porcupine73

I forgot what year is your Subaru petersubaru (or does it have the resoviour mounted on the pump or does it have the separate resoviour near the ABS unit?) In the service manual there is a test that has to do with wrapping a string around the pulley and pulling it to see if there is any noise then; I forget the exact details. On my '00obw I had a sound like what you describe except it was there almost all the time in cold weather. So I replaced the pump with new OE and the sound went away.

Remember the toothed/geared timing belt idler near the water pump.

How's about a going bad knock sensor? Did '00 get the updated design?

That price doesn't sound too bad for all that work if it includes parts. With that year 2.5L you may end up with head gasket issues eventually anyway so if the engine is coming out for these other items now wouldn't be a bad time to take care of it. I'd go for it using OE parts if possible. They're probably going to replace the front cam seals and front crank seal when doing the timing belt but I'd ask to be sure. Also highly suggest replacing the water pump since it probably won't last another 100k miles. Also replace at least the geared timing belt idler near the water pump and either of the other idlers if needed. For the oil separator plate, make sure to get a metal one if it has a plastic one. It cannot be replaced without removing the engine. When were the differential gear oils last replaced? Is this an M/T or A/T? If M/T check out the clutch while the engine is out. If A/T how's about a fluid change.

Yours would not be the first post describing this vibration when stopped in drive or reverse immediately after having the half shafts replaced with aftermarket rebuilt units.

Howdy, here's some info. Unfortunately there are also a lot of good diagrams and charts that don't show up here. Transmission Control Module (TCM) TCM receives various sensor signals and dictates the running conditions of the vehicle. It sends control signals to each solenoid according to the preset gearshift characteristic data, lockup operation data, and transfer clutch torque data (duty ratio). A: CONTROL SYSTEM B: SYSTEM DIAGRAM C: SHIFT CONTROL Gearshifting is controlled in response to driving conditions, according to the shift point characteristic data stored in the TCM. Solenoids are operated at the proper time according to the shift pattern, throttle position, and vehicle speed for smooth shifting. NOTE: When oil temperature is below approximately 10°C (50°F) , the vehicle cannot be shifted to the 4th gear. Control module activates both solenoids 1 and 2 in response to throttle and vehicle speed signals. Shift valve moves in response to solenoid operation, supplying/interrupting clutch pressure to the line. Gears are shifted by ON-OFF operation of both solenoids as indicated. D: LOCK-UP CONTROL The lock-up engaging and disengaging conditions are set for 4th gear shift range, gear position and shift pattern and correspond to the throttle position and vehicle speed, and the duty solenoid electronically controlled by TCM controls the lock-up clutch. The lock-up clutch engagement and disengagement are controlled by the lock-up control valve. The lock-up control valve engages and disengages the lock-up clutch by varying the hydraulic pressure. Non-Lock-Up Operation The Transmission Control Module (TCM) sends output signals to the lock-up duty solenoid. This causes the amount of ATF drained from the lock-up duty solenoid valve to be reduced, which increases the lock-up duty pressure. The increased lock-up duty pressure moves the lock-up control valve upwards, connecting the torque converter regulator valve to the torque converter control valve release port. Therefore, the oil pressure from the torque converter regulator valve flows through the lock-up control valve release port to the torque converter clutch and the torque converter apply circuit. As a result, the lock-up piston is forced to separate from the impeller cover, and power is transmitted from impeller to turbine to input shaft, as with an ordinary torque converter clutch coupling. Lock-Up Operation The Transmission Control Module (TCM) sends output signal to the lock-up duty solenoid. Since the lock-up duty solenoid operates in proportion to the duty ratio, the amount of ATF drained from there is increased, thus lock-up duty pressure being reduced. As a result, the lock-up control valve moves downward, which connects the torque converter regulator valve and the lock-up control valve apply port to each other. In this condition, the oil pressure from the torque converter valve flows through the lock-up control valve apply port to the torque converter and the torque converter clutch. This causes a pressure differential across the lock-up piston. The piston is then forced against the impeller cover and turned as an integral unit with the cover. Thus, power from the engine is directly transmitted to the transmission input shaft. That is, the transmission is directly coupled to the engine. The TCM controls the lock-up duty solenoid and the operation of the lock-up control valve. The force applied to the lock-up clutch is controlled for smooth clutch operation because the lock-up operating pressure is controlled by the lock-up control valve. When locking up, the clutch is set in the half-engaged state beforehand. After this, the lock-up operating pressure is gradually increased to achieve smooth locking up. E: LINE-PRESSURE CONTROL The oil pump delivery pressure (line pressure) is regulated to the constant pilot pressure by the pilot valve. The pilot pressure applied to the pressure modifier valve is regulated by the line pressure controlling line pressure duty solenoid and changed into the pressure modifier pressure. The pressure modifier valve is an aux valve for the pressure regulator valve, and it creates a signal pressure (pressure modifier pressure) for regulating the line pressure to an optimum pressure corresponding to the driving conditions. This pressure modifier pressure is applied to the pressure regulator valve to control the oil pump delivery pressure. The pressure modifier pressure regulated by the pressure modifier valve is smoothed by the pressure modifier accumulator and pulsation in the line pressure is eliminated. F: LINE-PRESSURE SHIFTING CONTROL Function Oil pressure which engages shift clutches (to provide 1st through 4th speeds) is electronically controlled to meet varying operating conditions. In other words, line pressure decreases to match the selected shift position, minimizing shift shock. Electronic Control Of Clutch Oil Pressure In Summary Solenoids activate through the TCM which receives various control signals (throttle signal, etc.) Control signals are converted into line pressure duty pressure, which is transmitted to the pressure modifier valve. G: SHIFT PATTERN SELECT CONTROL Shift pattern is selectable automatically between a base pattern suitable for ordinary economy running and a power pattern suitable for climbing uphill or rapid acceleration. In the power pattern, the shift down point and shift up point are set higher than those of the base pattern. (sweet!) Base Pattern To Power Pattern Depending on throttle opening and vehicle speed, 16 areas as shown in the figure are set. Accelerator depression speed ds/dt for pattern change over is set for each area. When the accelerator depression speed exceeds this set value, the pattern changes from base to power. Power Pattern To Base Pattern The power pattern is shifted to the base pattern, depending on car speed. Shifting to the base pattern is determined by the throttle position as shown in Figure below. Time lag in shifting is also determined by car speed. The maximum time lag is 3 seconds. H: REVERSE INHIBIT CONTROL This control prevents the transmission from shifting into reverse when the select lever is accidentally placed in 'R' range, protecting the components such as reverse clutch against damage. If 'R' is selected during driving at a speed higher than the predetermined, the low clutch timing solenoid is energized. Then, the pilot pressure is supplied to the reverse inhibit valve thus causing the reverse inhibit valve to move downward, thereby closing the low & reverse brake port. In this condition, the low & reverse brake does not engage since the ATF flowing from the manual valve is blocked by the reverse inhibit valve. As a result, the transmission is put into Neutral, and the shifting into reverse is inhibited. I: GRADE CONTROL While a vehicle is driving up a hill, gear position is fixed to 3rd gear for avoiding busy up and down shift between 3rd-4th gears. When a vehicle is descending a steep hill under the designated vehicle speed (approximately 50 miles/hour), 4th gear downshifts to 3rd gear automatically by depressing the brake pedal. This gearshift control is released by re-accelerating with depressing the accelerator pedal. These controls are doing this based on the combination of throttle opening angle, engine speed, VS and so on. J: LEARNING CONTROL This transmission is provided with a learning control function which allows the transmission hydraulic pressure to be so controlled that the transmission makes a shift at the optimum shifting point according to the vehicle conditions. For this reason, there may be cases where shift shocks become larger after the power supply is once interrupted (disconnection of battery terminal, flat battery, etc.) or immediately after the ATF is replaced. Once power supply is interrupted, the hydraulic pressure correction values so far learned and stored are erased and the system is initialized (reset to the new vehicle conditions). The system starts the learning again as soon as the power supply is restored, and after driving for a while, the transmission becomes shiftable at the optimum shifting points. Lager shift shocks immediately after ATF change are caused by the change in friction characteristics of the transmission internal parts. Also in this case, therefore, the transmission shifts at the optimum shifting points after driving for a while. K: AWD TRANSFER CLUTCH CONTROL L: TRANSFER CONTROL The transfer hydraulic pressure control module is fitted with the transfer valve body attached to the rear end face of the transmission case via separate plate. The hydraulic oil of the transfer hydraulic pressure control module is led from the oil pump delivery pressure circuit on the transmission case front to the transmission case rear. From there it is further fed to the hydraulic circuit of the transfer valve body. The hydraulic oil pressure (line pressure) is regulated by the transfer duty solenoid and transfer control valve for obtaining optimum rear torque distribution corresponding to the driving conditions. The pilot pressure is regulated to the transfer duty pressure by the transfer duty solenoid whose duty ratio is controlled by the TCM corresponding to the driving condition. (The transfer duty pressure varies with the degree of duty control.) The transfer duty pressure is applied to the transfer control valve. The line pressure is led also to the transfer control valve where the pressure is regulated to the transfer clutch pressure by the transfer duty pressure. (The transfer clutch pressure varies with the transfer duty pressure.) The transfer clutch pressure is applied to the transfer clutch and causes the clutch to be engaged. In this way, the transfer clutch pressure is varied so that optimum rear torque distribution can be realized which corresponds to the vehicle driving conditions.

Well, you could scour local yards to see if they have anything or could keep an eye out. These sorts or 'wrecked but repairable!' cars show up on eBay often, but if you can't pick it up the shipping could be rough. Plus it can be hard to tell the exactly the extent of damage from pictures.

I don't know how likely it is, but if the water pump to block bolts loosened it might start leaking around the gasket between the pump and block.

That's exactly what I do on my '00obw, works easily and, at least with mine's e-brake adjustment, is nowhere near enough to engage the e-brake. Although IFIRC it does make the 'brake' light illuminate. I use this method to avoid lighting up the neighbors house (my parents) with my headlights when pulling in the driveway at night.

Hello, P0xxx is a generic ODBII code. At least for '00obw (closest service manual i have listing that code) that means A/T DTC P0483 - COOLING FAN FUNCTION PROBLEM DTC DETECTING CONDITION: Two consecutive driving cycles with fault TROUBLE SYMPTOM: Occurrence of noise; Overheating Do the cooling fans seem to turn on at all? Do the funs cycle on and off if th A/C is on? Does the temp gauge seem to get any higher than the middle or so?

related thread. Doesn't appear to be worth it especially not at that price.

Good work! Is the oil leak coming from one of the front cam seals or the front crank seal (on the oil pump)? The 2.2L I think a cam cap o-ring on each side that can sometimes cause issues? Are you planning to replace the timing belt cover that was dremeled off or are you just going to run free and breezy?

The manual spec for a '96 2.2L is 79.6 +7.2 -3.6 ft*lbs(f). Obviously you don't want the bolt to come loose because then bad things happen. I went about 140ft*lbs(f) on my '00 2.5L with the blue loctite (thanks to ericem's suggestion that's why I did it), but it has a higher spec torque anyway (130.2+/-3.6 ft-lb) and a pretightening sequence procedure.

Below are a couple pics out of an article from EndWrench.com (free article has the whole t-belt procedure). If you are one tooth off it will still start. The article says two teeth off it will not start. If you are a full revolution off on the crank sprocket (360 degrees) that would not be an issue because that is one full revolution (pistons still in same position). Sorry these pics are so big it's copy and paste from acrobat.

I've heard of people doing car tires with the motorcycle/garden tractor tire tools from Harbor Freight. But of course that requires about $50 cash outlay. It is possible to damage the tire bead while R&R'ing.

I'm pretty sure you can leave it in valet mode all the time. I inadvertently had mine in valet for a whole year. I think you just press unlock while a door is open to go into or out of valet mode.

Is it one of the fasteners that holds the IACV in place, or is it one that actually holds it together? Can you get vise grips on the fastener or did it break off down in the hole?

Yes, unless it has the dohc the plug change interval is 30k or 30 months. I'm not sure as I haven't experienced this issue. It seems I remember some similiar issues in other posts having something to do with the MAF. The knock sensor sometimes has a tendancy to crack or go weird with age on these things though I don't know it would cause what you're experiencing. Engine coolant temp sensor is another thing seen frequently but that usually causes hard starting.

Dirty MAF or plugs/wires maybe? This 2.5L may be one of the potential head gasket issue ones so be aware of that going in.

Hm, could it be fluid draining back into the pan? The '00obw has a TSB for slow/rpm flare up on first 2/3 upshift. I notice it after a cold night. But other than that not sure...'96 Legacy tends to have a harsh 1/2 upshift when cold.

I'm not sure; it's just what I've read in other posts. My guess would be the the shafts kind of oscillate. There's torque applied to them but they're not turning so maybe they vibrate or something.

I've seen in other threads people saying they got this kind of vibration after having the half shafts replaced.

Did you have any half shafts/cv joints replaced or serviced recently?

Yes even basic scan tools should be able to reset the MIL/CEL. But optimally you want to read the code(s) first so you'll know why the light is on.

Haven't had this issue on Subaru but did on old '88 lincoln many times. Could be ice, rust, greasy gunky buildup, poor return spring on throttle body, etc.