Dr. RX

Sorry Zap, won't be there, wife is feeling weak from the radiation theropy she's going through now. Hi "Happy Birthday" to the boy for us, maybe next year.

Tim, that depends upon whether the turbo in the EA81T was replaced per the recall. If it was, then it should be that same as the EA82T. The original EA81T turbos were only oil cooled, the replacement were oil and water cooled.

OK, who has a 97 Impreza that was built between 8/96 and 12/96, please take a picture of your control panel and post it, any one with a car built after that (1/97 to 7/97) please do the same. Actually is would be best if one car were an 8/96 build and the other a 7/97 build.

My 96 doesn't have tree dials. I think Ed knows the difference, he has seen mine many times. Yes, I know you meant 'three' instead of 'tree'. Also 97 was a transition year, the early 97's had HVAC panels like the 96's the later ones were like the 98's, Ed's is the latter.

Ed, try this link, http://www.ultimatesubaru.org/forum/showthread.php?t=2498&highlight=climate+control it might give some insight because people there talk about their Impreza's too.

If these systems keep people from blocking the hills on snowy days, I'm all for them.

I believe the Legacy and Forester have some sort a stability control on the new models. It was one of the reason why they made it to the top of the car list and Impreza didin't.

Sounds like a good diaognostic plan, but you don't need a stethascope, you can you a long screw driver, just place one end against the engine in the area you want to listen to, and the other end (preferably the handle LOL) against your ear. I used that technic long before I ever got a stethascope. I do have a few more years that you do wrenching, but like I said, my experience with the EJ22s ends at the 95 model year, I haven't worked on any newer then that.

Thanks for that input, my experience with EJ22s ends at the 95 model year. One of the hardest things to do is to diagnose a problem by what is posted here on the board. The best way is to do it in person. Having lived through several EA82's, I know the valve train noise can make the worst noise you have ever heard, it can sound like the engine will come apart at any second, so I would discredit valve train noise so quickly. Pitstain, if you are still planning to change the oil this weekend, try the Mystery Oil, it can not hurt your engine, and may even improve mileage. If it doesn't solve this problem, it will still do good things for your engine. Money well spent, and if it works, you'll know what it was.

It is probably not piston slap then, because the slap usually goes away, or becomes less noticable as the engine warms up. It could be the hydraulic cam followers (lifters). If you have the time, you should pull them and soak then in a cleaner then re-prime them. If that doesn't work, then you will need to replace them. When you change oil this weekend, see if you can find some Marvel Mystery Oil and add that to the change. If the lifters are sticking, it will help free them.

I've heard that it will be a European model only, it's not coming to the USA.

Really, does it do it all the time, or does it quiet down after the engine gets warm?

Maybe I haven't been paying too much attention, but I thought the piston slap problem was only related to the EJ25 engine.

Believe me, I understand exactly what happens when oil flows within an engine. I have personally destroyed several engines due to oil starvation, even to the point of having parts break through the block. I know only too well what oil starvation can do. I believe the difference in these new lighter weight oils is that they are synthetic and have quite different lubricating properties then regular multi grade oil. I have used additives for many years to help keep surfaces sliding with less friction, these synthetics have those additives as part of them. I am currently using a synthetic, but it is also a 20W50 weight, I'm using it for the additional lubrication properties.

Duh!!! They do contact in the same way, plain bearings are just over a wider area. There is a film of oil on the ball bearing and well as the surface that it is on contact with, there is a constant flow of oil over the area of contact, so that film is sustainable. If you never saw the demonstration, it might be hard for you to visualize.

I agree, but I only put mine on (spare set of rims with Hakki's) when the weatherman hints at snow. I can't see wearing down a great set of tires just because the season changes. I use only when required.

Looks like Ed needs to keep an eye out for early Legacy auto trannies at PAP Lynnwood.

Well I guess if you can't see the relevance of friction build up with the relationship to internal wear of an engine, there is no way I can explain this test to you.

Yea, I could remember the exact weight, but I knew it was a special weight for only BWMs. If it was more readily available, I'd be running it in my car.

Found an interesting article on Mobile 1 0W40, http://www.mobil.com/Canada-English/Lubes/PDS/IOCAENPVLMOMobil_1_0W-40.asp .

I would love to see what it does to the bearing surfaces of the turbo charges that are not using roller bearings. I haven't own a Mercede yet (it's on my wife's wish list) but have own both a BWM (735i) and several Porches (911S and 914), yes they are older cars, but I never ran less the a 30 weight oil in any of them. There is a special oil, I think it is a 10W50 that is made specifically for BMWs, so I'm wondering which models run the 0W40 oil.

It is obvious that you have never seen the Bardall test, both the ball bearing and the surface it is in contact with are moving, the oil is forming a film (layer) over both surfaces, then pressure on the ball bearing is slowly applied. The idea is to see how the oil holds up to this kind of friction. You can see both metal surfaces get red hot from the friction. It basically creates thermol breakdown of the oil.

So, 0W40 is a synthetic (aka Mobil 1). What type of diesel do you have Petersubaru, certainly not a Subaru (I don't think they have release the diesel to Europe yet).

Engineers?? I know what those are, I have been one for the past 26 years here at Boeing, I'm a card carriying member of SAE, mostly because the "A" stands for both, automotive and areonautical. Maybe I'll have to delve into the SAE library to see what they have to say. Has anyone here every seen what only 10 psi of pressure can do, it can be very explosive if suddenly released, most engine oil systems operate at 30 psi. Unless an engine is left standing for a long period of time, there is residual oil on the bearing surfaces (the heavier the weight, the more likely to have a residual). At 30 psi the oil system is quickly supplied with fresh oil. What damages an engine most is revving it when it is still cold, this could cause starvation, even at 30 psi. What would a 0W40 oil flow like, water??? I didn't even know that they made such a thing.

The weight is the viscousity of the oil, lower number freer flowing. The molecular structure is the same, regardless of weight, it will flow through the same clearance, it just might take a few micro seconds longer for a heavier weight. The engines that I work on and play with are turbo charged, they by nature create more heat then a normal engine, therefore I am more concerned about thermal breakdown in an oil. For the region where I live, the 20W50 give me the best protection. So, a turbo engine would be better off running an oil with a higher weight, avoiding the themal breakdown of a lower weight oil, which would lead to coking (burnt oil buildup) on the turbo bearing surfaces. I'm always reminded of the Bardall commercial were the applied friction to ball bearings spinning in various weights of oil. The bearing in the lighter oil would seize up long before the bearing in the heavier weights and way earlier the Bardall. That to me always showed that lighter weight oils provided less protection, I guess I'll always think that until someone can prove different to me.