1 Lucky Texan

There's no reason not to get the ECU to read out it's code. So, either the connector itself needs replacing or something else is wrong there - there actually are about 3-4 'types' of OBDII protocols so maybe a different scanner would work. There are components like IAC and MAF and TPS, etc. that could cause problems like you experience. But likely those would set a code, which you can't read. That means either blindly swapping stuff out, or diagnosing individual sensors per Subaru technical manuals, or getting the ECU fixed. I see no reason not get the ECU code reading issue repaired - exactly what that will lead to - who knows? Carl

just throwing wild cr@p here OK? Is there any other way to secure it with some tension? Think sideways here. Is there a way to ose other hardware, or hose clamps or zip ties or wire to at least keep the alt. running? Might only have to buy 1 or 2 cheap tools. bottom line - rig it! Carl

You really need to either read the ECU for codes, or begin testing each sensor invidually. It might be interesting if you could somehow borrow a known good ECU to try quickly. And yeah, you can disconnect the neg batt terminal and tap on the brake pedal - with 30 minutes or so, reconnect the batt. and the ECU should be cleared. Did it ever run correctly for you? Did something happen immediately before it began to run poorly? Disconnected sensors, a major vacuum leak, bad ECU might cause these problems. There are 2-3 sensors that might also. If it was running and sucked in a bunch or water suddenly - it may hydrolocked and damaged a rod or pirston rings - or maybe cauesd it to slip a tooth on the timing belt. If someone can keep it running long enough, a strip of paper held at the tailpipe may try to 'suck in' if there is a stuck valve or bad cam timing. If one sparkplug looks distinctly different from the others might point to a bad injector or valve or something. Carl

I wouldn't assume the ECU is bad BUT I WOULD assume every connector may need cleaning/re-seating. Probably the closer to the ground the more so. Cehck the spare tire well for sand. If found, probably the water went up at least that far. And the diff may need a fluid change - I dunno. Likely someone here could guide you better than me. carl

Didn't you have bearings replaced or something? Could the brake lines have gotten twisted or misrouted??? Very strange. maybe the master cylinder has gunk in it and pressure is being kept in the lines somehow - i dunno. Carl

Unles they've changed the design radically since the one I tried many years ago - waste of money. Also, unless you KNOW the spilt is new, no way to tell if the joint is now filled with dusty, gritty grease. better to save the cost of the split boot, save some more money, and drive until the joint starts clicking a lot. It takes a long time for full failure. Then, replace with a rebuitl axle. my $0.02 Carl

maybe something that doesn't require keepin the old spring perch? http://www.skunk2.com/Merchant2/merchant.mvc?Screen=CTGY&Category_Code=COV I dunno Carl

Well, I don't have much to offer excpet to investigate tramlining and maybe get the entire front up in the air and see what's moving that shouldn't. You can google diy alignment and see what some folks are up to. I couldn't find the EXACT link I wanted but a pasted a couple in below. edit; found it - with picture goodness!; http://forums.nasioc.com/forums/showthread.php?t=645484 Thanks for keeping us informed. http://www.tirerack.com/tires/tiretech/techpage.jsp?techid=47 http://au.geocities.com/ozbrick850/wheels-diy-alignment.html http://www.rs25.com/forums/archive/index.php/t-3739.html

Well, I guess to be on topic, the REAR diff is VC as listed at cars101, and its function is likely the same as shown in the diagram numbered '2'. I THINK though, that the viscous plates in the CENTER diff. actuate a device in the diff itself to cause it to unlock. While locked, it would distribute 50/50 power to fron and rear axles. according to this scan from a Subaru manual; http://www.main.experiencetherave.com:8080/subaru_manual_scans/FSM_Scans/AWDMT_description.jpg "The viscous coupling serves as a differential-action control." (again, this is the CENTER diff which is not on topic for this thread) maybe I'm wrong. I frequently am. Carl

Yeah, that one looks good, better I think the way the ends are shaped - but, gee 550 might buy some nice suspension bits too! I do notice a lot of grime builds up on that 'hip' area on the hatch. And here in Texas, it just bakes on since my car is not garaged and I guess I feel a spoiler there might be easier to keep clean or, if it needs constant cleaning, I wouldn't be abrading the hatch paint off! Kinda a sacrificial surface! hah! Carl

Maybe the dealership has another one on the lot you could try and see if there's a difference - there may be a problem. Sometimes its just a matter of understanding the new car's controls and how to switch to manual for - say - recirculate and fan speed, etc. Carl

sigh, here's that entire page; Different types of 4WD 1) Torsen differential - Audi Quattro system* Being the master of 4-wheel drive, Audi always insists to use the most effective system despite regardless of price. Its Quattro 4WD system* uses a pure mechanical LSD, Torsen differential.Torsen, means "torque-sensing", was invented by an American company calls Gleason Corporation. Its slip-limiting ability is implemented by cleverly using worm gears / worm wheel pair. This pair has a special characteristic: driving torque can be transfered from worm wheel to worm gear, but not reverse. Otherwise, they will be locked up. It is such characteristic that limit slip. A: Differential housing B: Out axle C: Worm wheel D: Worm gears E: Synchromeshes F: Hypoid wheel (from engine) G: Out axle The above picture explains how Torsen differential works. In normal cornering, i.e., no tyre slip in any wheel, Torsen differential provides the same function as a normal differential. The addition of worm wheel / worm gear pair does not affect speed difference between output shafts. For instance, if the car turns left, the driveshaft to right wheel runs faster than the differential housing, while the driveshaft to left wheel runs slower than the differential housing. The speed difference between left and right worm wheels can be exactly matched in the synchromesh gears. Note that the worm gears / worm wheels pair do not lock up because torque is transfered from worm wheels to worm gears.When one of the wheels, say the right wheel, loses traction due to poor road surface or whatever reason, the worm gear / worm wheel pair get into effect. At the instant just before they become effective, one must know that by the basic differential theory no torque will be sent to the left wheel, which is with traction. Instead, all the torque will be sent to the spinning right wheel. Then, the fast-rotating right worm wheel will drive its worm gear, through the synchromesh and drive the left worm gear. Now, do you still remember the basic characteristic of worm gear / wheel pair ? Well, when worm gear drives worm wheel, they will be locked up. As a result, the left worm gear and right worm gear are actually locked together, thus wheels on both side will rotate at the same speed and get the car out of the lose of traction. Characteristic of Torsen-equipped 4WD Except the first generation Quattro system that appeared in the early Quattro coupe, most of the subsequent Quattro systems used Torsen differential in center and rear axles. This is rather expensive. However, Torsen-equipped 4WD has many advantages. First of all, its pure mechanical parts react almost instantly to tyre slip. Secondly, it provides linear lock-up characteristic. Thirdly, it is a strictly permanent 4WD system. In normal condition, torque split between front and rear wheels is 50:50 (other ratios are possible, depends on the pitch of worm gears).Apart from Audi, few other car makers adopted Torsen LSD, mainly because of cost reason. Toyota's rally ace, Celica GT4 was one of the few exception. It used Torsen in the rear axle. This might be part of the reason why it was so expensive over competitors. Advantage: Quick response, permanent 4WD Disadvantage: Pricey, torque split not variable Who use it ? All non-Golf-based Audi quattro models, Toyota Celica GT4, Hummer etc. Note: * the "Quattro" mentioned here is the traditional Torsen system marketing in the name Quattro. That includes all Quattro models until the arrival of Audi TT (which uses the Haldex system). Since then the name Quattro becomes a marketing trade mark rather than indicating the actual mechanism. At the time of writing, all Audi Quattro models, excluding the Golf-based A3, S3 and TT, still employs the traditional Torsen system. 2) Viscous-Coupling differential Viscous Coupling center LSD is commonly used in many simple 4WD systems. One of the earliest examples was Volkswagen's Syncro system. Inside a viscous coupler as shown in the right hand side picture, there are many circular plates positioning very close to each other. Both drive shafts connect to roughly half of the plates in an alternating sequence as shown. The sealed differential housing is fully contain of a high viscosity liquid, which has a strong tendency to "visco" those plates together. In normal condition, front and rear axles run at roughly the same speed so the plates and viscous liquid are relatively stable to each other. When tyre slip occurs in one of the axle, that means the alternating plates run at different speed, viscous liquid will try to visco them together. As a result, torque is transferred from the faster driveshaft through the liquid to the slower driveshaft. The greater the speed difference, the larger the torque transfer. As a result, limited slip function is implemented. Characteristic of Viscous Coupling center differential Note that Viscous-Coupling LSD is a speed-sensing device: under no-slip condition, no torque will be sent to another axle. Whenever slip occurs, theoretically up to 100% torque can be sent to any axle, depending on the traction difference between front and rear axle. Therefore it is a part-time 4WD.Being a part-time 4WD, it does not have the neutral steering of a permanent 4WD can obtain. For cars based on rear-wheel drive models, such as Porsche 911 Carrera 4, this is not a real problem - as normally the car runs like a RWD car thus is capable to deliver the desirable throttle oversteer . However, for other front-wheel drive-based cars like VW Golf Syncro and Volvo 850 AWD, the part-time 4WD can do nothing to correct their understeering manner. This is the first disadvantage. The next problem is the delay before the 4WD get into effective. Since viscous liquid is not a fixed medium (unlike gear), it takes time and speed difference to be effective. The function between speed difference and torque transfer is an exponential function - that means in the early stage of slip, torque transfer remains near zero. To cure this problem, most manufacturer varies the final drive ratio such that introduce a slightly speed difference even in normal condition. As a result, the car actually runs with 95:5 torque split between front and rear. This shorten the delay time. However, it is still impossible to match the pure mechanical Torsen LSD. It might be less effective than Torsen system, but it is certainly the cheapest, so we can find it in many mass production 4WD cars. Advantage: Cheap and compact Disadvantage: Part-time 4WD only. Normally feels like 2WD. Who use it ? VW Syncro, Lamborghini Diablo VT, Porsche 993/996 Carrera 4 and Turbo, Volvo 850 AWD etc. 3) Viscous Coupling Differential Lock While Torsen 4WD is too expensive, Viscous-Coupling LSD is part-time only, most 4WD cars, including the rally ace Celica GT4, Subaru Impreza, Mitsubishi Lancer and Ford Escort RS Cosworth adopted another kind of center differential - basically it has a regular center differential which distribute torque to front and rear under normal condition, an additional Viscous Coupling Differential Lock provides anti-slip function when needed.Characteristic of this system The Viscous-Coupling Differential Lock is virtually the same as what we have learned earlier, therefore it also has slight delay and non-linear characteristic. However, in reality this might not be as serious as we thought, otherwise it would have been impossible that all the top rally cars use it. Moreover, Viscous-Coupling Differential Lock system is lighter and cheaper than Torsen system, while having superior effectiveness over the part-time Viscous-Coupling LSD system. Advantage: Good balance between price and effectiveness Disadvantage: No special flaw Who use it ? Lancia Delta Integrale (with Torsen in rear axle) Ford Escort RS Cosworth (with Viscous-Coupling LSD in rear axle) Mitsubishi Lancer GSR, 3000 GT VR4. (with Viscous-Coupling LSD in rear axle) Subaru Impreza and Legacy manual versions (with Viscous-Coupling LSD in rear axle) Toyota Celica GT4 (with Torsen in rear axle) Bugatti EB110 (set to 70% rear bias) as you can see, viscous coupling is different from viscous locking. I dunno. maybe the website is wrong plus I misunderstand what is written at cars101.com. Carl

One thing the above kinda makes me wonder about. Will the car start initially without your foot on the gas pedal? The problem is, many cars evidently use the initial non-depressed position of the gas pedal to set a 'zero point' for the ECU. If you literally are have to hold the pedal down to START the car - that can confues the ECU. just a WAG Carl

halfway down the following page it says VLCD and limited slip rear; http://www.cars101.com/subaru/impreza/wrxsti2006.html so, evidently the info on that other page (sorry about the 401, works for me) is still current. wow! looks like I can paste it in! cool! (if it goes through OK) 3) Viscous Coupling Differential Lock While Torsen 4WD is too expensive, Viscous-Coupling LSD is part-time only, most 4WD cars, including the rally ace Celica GT4, Subaru Impreza, Mitsubishi Lancer and Ford Escort RS Cosworth adopted another kind of center differential - basically it has a regular center differential which distribute torque to front and rear under normal condition, an additional Viscous Coupling Differential Lock provides anti-slip function when needed.Characteristic of this system The Viscous-Coupling Differential Lock is virtually the same as what we have learned earlier, therefore it also has slight delay and non-linear characteristic. However, in reality this might not be as serious as we thought, otherwise it would have been impossible that all the top rally cars use it. Moreover, Viscous-Coupling Differential Lock system is lighter and cheaper than Torsen system, while having superior effectiveness over the part-time Viscous-Coupling LSD system. Advantage: Good balance between price and effectiveness Disadvantage: No special flaw Who use it ? Lancia Delta Integrale (with Torsen in rear axle) Ford Escort RS Cosworth (with Viscous-Coupling LSD in rear axle) Mitsubishi Lancer GSR, 3000 GT VR4. (with Viscous-Coupling LSD in rear axle) Subaru Impreza and Legacy manual versions (with Viscous-Coupling LSD in rear axle) Toyota Celica GT4 (with Torsen in rear axle) Bugatti EB110 (set to 70% rear bias)

Unless you have multiple problems, temp sensor may not explain your symptoms. What is the condition and history of the car? Any modifications or repair work? When did the problem start? Was anything done to the car before this happened? Has more than one tank of gas been used since it began? (TPS, maybe bad gas, maybe bad coil/wires...I dunno) Carl

number 3 at the bottom. It specifically mentions Subaru along with the other vehicles. I just don't know if there have been changes since that was written(or even if its correct). Carl

OK - does the above apply to REAR LSD? Because it's my understanding the center diff (on my MT WRX) is viscous LOCKING. Not just viscous plates . acoording to this; http://www.autozine.org/technical_school/traction/tech_traction_4wd_2.htm Subaru uses (or has used) viscous locking center diffs with just viscous rear diffs. Is that true nowadays? Carl

THAT looks like it was a fun project! Got plans for a lip or some 'protection' for it? Carl

Is that waist spoiler considered EU or Japanese spec? I like it! Carl

Diamond Shamrock had a coprorate philosophy that they would only retail the better gasoline if there was more than one terminal to buy from. I dunno now that they are Valero. Most name brands and most high volume places are likely gonna be OK if you stay with your octane rating and try to avoid ethanol. Do double check your tire pressures and maybe boost them 5-10% especially if you are loading with gear. Carl

my '06 WRX wagon has rear LSD. but not locking I don't guess - dunno. I'm not sure about my wife's OBW. From the cars101 site, I think the LL bean's do and maybe the 4cyls. do. fyi Carl

If the prevoius tires had even wear I say no. The new wheels MAY indicate you intend to drive differently! If so, watch the new tires for uneven wear and then get an alignment done. Carl

D@ng! what's that deal called? There IS a not expensive device you can put in your car that can measure acceleration/hp based on vehicle weight and maybe other inputs. G something? anybody? they are available at some car parts places, ebay, etc. Mught be fun to have, better to borrow if anyone here has one or maybe a used one? If no one here knows ask at www.nasioc.com man...wait...yeah G-tech here's an example; http://cgi.ebay.com/ebaymotors/G-TECH-Performance-Meter-Pro_W0QQcmdZViewItemQQcategoryZ107062QQitemZ4625463630QQrdZ1 If you were very careful to make measuremnts before and after a mod under consistent conditions (fuel load, adjusting for weight gain/loss after a mod, weather temp tire pressurs,etc) it might work as an indicator of performance changes. also, found a thread here about it - maybe try a search (or email one of those guys) for more info; http://www.ultimatesubaru.org/forum/showthread.php?t=27733&highlight=gtech fyi Carl

There are resistor fixes for the CEL - that way if another item sets a code it would get noticed. You may lose a little low end torque from what I've read. But the important thing is keepin the inside diameter the same as much as possible. Necking down or expanding causes a lot of turbulence and impedes flow. And mufflers with 'ridges' inside are worse that straight with just swiss cheese type holes or slots. I'd read and search the NA forum at http://www.nasioc.com in addition to info here. Also, consider lighter wheels (less rotating mass and less unsprung mass) lighter flywheel (some folks report problems under 11 pounds though - stay with 13 pounds) and maybe lighter pulleys. Carl

Most folks have good luck disconnecting the neg. battery terminal, stepping on the brake pedal (so the brake lights discharge any remaining voltage) and waiting 15-30 minutes. reconnect batt. and the ECU should be back at factory default settings and will begin 're-learning' the sensors and making adjustments to the emissions and air/fuel map as you drive. Might take a few drive cycles to really get back to 'normal'. Carl