rdjeep

Good call.... all but one screw loose. Annoying the factory never used Loctite on them. 65 psi at 1500 cold rpm, 55 psi at cold normal idle. The Felpro kit's gasket instead of the sealant is a good idea, too.

Thanks for all the replies and links! Figures, I just was in there doing the water pump. I'll drop a line when I get to this next week. At least the weather will be pleasant!

I have a very recent & rapidly declining oil pressure issue on an otherwise healthy engine at 126,XXX miles. Cold engine starts at 33 psi @ 1300 rpm, but I can watch it drop to down around 5 psi @ 800 rpm only a few minutes later. Is there a common/typical issue that crops up?

Have a 97 Legacy wagon with failing front differential bearings (loose stub shafts) and considering a used trans. Closest match is from an Impreza, with very similar gear ratios (not of concern to me) and same final drive ratio. I have noticed there are a lot of minor differences in Subaru equipment. I am concerned with some other incompatibility between trannys like output shaft splines and mount locations. Comments welcome!

It is none of the the ground points under the hood. Subaru wouldn't come back out of the passenger compartment with the ground wire, its not cost effective. For the measurement... it was taken from the negative side of the low filament to the negative battery terminal, thus testing the bulb terminal, wiring & crimps, headlight switch, ground point to the body and negative cabling to the battery. In just writing this, I realize that if the voltage drop is only the low filament side and the high is ok, then it is the low side of the expensive switch and not the ground point. Ground point failure would affect both.

On a 97 Legacy Wagon, I have a large voltage drop on the ground side of the both headlamp circuits. I know the ground wire is switched at the steering column cluster, but where is the actual ground point to the body?