naru

Classic ignition miss. Start simple. Plugs, wires, rotor and cap.

It is obviously not the pumps. Regulator COULD hold the pressure too high increasing pump workload,but ,it is not that. The fuel strainer in the tank is restricted and/or the pumps are sucking dirt.

Maybe this helps http://www.autozone.com/autozone/repairguides/Subaru-Coupes-Sedans-Wagons-1985-1996-Repair-Guide/VACUUM-DIAGRAMS/VACUUM-DIAGRAMS/_/P-0900c15280066f32

You need to make sure the vacuum lines go back to the low altitude position. Consult a vacuum diagram for your year or the underhood sticker.

2 of them on the intake.One right side,one just left of the carb.

It won`t be the AAV. They are easy to check.Undo it and note the position of the rotary vane hot/cold. Sounds more like a vacuum or unmetered air leak.

Looks like an EGR temperature sensor to me.

High altitude cars had one of these. http://www.ebay.com/itm/SUBARU-HI-ALTITUDE-KIT-3D-4D-WAGON-4WD-/261147931818?pt=Motors_Car_Truck_Parts_Accessories&hash=item3ccda134aa#ht_372wt_686 You need to remove it.

No,you have an EJ20RDWEJE engine. That one is for an EJ20RDWCJE. http://homepages.ihug.co.nz/~ccgrant/leggymodels.htm

All 4 at once. Control wires exit the ECU in pairs though. Crank position sensor tells the ECU when to fire them. If the other pair of injectors are OK so is the crank position sensor. Since 3 ECUs have an identical problem,I suspect a poor connection between the wiring harness connector and the ECUs or a faulty wiring harness/resistor pack(despite the positive continuity test-wire in question may not support any real current flow). I would look for the ground signal directly at the ECU by backprobing the connector. This would eliminate the wiring(or not).

If the reading is way off,I would not bother w/different temps.

Both leads on the unplugged CTS. EA-82T CTS is identical AFAIK.

CTS is NFG or harness is shorted. Take another reading across the unplugged CTS.

That is the ignition relay.It supplies power to everything except the ignition. Not sure which fuse you are pulling. Fuel pump is on #2 w/the clock and horn. Ignition coil and ignition relay are on #13. If you are pulling this one,it is not surprising the ECS light goes out as the ignition relay supplies power to the ECU.

Yes and yes.

You need to read codes while the ECS light is on.Don`t bother w/the green connector. If you are referring to the 1984 FSM,chapter 5 page 35 refers to a non turbo car. Page 4-58 shows the check connector pinout for turbos

CTS is the double prong one in nearly the same location. Single prong one is for the gauge.

Yes,#3. Leads like you said to check the harness.(cts unplugged) Leave the second lead on negative to check sensor and harness together(cts plugged in). Sensor itself should be several thousand ohms cold,.2-3k at 70 degrees F..Higher colder.12k max. Likely a corroded connection at the CTS.

I think it will run if you repair the CTS issue. 83 ECMs are 46089 7110,84s are 46089 7210 or 7320.

Codes 11 and 12 are normal on an unstarted engine. ECS light still on? Not sure what the 18 connector is.

LED=light emitting diode It is just a light on the computer. Remove the plastic trim panel below the ECU to see it. Count the flashes,long and short.

No purge control solenoid nor egr solenoid on this car.

Read the code(s) from the ECU LED.

It is not clear to me how you are taking those measurements. One lead on the unplugged ECU harness and the other on battery negative or.....? With one lead on harness #23 and the other on negative you are measuring the resistance of the AAV coil in series w/the fuel pump. Proper way to check resistance for this one is to have the second lead on the blue/green wire at the unplugged AAV connector instead of battery negative. I would concentrate on finding the cause of codes 33 and 41. I would measure resistance between harness pin 3 and ground to see what is going on w/the CTS and related wiring. The atmospheric pressure sensor does indeed generate the altitude signal. It simply tells the knock control computer to advance ignition timing 5 degrees w/above 1400 metres. Here is where it gets interesting. 84 ECUs mount the sensor internaly,83s have a sensor mounted external to the ECU. ECU pinout above is for an 84.I`m not sure how different 83s are. I`m not sure if an 84 ECU would be compatible w/an 83 car. However,if your car ran well w/the same part# ECU previously,you should be OK. I can`t see this code keeping your car from running.5 degree timing error,perhaps. According to my info 83s are 46089 7110,84s are 46089 7210 or 7320

Use your favourite anaerobic sealant.