ferret

Here's a site for you....1992 Legacy Exhaust system Front Y pipe with front cat....$249 us Center pipe w/cat...............$188 us http://www.partstrain.com/products/Exhaust/1992~SUBARU~LEGACY.htm P.S....My BEST Subaru of the 7 I've owned since a 78 DL fwd, was a 90 Legacy LS AWD. However in 1997 it was totaled....but my wife walked away with seat belt abrasions. I still say that car gave it's life for her. On the repair side, I had over 230K miles at the time. Normal maintainence...2 water pumps...1 front axle (CV outer CV joint went bad) Best car I ever owned. My current 04 Forester, however, looks to be in the running. Worst Subaru...was an 02 Forester, traded back in before it's time, due to a BAD BAD case of piston slap. Many letters to Subaru to no avail. Well at 5 good cars out of 6 at the time, I'd give Subaru another shot. Glad I did. The 04 has put me back on track......Enjoy your Subaru as much as we all do.

Yes it was Endwrench, I saw it too. My neighbor had this problem. http://endwrench.com/images/pdfs/ClutchInfoWin04.pdf

02 Forester Automatic Diff Ratio 4.444 5 Speed 4.111 Rear LSD was standard on the 'S' model and not avail on the 'L' Front and rear carriers are 2 different part numbers. They may look the same, but something is different.

Small part (5-10%). Onstar is offered on some Outback/Legacy's, but the wiring diagram is outrageous. I see it as a factory option only, Not a dealer installed option. Maybe Someday....with the CAN bus replacing OBDII may make it easier since all the onboard modules will communicate with a universal code across all mfgrs. Not true today (Ford has their own OBDII, as does GM, Then Mopar, Europe and the Asian mfgrs use ISO9141). But they are all slowly converting to Can-bus. Guess I have to invest in another adapter/reader one of these days, if I continue fixing cars in the neighborhood.

If I remember correctly, OnStar is not just an add-on, it's part and parcel of the body control modules including the ECM, Air Bag Module, and Interior controller. OnStar calls in when the AirBags deploy, can read Ck Engine codes, GPS locations, hands free communication and as all the commercials show, unlocking doors. I haven't seen it as an Add On, unless GM is now pre-wiring vehicles for it, and installing jumpers in un-used connectors when the Onstar module isn't there. (and there are a lot of them) OnStar in a vehicle is like a Virus of Wires that take over heading to that module. It also requires that small 'rubber duckie' antenna on the roof, as the roof acts as a ground plane. To me it would be easier to remove a N/A engine and drop in a Turbo engine, wiring harnesses, ECM and other sensors needed than to add OnStar to a vehicle not equippped to take it. My $.02 from what I have seen....

Tom, Use the meaasge function to contact me. I have a history of the EJ boxer engine. It's a 4m .pdf file, so a hotmail account will not be able to receive it. If one of the moderators wants to contact me, I will send it to them to keep on the USMB site. It's very good.

Scott, Put in vacuum gauge on one of the vacuum lines on the intake manifold AFTER the throttle body. Use one of the lines toward the front of the car from the throttle body. Be sure to use a 'T' so the line you disconnect to monitor will still have the proper vacuum to run the engine properly and not induce another problem while testing.

Positive Holding Valve.....The term in the Service manual for the Hill Holder valve since 1982.....

Did you ever check the rear cam seals? on the DOHC, these have been known to leak also.......Just a thought....

Re consumption, be sure to check PCV valve. Had a neighbor with a 97 Legacy. Dealer just did 90K service and told them same about oil consumption. When I checked PCV valve, it was clogged and cruddy. Cleaned it up with kerosene and they are down to 1/2 qt by next oil change. Dealer Service Depts are like everything else, some are incredibly good, others make me wonder how they stay in business ( I know, I know...They sell new cars instead of doing a decent repair).

You can adjust the HillHolder. It's attached via a cable from the clutch pedal to the PHV valve under the hood Just below the master cylinder. Open the hood and adjust the cable end nut at the PHV. Unscrew it by 1/2 turn at a time and retry it. I ended up unscrewing mine about 2 full turns (04 Forester). Good luck....I am very happy with mine.

If you have a vacuum gauge, or access to one, check the vacuum, first at an idle, then pull the throttle up to about 2500 RPM and hold it there. If the vacuum at a constant 2500RPM starts to drop, you probably have an exhaust restriction. Probably a bad, damaged (broken internal honeycomb), or clogged CAT. Not uncommon. More common on Domestic vehicles. The whistle, misfire and overall poor performance are symptoms of a restricted exhaust...The Whistle, or 'speewing sound' from the exhaust are a good giveaway.

ABSOLUTELY...If you do not Evacutate or 'Pump Down' the system, you may leave some moisture/humidity in it. And that's not good. Can lead to expansion valve freeze up, poor performance, Receiver/dryer failure..... Also if it was opened quickly, you probably also lost some lubricant (compressor oil). I've done this on the side for about 30 yrs....I always pump a system down and leave it set. This is also a way to check for leaks.

Check out the following .pdf URL. If I remember your engine was a DOHC. http://endwrench.com/images/pdfs/2.5Timing.pdf

Have them drive both, I have had both, currently a 2004 Forester. In 1998 when it came out, I asked myself, Who would ever...... Well I had a 2002 Forester and now a 2004. Be careful what you may say. (7 Subaru's since 1978) I am Very happy with it. Even thought my previous Legacy wagons were great, The Forester turns out to handle better, more fun to drive, and with the taller rear, I can fit more in the back for Hauling. For me the Forester turned out to be a Swan instead of an Ugly Duckling. Few side notes...My 2002 5sp got 25mpg at best. Usually stayed at 20-22. (Real Bad Case of Piston Slap) The 2004's WORST (winter, oxygenated fuel) has been 25. It stays around 28-29. I did get 34 last year. Straight drive full tank from NJ, up the NYS Thruway to Buffalo at 65-68mph (Cruise on), Then immediately refilled. I was Really Surprised. Also note, the JUST AVAILABLE 2006 Forester's are 5 CuFt SMALLER in the rear behind the seats. Subaru attributes this to the re-design. (as reported on their Website under new NEWS). Glad I got my 2004. My $.02

All 2.5L ARE interference engines. All DOHC are interference (someone told me the SVX was not, but I have NO experience with that engine) The 97 & newer 2.2's are ALSO (redesigned heads w/o HLA's. Heads look just like the 2.5 with the sparkplugs going into the center of the valve cover. 90-96 2.2's have the sparkplug going into the head at an angle from the top, These are NOT interference engines. If I'm wrong, you can correct this thread. But this is what I know, and have experienced as well as seen.

Now I remember what the Tribeca reminds me of (Yes I am that old also) An updated version of the 1948 Tucker !.....As you can see, Preston Tucker was almost a century ahead of his time!

Here's an answer to your 1st, and subsequent questions: http://endwrench.com/images/pdfs/TBeltEWWin05.pdf

2.5L SOHC Valve Clearance 'Cold' are: Intake 0.20+-0.02 mm Exhaust 0.25+-0.02 mm

Blitz, you are correct. On some Subaru's there is a solenoid mounted just to the left of the alternator. It gets it's air input from the throttle body or a port on the Idle Air Solenoid. The ECU then activates the solenoid to let air pass at either a set RPM/Load pattern or feedback from the front O2 sensor. The Air from this solenoid then goes to the side of the fuel injectors to allow better atomization of fuel and altering spray patterns at certain RPM's. These are normally found on N/A engines. Turbo's use a 'Tumber Valve' to help accomplish this as well as altering the 'swirl' as the fuel mixture enters the combustion chamber. The Air Assist codes I have seen set have never turned out to be the solenoid, but always a 'slow to repsond' front O2 sensor.

Some 05 legacy's and Outbacks have the side air-curtains installed incorrectly. This was discovered during the government crash testing. Subaru is certain of the VIN they started correcting this at, but has sent out a blanket notice to those purchased vehicles which the dealer didn't get chance to inspect. No hidden sales pitches here...But I would take my new Subaru back to at least know I was safe. http://www.automotive.com/2005/49/subaru/outback/recalls/19976.html

Water Pump is driven from the backside of the belt (smooth side). Mine seized and the back of the belt slide over the pump. Engine temp started to climb, then engine died (Belt broke). No leaks.....just seized. Idler pullies on mine were fine, pump was still seized after I took it all apart. That was in 1992. Since then, each timing belt replacement included a water pump and idler check. I've only replaced 1 suspect idler I would not have trusted to make it to the next service.

On all my EJ's, I just removed the Fans. Then placed a piece of cardboard over the top of the radiator and down the engine side to provide some protection against damage to the core.

Yup, my 90 Legacy 2.2 sounded like the old perverbial 'coffee percolator'. REPLACE IT ASAP...Mine only made that noise for 3 days before seizing up on the interstate. I had the new pump and timing belt in my garage. Was going to do it the next weekend (2 days away). After it seized, the timing belt SQUEELED in pain as it overheated and broke.......Had it flatbedded to my home and repaired it. Lots of black belt soot everwhere. For the 2.2, this was not deadly, For the 2.5, it is.

This is my experience since working on cars since the 60's. If you have an engine with 'solid' lifters, and by this I mean no means to automatically take up the clearance, then you will almost always have the tick-tick-tick. By adjusting the valve as so to have no clearance when the engine it at operating temp leaves the engine exposed to 'burning the valve' if or when the engine ever has an extra load on it. There is no setting I have found, with direct contact that eliminates the clearance without 'burning' the valve train. I know everyone has their own feelings on this, but Subaru's own site, endwrench, mentions the fact that the 2.5 is noiser than the 2.2. So I'll continue to adjust these as stated in the manuals, and continue to hear the tick-tick-tick which to me sounds like a well running ehgine.