pontoontodd

My 2001 with the same engine and trans downshifts normally. The white 2002 feels like it's going to rip the trans or rear diff out of the car, revs to almost 6000 and then grabs and pulls it down to 4000 at full load. The battery has been disconnected numerous times, it always does it. Sounds like slammo might have a line on a cheap EZ30 and 4EAT for me though.

Drove up to the UP in the white Outback with the in laws over the weekend. I did hit a couple of snowmobile trails/dirt roads, including one that was rough enough to be fun, but it was mainly boat rides and some hiking. At some point after we got up there I added a quart of water to the radiator but we did drive around some while we were up there and I didn't check the coolant again before we left for home. Brought the kayaks home on the roof, had 700-800# of passengers and a couple hundred pounds of cargo in the back, ambient temps about 88F. About halfway home I saw some smoke coming out of the back of our car, temp gauge read normal. Stopped at the next gas station and checked over the car. There appeared to be some oil on the trans skid but it wasn't actively dripping on the ground. Seemed like engine oil. Engine, auto trans, front diff, and PS were all still full. Let it cool off a bit and added about a gallon of water. Stopped shortly afterwards and bubbles were coming up in the full overflow bottle with the engine off. After a while the AC stopped working and the temp gauge started creeping up. I drove it by the temp gauge for a half hour or so, up a grade or at 70+ it would get up to the mark above the middle, if we were going downhill or about 60 it would start to drop towards the middle. Eventually it was staying at the mark above the middle so I pulled off the interstate and took back roads to the next town. Stopped at another gas station, overflow bottle was boiling over again, and bought a gallon of pre mixed coolant. Was able to add the whole thing and a little water. Ran about 60mph with good AC and normal temps for 30-40 minutes, then the AC stopped working and temps started creeping up but got home without them getting much above the middle. So I think the head gaskets are finally starting to really go. I've had to add about a quart of coolant every 300 miles or so in hot temps since I bought it a few years ago but now it's closer to a gallon per 100 miles. Out of the last 10-20 times I've started the car (before this overheating issue) it will take a while to crank or start and then die and have to restart maybe 1/4 of the times, usually when it's still warm. Had some kind of evaporative trouble code too. Also the trans has downshifted hard (4th to 3rd?) since I bought it. So hard it will occasionally chirp a tire. Need to decide whether to replace the whole engine and trans, replace head gaskets, try to fix the trans, buy a different car, or what. I can get a JDM engine for $1200 and relatively low mileage (<150k) trans for about $800. Would like to keep it as an automatic for now so my wife has a backup car and can take the family to the offroad park sometime this year. Also convenient having three EZ30 Subarus. Somewhat tempted to swap in an EZ36 and standalone and/or a different trans. Could buy another car and swap the suspension, axles, brakes, and bumper from this one onto that. Don't have room to keep this one as a parts car. In the short run I will probably see if I can fix the hard downshifting issue in the trans without removing it and see how bad the coolant loss is in normal city driving and check the trouble codes again.

That's what I thought but the teeth on mine started twisting/bending and then you can't hold it in reverse under load. Maybe you'll have better luck than I did.

His doesn't, my dual range doesn't, I haven't had many other 5MTs apart.

I would make sure when you assemble it that the reverse idler gear still slides a little past the other reverse gears. Not as far as stock but if not it will want to push out of reverse under load. If you keep having that problem with the ring gear bolts you should either safety wire them or make some two hole tabs out of thin sheet metal. Torque the bolts down and then bend the ends of the tabs around the bolt flats to keep them from coming loose.

Thanks on the spline info. Did you get a new 05-09 rear hub assembly? If so did it come with the hub pressed into the bearing? The one I got for a 2002 is just the bearing, can't buy that hub except from the dealer for $160. Yes, the alternators were both from six cylinders (EZ30/EZ36). Looks like it would fit on 2000+ Forester EJ25, pulley might be wider on the six but might still work.

Thought about making an adapter, I think it would be easier to just use a different hub, maybe turn up a sleeve if needed.

I'm not sure about the 05-09 Leg/OB rear hub spline, hard to believe it's a different spline than all the others. The 02 Leg/OB bolt on rear wheel bearings are only about 1/2" wider than the 05-14 Leg/OB bolt on front wheel bearings. That's the width of the spacer we've been using on our front CV axles/bearings with the longer front control arms, so it should work out fine. At this time it would be a lot of money and time for the benefit so I don't plan on doing it yet. You're welcome. The rock crawling/bouncing you did recently was some of the most extreme I've seen a Subaru do.

Been wondering for a while now if we can fit the larger front axles we've been using on the rear somehow. Got a couple later model Subaru wheel bearing/hubs and took a bunch of measurements. Left to right - bolt on rear wheel bearing 2000-2009 Legacy/Outback, bolt on front wheel bearing 2005-2015 Legacy/Outback, bolt on rear wheel bearing 2015 Outback (2015+ Legacy/Outback/Ascent), bolt on rear wheel bearing 2009 Impreza (2009+ Impreza/Forester/BRZ, according to Timken/Rockauto this also fits 2010-2014 Outback). On the left is the press in wheel bearing style hub for the rear of a 99 Outback. On the right is the front press in style hub for 99 Outback. Here are the measurements we came up with: Bearing ID is in mm, the ones that were pressed together I just guessed at, can't get an exact measurement. Other dimensions are in inches. Don't have a rear hub for a 2002 handy, the only place I could find to buy one new was the dealer at $160, haven't gotten one out of the spare suspension we have lying around. Should get one for 2007 Leg/OB, didn't realize that one was different until I started typing all this up, specs on that are from Timken, not sure about the 25 tooth spline. 15 Legacy/Outback rear hub has a much larger wheel bolt pattern than the rest. The later model bolt on rear wheel bearings do have the same 27 tooth CV spline as the front hubs. All of the rear bolt on wheel bearings seem to have the same knuckle diameter but they all have different bolt patterns at the knuckle. Also the late model rear hubs are much longer than the earlier hubs. For the multilink rear suspension I think the easiest solution would be to press a hub out of a 2005 front bolt on wheel bearing and sleeve it to fit the 2002 bolt on rear wheel bearing. That might even fit the rear press in wheel bearings on the older cars but the outer seal would be a problem. Then we could make up some splined stubs to go in the rear diff to use the female style axles. Not going to happen any time soon, just thinking about our options in the future.

Pictures of the cotter pins on the front suspension of the black Outback. Radiator on the black Outback was also muddy, not as bad as Impreza but we're going to a desert race so I want the best cooling possible. Removed the radiator and blasted it out with a garden hose. While that was out it made replacing the alternator easier. The 2015-2017 Outback alternator (on left) bolts and plugs right in but puts out 130 amps vs the 2002 Outback 100A alternator (according to Rock Auto). We can now run all the lights and the AC at idle and maintain 14V. With the old alternator it would drop below 12V with the AC and all lights on even at 3000 engine RPM. Nice upgrade for $80 and we now have a good spare alternator again. I checked the lights we used on our buggy to make sure they were working. They're 6" KC daylighters with HID conversions. We have two pencil beams and two floods, I'm just planning on using the two pencil beams. They didn't seem to be working consistently at first. One problem I found was the spade terminals from the HID conversion harnesses were not crimped on well so I crimped on some good terminals and that helped. Eventually I realized that with just one plugged in they each worked but with two plugged in usually one or neither would work. With the engine running they both worked. Tested out the blue and yellow LED rear running lights, those are still good. My friend put in the race radio and race seat on the passenger side and test fit the door bars to make sure they still go in. We test fit the rear bumper.

Fantastic to see it in action!

Impreza radiator was quite muddy front and back even after blasting it some at the coin op car wash. Had just put in a new one too, this is basically all from the UP trip. Outback radiators seem to stay pretty clean with the guards on them but I should take a closer look to be sure. Came clean pretty quickly with the garden hose. Rear bushings in the fabricated brackets I made for the black Outback's front control arms kept walking out during the UP trip. Took the arms off, bushings originally pressed in but now just slide out. Pushed them back in and tack welded them in. We drilled those studs and the front strut eccentric bolts for cotter pins. We replaced the clutch disc and LF CV axle. New clutch disc measures .34”, old one measured .23” and was worn down to the rivets. Pressure plate had a bunch of dust and fibers in it, cleaned that out. Pressure plate measures about .21” relaxed (fully clamped) so there wasn't much pressure on the clutch disc. Should probably replace pressure plate but figure the 6MT will go in over the winter. Exhaust on the white Outback is badly dented where it goes under the rear subframe, probably down to about half the stock cross section. It was rubbing on the driveshaft again so I bent it down as much as I could, has a little clearance now. Fixed some tire leaks.

Video from our trip to the UP a couple weeks ago: https://youtu.be/XQRYbQBwogY

We worked on my Subaru fleet over the weekend. B adjusted the parking brake on the black Outback and tightened the trailing arm bolt that was spinning. He messed with the HVAC and eventually just put 12V to the pins at the control harness plug that move the actuator and it moved, got it to full vent position, will probably just leave it there all summer. Might wire in a rocker switch to just run the actuator manually. We pulled in the Impreza and A swapped out the RF knuckle for one with a bolt on wheel bearing. I pulled off the exhaust, made the end of one section roundish again and made some flanges to bolt it all back together. B fit some pieces of tube so they would slide into the next section for reduced stress and leakage. Bent one bracket back forward so the rubber hanger would fit. Got it all on the car in place and tacked the last few flanges. Took it back out and welded everything completely, then put it back in the car. Tons of mud packed around radiator and condenser, have to clean that out. I adjusted the parking brake on the white Outback and plugged a couple holes in the sidewall of the RF tire. M superglued the passenger mirror cover back together. Still makes some kind of rubbing/scraping heat shield noise when slowing down but quieter than when we got home. Has many brown stripes on the white paint now, not sure if I just didn't get it fully clean or if they're some kind of wood stain. Waiting on some parts to come in this week, main thing left to address is the clutch in the black Outback and whatever's causing it to leak.

Monday morning we checked over the cars. Both front control arm nuts on the black Outback had backed off a lot, the one almost to the end of the stud. We headed to the pond where C swamped his Impreza, had about as much water in it as it did then. We went back and hit the best dips/jumps on the road just before the pond where B blew out the strut tower on his green Forester. The last big one made the black Outback wheelie a couple times. The other runs it just jumped level, not sure what made the difference. While taking runs at these dips/jumps I noticed the clutch was starting to slip. Figured we'd just take major snowmobile trails down to the big spring. Wound up taking a ~15 mile dead end to a couple big water holes. The first one was about a quarter mile long, couldn't even see the end of it. Took a different route and that one went to a water hole that was shorter but probably quite deep so we turned around and drove all the way back to the highway. Much of that snowmobile trail has little jumps/whoops that sneak up on you, just cruising along at 50mph and all of a sudden you hit a dip and you're in the air. At this point we didn't have time for the big spring and the super whoops. The big spring was farther out of the way and most of the group preferred seeing the super whoops so we headed there, had to drive on pavement for a couple hours. Clutch in the black Outback was definitely starting to slip over about half throttle. Sometimes with the cruise on going up a grade you could see it slip 50-100RPM and then come back down. We hit some little whooped out sandy trails on the way there. Along the paved road to the super whoop parking lot was a narrow sandy trail with small whoops so we hit a portion of that. The guys pointed out it would make for great video driving along the car filming from the side watching the suspension thrashing up and down. At this point I'd noticed a pinhole leak in one of the fuel hoses in the black Outback so I fixed that. They took everything out of the back seat of the white Outback and took that and the Forester through the super whoops. Apparently the rear end of the white Outback kicked up badly with four people in it. They came back just as I was finishing washing the fuel off my hands and arms and M and A and I took the white and black Outbacks up the first half of the super whoops, switched cars, and came back down. The black Outback was definitely better but the white Outback didn't kick up too bad with just one person in it. On the way out we drove part of the mini whoops with the black Outback and Forester and filmed with the other two cars. We dropped off J on the way home and all the cars drove home OK. Clutch in black Outback still slips some, seems to be fine when you first drive it and then will slip after maybe five minutes of driving. Thinking that might indicate an oil leak so I ordered a rear main seal and rear cover o-ring for the engine and input shaft seal for the trans. Windshield isn't any more cracked than when we started the trip, still just has the cracks down in the passenger side lower corner. Never had to bend the wiper arms/cowl either. Needs a driver's side front CV axle, it was making a little noise at the start of the trip and a little more by the end, the outer boot is badly torn. B and I both drove it with the parking brake on so that needs to be adjusted. White Outback also needs the parking brake adjusted. Has a high pitched intermittent grinding noise I think coming from the rear. We noticed the Impreza has a sloppy RF wheel bearing early in the trip. Never got worse but it would be good to put one of the bolt on wheel bearing knuckles on, already did that on the LF. Needs the post cat portion of the exhaust reinstalled. Overall it was one of our best trips so far. Weather was about perfect, no major breakdowns, good variety of trails.

Sunday morning M and Z were navigating in the black Outback trying to find the ELF transmitter. B and I had driven by it on a previous trip without realizing what it was, Z kinda wanted to see it and it was sort of on the way. Early on we heard over the radio the battery light was on in the white Outback so we all stopped and swapped out the alternator. I had brought a spare since it fits both Outbacks and the Forester. Took some other multi mile dead ends with various gates, trees, and questionable bridges that made us decide to turn around. Eventually we just removed the middle part of the Impreza exhaust that kept hanging down and strapped it to the roof with a plastic rocker cover off the 2002 Outback and later one from the Forester. We also found a very overgrown canyon (by UP standards) that seemed to come out to a major logging road. We were skeptical any of the cars could even go down the trail, let alone back up if we had to, so we went back out. Some random pictures from Sunday: Got gas and went to a cool little jump we'd done last year but the approach was standing water this year so we looped around town on the whooped out trail and came out in the used car dealer with a few Subarus. For maybe fifteen miles we were on various whooped out snowmobile trails. I was driving the Impreza at the beginning at about 20mph, occasionally 30 on the smoother portions. Meanwhile the long travel cars could run 50mph comfortably. Eventually we switched around and at one point I had the cruise set at 50mph running through whoops for a mile or two. Trail ended at a gate again so we decided to just drive on the roads to the bar so we'd get there at a reasonable time. By this point the Forester had started running rough after driving through water. The Forester wasn't getting any better so we did a little diagnosis. One CV axle was definitely bad and seemed to be causing the car to shake rather violently at times so we swapped that out in a parking lot. Still wasn't running great but the reduced drivetrain shaking was an improvement. We hit a small side loop of trails on the way to the bar. This is one of the beers that had been in the car for a day: R started cooking tacos, J, M, B, and I started working on the Forester. We pumped some gas out of the tank after it had sat for a bit and after that bottle sat it definitely had a little water in it but seemed minor to me. We pumped about a half gallon out into a larger bottle. Tried unplugging the TPS and front O2 (separately) without any change. M and B replaced the spark plugs, then it ran fine.

Saturday morning I checked over the cars. The main issue I found was the right rear CV axle on the white Outback had popped out of the diff. I think it was still driving and wasn't difficult to get back in. Oil level was still good and it never popped out again. For a few weeks now after I'd worked on the rear suspension there was a whining noise coming from the rear of the car. It went away after I put the CV back in and never came back. It has been making a slight whirring noise from the auto trans, one of the guys said it was a torque converter noise. We had camped within a few miles of the Baraga pipeline grade so we hit that. We found a couple of good jumps along it and took some time giving everyone a turn in each long travel car and getting lots of video and pictures. Then we started trail riding, there are a lot of good trails in that area, wound up on another part of the pipeline grade we hadn't been on before. B got a pinch flat in a Forester sidewall so he plugged it. Later on managed to weave plugs through both holes but it never fully sealed. While he did that we made peanut butter and jelly sandwiches for lunch. We followed a powerline grade we'd been on a different portion of on other trips. Eventually we got to a deeply rutted downhill with an even taller steeper uphill climb on the other side. We didn't think any of the cars (except maybe the Forester w/ low range) could make it up the climb on the other side and we didn't think the Impreza could get back up the downhill so we took a side trail but marked it on the GPS to come back to. Took an ~8 mile long side trail to eventually come to a section we decided was too swampy for us to proceed and had to go all the way back. We had almost reached a major road on the GPS too. For a while one day we had A lead the way in the white Outback with just the digital compass on the rearview mirror and told him to head east. One of the muddy trails we were on: By this time it was starting to get late so we decided to try to get to the next campsite before dark. We found a couple pipeline and powerline grades we didn't have time for but should explore in the future. We got to Republic which supposedly allows free camping on the beach along the river but we camped in the fancy campground on the bluff over the river. Running water, electricity, cable TV hookup. travelvw would not have been happy. Scenic and not too noisy or crowded though. We removed the rear muffler from the Impreza and since it had a fair amount of water in it we put it over the campfire after we finished cooking.

Last Thursday afternoon we went grocery shopping and did some last minute packing up. Five of us drove my black and white Outbacks and my Impreza to the UP. Z had to work a little late so he and B got to the cabin late in the Forester. Friday morning we messed with my boat so we didn't leave the cabin until about 2PM. Started out taking the snowmobile trail into Watersmeet. Hit the mini whoop section along the snowmobile trail. J was amazed how fast we ran through it, he's been to Badlands off road park with us a few times but hasn't been to the UP with the Subarus. Continued on the snowmobile trail to the trout hatchery. Stopped on a bridge for a picture over the river. Took a little tour of the hatchery before fishing. We caught about 10 fish. While the employee was cleaning the fish we had a good old timer sit on the bench by the lunker pond. We then headed north on back roads to Bond falls. Hiked down the west side and back up the east side. Later on we wound up on the old rail bridge over Agate falls, I'd never been up there. We revisited the spot C's blue Outback last jumped teeth on the timing belt last year to see if the trail went farther. I also had it in my head that there were a lot of side trails in that area but that was definitely not the case. The exhaust on the Impreza was dragging so we zip tied it up, figured we'd repair it more properly when we got to camp. We continued past where his car had died and got to a spot where there was about a 3 foot diameter tree fallen across the trail. It was old and rotten and ended at one side of the trail so we pulled it out of the way. The next section of the trail didn't look too bad, B made it through in the Forester but then the white Outback got stuck. Then B got stuck temporarily trying to get him out. Various snatch straps, digging, and recovery ramps were put to use to get the first three cars through the swampy section. I was able to make it through in one run in the black Outback since I'd been able to see the good and bad lines and had the most tire tread depth. Then we realized the trail just got swampy and there were trees fallen across it and it was so overgrown we couldn't see five feet in. Would have taken a long time to make it all the way through so we went back through the swampy section. I think the Forester and black Outback were the only two to get back through in one shot. Forester was in low range and full throttle most of the way. By this time it was dark. I think we had to fix the Impreza exhaust again, this time with a hose clamp and some bailing wire. We eventually got to a campground. M and A breaded and fried the fish.

I was only thinking the ball joint/heim for the trailing arm if you had two lateral links like you tested. Ideally with two long lateral links to reduce CV plunge.

Just front and rear centered receivers on the black Outback. Three receivers built into the front bumper of the white Outback. Eventually I'll make a rear bumper for the white Outback with three receivers also. I have gotten one of these from a junkyard: https://www.curtmfg.com/part/23581 I should have just ordered more like them, those big toggle pins I got are larger and slightly more expensive but I was able to get them from a local place and I was in a hurry.

Last week I noticed the driver's side fan on my 99 Outback wasn't spinning. Untaped the connector to check for voltage and found this. Hard to tell from the pictures but the plating is baked off the terminals and some of the wiring insulation is melted off also. I cut the wires back a bit and just straight spliced them together, there's not too much need to unplug the fan. The fuse had blown so I replaced that. My guess is a stick or something got in the fan and kept it from spinning since they sit in front. Another project I finished was building a base for the high lift jack. I can fit it in the back of my 2002 Outback without taking the base off but thought it would be handy to be able to remove it easily. I've tested it out a few times and it's working better now that a lot of the paint is shaved off the working surfaces. Also figured out that you should put the car in gear/park AND set the parking brake or the car will want to roll when you jack up a couple wheels.

Interesting. I still think if you had a ball joint (racing style with a big hole in the middle, not with a stud) in the front of the trailing arm it would be stable, easier to get more travel without bind, but ride harsher. Toe seems good in the middle of the adjustment, didn't move trailing arm mounts. I don't remember the exact amount but we lengthened the lateral links less than 1". Also we lengthened them all the same amount so it shouldn't affect toe at ride height. I see what you mean though, probably pushes out on that trailing arm bushing.

I do have some grommets around the shock bodies but they definitely don't seal 100%. I think they're out of most of the tire spray and I'd have to be in pretty deep water/mud for it to start coming in there. If it becomes a problem I'll come up with something. I do need to change the way the shocks are mounted/installed though, it's a giant pain to install them right now.

The final twist to the 99 HVAC was the linkage had a catch/slop about halfway through. You could move it all the way through the travel by hand but there are all sorts of slots and arms and there is a catch where one of them reverses direction in a slot. My Impreza does the same thing but you can play with the knob to get it past that spot. I sprayed the linkage down with some lube and that seemed to help a little. I cycled the actuator a bunch of times and that seemed to help some. Occasionally if you have it in defrost and then hit the vent button (at the far end of the travel), it will get stuck halfway through. If you push each button in order it seems to work every time, I think that little stopping and starting jogs it through. The extra voltage and slight vibration of the engine running didn't seem to help. I recently changed the valving in the rear shocks on the 2002 Outback. After I did that and before I put the interior back in, I made up some little tie down loops. Probably should have made them longer but you can hook a normal ratchet strap onto them, I'm thinking they'll hold up better than the stock plastic hooks, ultimately probably limited by the tabs spot welded to the body. You can barely see one of them bolted to the top of the right shock mount. Reservoirs are hose clamped in place. Cut out the foam under the floor panel that sits on them, it still sits a little high but not too bad. With all the interior back in. Here you can barely see the other tie down loops. We'll find out soon how well they hold.