably similar to old Coke, people just assumed it was the same, since no one had had any in so long. So now you can only get original Coke in the US on Passover (look for Kosher for Passover Coke from about mid March, it will either say KP, or just look for Hebrew letters). Since corn is not kosher for Passover, they release the true original formula with sugar. In Europe, Coke is still made with real sugar. ------------------------ Why wasn't anyone fired? This is a very intriguing question. Even after the consequences and repercussions of this "blunder" were analyzed, no one at Coke was reprimanded, much less fired. The same top management team of Goizueta, Keough, and Dyson continued for a number of years until Dyson moved on to head Coca-Cola's company-owned bottling operations. Why was no one held accountable? There are a number of reasons. First of all, the fact is that Coke did not lose money as a result of this fiasco. In fact, the stock price jumped from 61.875 to 84.500, a 35.5% increase. By early 1986, the stock had reached an all-time high of $110 million. Goizueta was rewarded with $1.7 million for 1985 in salary and bonuses, and was additionally awarded with almost $5 million in bonus for the increase in stock price. President Keough's wage was potentially more than $3 million. (42) According to Coca-Cola's 1986 proxy statement, these awards were given for: "singular courage, wisdom and commitment in making certain decisions in 1985 which entailed considerable business risks, the net result of which has been, and will continue to be, extremely beneficial to the shareholders of the company." Herbert A. Allen, president of Allen & Co. and chairman of Coke's compensation committee said that, "They had the courage to put their jobs on the line, and that's rarely done today at major American companies." (43) (Apparently the quality of their decisions is irrelevant.) Roger Enrico argues that a mass firing would essentially put everyone at Coca-Cola on notice that risk-taking is punished; worse performance would certainly result.

Correct, the extra wire is a dedicated ground. That's a good thing for the reason you mention (rust). You didn't specify which configuration you removed from the vehicle (how many leads on the connector plug?). If the sensor that your taking off is a four-wire, you shouldn't have any problem finding a four-wire exact replacement.

Correct, the extra wire is a dedicated ground. That's a good thing for the reason you mention (rust). You didn't specify which configuration you removed from the vehicle (how many leads on the connector plug?). If the sensor that your taking off is a four-wire, you shouldn't have any problem finding a four-wire exact replacement.

Yeah, I was gonna mention the timing belt tensioner, but redwagon beat me to it. Subaru issued a TSB on it, although I swear the noise was only a problem at temperatures well below what you are experiencing. IIRC, the tensioner noise was nothing more than an annoyance just like the piston slap (nothing critical).

Juan, I'm not sure if you understand. Coke needed to switch from sugar to corn syrup in an effort to keep profits up (sugar was becoming more expensive), but realized that the taste and consistency of the finished product would change slightly. The public was none the wiser courtesy of the "New Coke" campaign which was run simultaneously as a distraction.

I 'spose if it was known at the time by the public-at-large that the whole "New Coke" fiasco was nothing more than a media advertising "gimmick" designed to divert the public's attention away from the replacement of refined sugar in the "Real Coke's" ingredients, with cheaper (and more deadly) high fructose corn syrup, the "marketing morons" probably would've been hanged by the neck for ignorant complicity of public murder by way of the resultant mass-obesity. Well, replacements ARE being allowed to flood-in over the open Mexican-American border as I write this. They'll gladly do the same job for half the money. How do you know they didn't?

I gotta argee with Setright. The knock sensor is pretty crude (it's essentially a piezo accoustic-guitar transducer stuck into the engine block). It works OK for most apps, but needs two (one in each cylinder) on a boxer rather than a single, solitary unit mounted on the crankcase - while the cylinders extend WAY out into the ether. The way Subaru does it, it picks up a lot of extraneous noises to the exclusion of spark knock (poor S/N ratio). Also, the current implimentation has a difficult time distinguishing piston slap from spark knock (they both clang the bore fundamental frequency). The idea of knock-sensing isn't bad, but the current implimentation is.

It's the 10.7 or 10.8 inch rotor I think? I can't remember the exact spec. I'm pretty sure the TS & base Forester from that generation both use the same part.

A criminal element within the US government creates with one hand the very terror that it fights with the other hand. It's what's known partially as the "hegelian dialectic". The primary purpose being to de-stabilize & soften the public's natural aversion to tyranny. Each "event" becomes a primer for greater loss of freedoms.

Now all we need is an easier way of getting the ^%$%@!* things off! :banghead:

From what I've been able to observe, Subaru seems to always have problems getting their ECU & TCU software correct. There's always something buggy about the auto-trans or the ignition advance, etc. - something that affects driveability. Sometimes the dealer will perform a re-flash as part of a "hidden TSB", but you need to research your specific case in order to find whether or not the TSB exists.

In "3", it'll function the same as when in "4" (fully automatic), except that it won't go into 4th or lockup, up or downhill. "2" on the other hand will start in 2nd and stay in second.