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A friend of ours from Houston drove up to my house a couple weeks ago and we headed up to the UP. Once we got there we stopped for pasties and ate them at a park along Lake Michigan on the edge of town. A younger guy stopped on his motorcycle and asked about the Impreza, we talked Subarus for a bit. He had just imported a 99 STI from Japan. It's funny to me, ever since I got this Impreza I've gotten a lot more questions and had a lot more people taking pictures of the car than with the other Subarus. Not sure how much of that is people's love of first gen Imprezas and how much is the fact that you don't see many turn of the century Subarus driving around anymore. We drove up to the campground along the reservoir in the southern UP. M and B showed up later. Friday we went to the rapids and then hit the mini banked oval. There was a snapping turtle at the edge of the oval. Then we wandered up to the Baraga pipeline grade. We were all entertained as usual. Hit some of the sandy stunt areas nearby and a few of the side trails. Before we got to Houghton we were on a trail in the woods where we decided to turn around. I could not get the Forester out of the ruts so we eventually put a bunch of branches and sticks in the ruts and I was eventually able to get out. Then going back down the trail I was crabbing the Forester sideways for hundreds of feet before I finally got straightened out. Headed north to Houghton and then to Gay beach. M declared it the mother of all stunt areas. Drove much farther south than we had before after crossing a narrow spit of tailings along the lake. Did some side by side uphill jumps and then decided maybe we should leave while we still could. Checked out the mine building ruins, some good post apocalyptic flavor there. Temps were solid while driving on Gay beach which is a good test of high duty cycle and low speeds. Then they crept up in the woods and we discovered one of the fan fuses was blown. The passenger side fan would turn most of the way pretty easily but there was one spot in the rotation it would get stuck. We eventually figured out there was a tiny pebble(?) stuck to the outer ring of the fan blades. We were eventually able to get it off and replaced the fuse. Later we noticed it had a slight coolant leak. We tracked this down to the small welds on the underhood heater core that attach the mounting flange to the end tanks. Rerouted the heater hoses to the stock configuration. Got up to the top of the cliff along Cliff drive. I had parked a few hundred feet back from the first overlook and when I was walking back to my car a UTV was coming up. I heard the driver blurt out “what the f--k?” when he saw the Impreza. He told me he knows people who won't take their Jeeps up the rocky climb we took to get to the top. I then walked back to the overlook and he said the same thing to the other guys. We drove to the next overlook and hard parked on the edge for some pictures. The yoopers showed up again and we talked to them for a while. “This isn't what most people from Illinois do when they come up here” one of them says while holding out his pinky finger. They had both seen different UFOs and had some story about a cave nearby that no one could find with a wall of silver and a bag of gold coins. I believed the UFO stories more. We camped at the overlook. Saturday morning we headed up to Brockway Mountain. As we pulled on to the long road going there we were proceeded by three extremely slow drivers. We pulled off on a side trail rather than test our patience following them the whole way there. This trail eventually led to a very sketchy bridge but we managed to cross it. I think it was in this area I checked one muddy stretch on foot and it didn't seem too bad so I drove through it, but I was barely able to do so and then the ruts were deeper and softer. So I told B he shouldn't come through and I didn't want to go back through so worst case we come back to that spot in a half hour. Fortunately we were able to maintain radio contact and I was able to drive around the block so to speak and meet back up with them. We eventually found a different way out of the area. At one point the temps had started to creep up in the Impreza again and a fan fuse was blown. This one was probably from the fans running while driving in deep water, we replaced it and never had the problem again. We eventually got up to Brockway Mountain from the other side. After we'd been on trails for quite a while and got back to pavement B said the Forester was shaking quite a bit. Turned out all the LR lugnuts on his Forester were loose and one was missing. We tightened down the ones we could and continued. From there we did a little more trail riding and buzzed up to the beach to camp for the night. At camp B swapped out his wheel studs on the LR hub as most of them were somewhat damaged or packed full of aluminum. Sunday we started heading back on various trails. One of them eventually became deeply rutted and I didn't think I could get through without taking off a mirror so we turned around. We came to a fairly long and deep water crossing where beavers had flooded a road. There was a muskrat swimming in it when we pulled up. I walked it and it was just below knee deep for a couple hundred feet. I drove through it in the Impreza after we removed the fan fuses. There was water over the front of the hood for a good portion of the crossing and we realized we should have stuck the gopro on. B crossed it in the Forester and then we put the gopro on the Impreza and I crossed it back the way we came and then back again to proceed. At the top of the hill right next to the stream was a cool old furnace of some kind. Later we found the beaver dam that was flooding that road. The highlight of the day was probably discovering and climbing Mt Houghton. Probably the most intimidating rocky climb we accomplished that weekend (ever in the UP?) and one of the best views in the UP once we made it to the top. Got gas and water at the Lac La Belle resort. Cashier was using binoculars to read the mechanical gas pumps. Found a silly hillclimb along the border of a wildlife sanctuary that M almost convinced me to try but ultimately we decided it should wait for a different weekend. Buzzed down to Lake Linden to camp that night so J could take a shower and we'd be closer to the portage. Monday morning we took the Bill Nichols trail basically all the way from South Range to Adventure Mountain with a few detours and stops for some stunt areas and mines along the way. M and J enjoyed the Firesteel trestles and the lookout near the top of Adventure mountain and we headed back from there. The trail west out from the Adventure mountain climb was rough and narrow but we made it through with some extra dents in the rockers and floorboards. Stopped near the end of that trail to air up and eat PB&Js. We drove down to Watersmeet together and the Impreza seemed to have some high frequency vibration that didn't go away when I put the clutch in. Cleaned some dirt out of the wheels when we stopped for gas but that didn't help. Stopped again and discovered two of the driveshaft bolts were missing from the pinion flange. I had looked before but those two must have been up. Installed some bolts and tightened them all down and had a smooth ride home. Could only run the AC intermittently on the way home or the coolant temp would creep up. Overall a good weekend, cooling issues with the Impreza are still frustrating but we all had a good time. J and M were impressed with the Impreza, especially the EZ36. J definitely enjoyed the UP and quickly got in the groove of following overgrown trails (with a surprisingly high success rate of connecting to other trails this weekend). M said it was probably his favorite off road trip we've taken, no major malfunctions, lots of stunt areas, lots of overgrown trails (which he likes). Removed the radiator after we got home and it seemed clean. I had sprayed it off at the car wash but that's usually not too effective. So I'm still a bit surprised the car was running hot on the highway. We did check the overflow at least once when it was hot and still have never seen air bubbles. After spraying the condenser out from the back with a hose wand it did become clear that a lot of the fins on it are bent over. We did go through a lot of brush so it's probably from the fan blades spinning leaves and twigs against the compressor. Should be getting a replacement today, hopefully that brings the temps back under control. Also got a pair of 80s Ford Econoline heater cores I plan on putting where the extra heater core is now for more cooling capacity.

Thanks Scooby! I'll give those a try if the fuel issue diagnosis doesn't solve it. Update: I tested the pump and it seems to have good flow. After a bit more diagnosis, I noticed that when starting cold giving it some gas almost instantly kills the engine. To me that seems like it's running rich and would point to a fuel pressure regulator. I bought a new regulator off Rockauto but it didn't fit despite their website saying it was compatible. Got the Delphi part #FP10485: https://www.rockauto.com/en/moreinfo.php?pk=10910396&cc=1270134&pt=6124&jsn=1162 The only other option on Rockauto is Intermotor part #PR263: https://www.rockauto.com/en/moreinfo.php?pk=817733&cc=1270134&pt=6124&jsn=1161 Has anyone else had issues finding a regulator and, if so, where did you find a viable replacement? Cheers!

I went reverse, 2006 alternator in 98 impreza. Swapped from green oval to black rectangle plugs and works fine. Though 13.5-14v at the battery is kinda of standard nowadays, it's okay for newer batteries.

I got my transmissions (plural) back today. After talking to the tech they decided that they'd only do a partial reseal. They didn't want to split the case fully since they couldn't get a reliable new parts source. Only major seal that wasn't replaced was the front main seal since that requires splitting the main case. Sounds like if that job comes to a head, I'm on my own. It shouldn't be that bad, I have a FSM and a practice transmission. The spare transmission was used for some NLA seals. 33194AA001 was one. Once I get the car up and running I'll have the time to check out the spare transmission. I expect carnage. Sorry no photos. There will be photos and detailed notes on the spare transmission though. :]

I replaced the alternator on my 2003 Forester a few months ago with an OEM new alternator. Now I'm finding, with a voltmeter, that either it takes a few seconds to art charging or not at (it takes several starts for battery voltage to go from 12 to 14 volts). I installed a crappy Duralast alternator and it pushes 13.5- 14 volts all the time. I'd rather use OEM than Duralast (it was originally on my Outback when I bought it and I replaced it with OEM on that car). I already have an unused Subaru remanufactured alternator that I had purchased for my '98 Legacy, but sold the car before I could install it. My question is whether I can use the older alternator on my Forester. I'm not that concerned that it's only an 85 amp vs. my current 90 Amps, but the electrical plug is a different shape, although it has two wires like on my 2003 Forester. I figure I could just wire in the 90's style plug, but are there are design differences between 1990's and 2000;'s Subaru alternators that would prohibit me from using the older alternator?

Fusible links are available. You can even buy them on Amazon. Just google "Subaru Loyale fusible link" and you'll get a whole bunch of listings. Have you put voltage to the fuel pump itself? Just to test the pump? You mentioned bypassing the rev sensor and the pump didn't do anything, so is it just the pump that's dead? :]

You are correct sir. It came with the Weber carb when I got it. I did check both sides of all the fuses and all had power. With the fusible links, the old school ones are hard to find. Is there a way to make your own with the correct amperage??? Thanks again

Hang on, do you have an ECU that’s running a Weber carb fed engine? Asking as all factory mechanical carb EA82s over in Oz lack an ECU. Hence why I said yours wouldn’t be able to show codes - you need to go old school on this one! Check your fusible links and the fuses under the dashboard. One of them might be dead. Cheers Bennie

Your descriptions sounds like a problem I had when the Exhaust Gas Temperature sensor in the exhaust needed replacing. $25 You also might want to change out all of the relay switches under the dash over your left knee cap. Make sure all the breather hoses are soft and get a good seal, as the rock hard breather hoses on top of the engine no longer seal. See my thread on Rock Hard Breather Hoses. Make sure that the timing advance vacuum on the distributor still holds a vacuum when you suck on the inlet. Take apart the distributor if it is not an electronic distributor, and make sure all of the swing weights are not worn on their pivot, have grease on them and they swing properly. Make sure the distributor cap is not cracked. Verify that the engine problems do not occur only when you are running accessories. If accessories cause the engine problems then you need to change out your engine ground at it's left front connection to the frame, and also look for rock hard electrical wires running from your + positive battery terminal to the bottom side of the fusible link box as it loses it's ability to carry current.

Been ages for me but I’m surprised you haven’t seen any of that in the archives. I’m old but I sure do recall folks posting that info. I’be ditched the 80s and all my service manuals etc, but I’m pretty sure the code page is posted as well as how to manage the green and black connectors. 87 is a split year. You get carbs and SPFI here in the States. I’ve swapped them and plugged the EGR and lots more but again I’m a solid 20 years from having one under me. Good luck. I’ll see if I’ve still got one FSM from that era but I doubt it. They should be online. https://jdmfsm.info/Auto/Japan/Subaru/ There’s one for older models out there too. I just can’t find it. This one might have some info.

.Thanks for the input. As Bennie stated up above since mine is carbed I do not have the test connectors to plug together to check the flashes on my1987 (06/87) GL wagon w/1.8L carbureted motor. I'm just curious how I am supposed to get into read mode is all so I can read flashes that come from the ECU. I do get the whole Morse code sequencing.

Codes are flashes. Benny made a recent post on that. Long and short flashes indicate tens and single digits. Three longs and two shorts would be 32. And like that.

So time is fine and yes plenty of fuel. Pulled fuel line, crank no fuel. Must have been residual in line to make sit sputter and backfire.Found one of GD's post on rev sensor. Said if the tach pulse strobes with test light. There's power in and ground then rev sensor is bad. So bad sensor right. I jumpered proper wires to bypass sensor and nothing from the pump. No sound no power My question: can both of those go out at the same time or could I be missing something else?? Also no connectors, and no OBD, how can you pull codes? Thanks again for your time. This car has been racking my brain. All I look up seems to dead end me.

Welcome back to USMB! I doubt I can help much with questions about your Outback but you never know. I DD a 87 DL wagon and also enjoy my 2003 WRX wagon so that is what I know best. No shame in your new car not being "new". I'll be 66 soon and have never owned a new car in my life and have no plans to ever make that mistake decision. The most I've ever spent on a vehicle was $9500 and only once have I ever bought a car from a dealer. Every other vehicle has come from a private party. The amount of money I have saved by avoiding depreciation and not being in debt constantly, has allowed me to enjoy owning multiple classic cars while on an average salary and being comfortably set up to retire at the end of this year.

Checked the timing and it looks good to me. Both cams are in line with seams and pointing in opposite directions. Today I’m getting really tough start and about 5 seconds of idle before slowly dying. Giving it gas while trying to start kills it right away.

Awesome, thank you. I bought a drill press a year ago just for this job.

G’day Highstone Soobie, Only way to tell timing is to remove the covers and check. When the crank is lined up, one cam will be lined up and the other at 6 o’clock. It’s good that the belts are tight for a start. Since your L series is a carb model, you won’t have the green connectors for codes. That’s only for SPFI, MPFI and MPFI turbo models. I can’t remember if the carb fuel pump primes momentarily when you first turn the key to the ON position. You should be able to hear it. Alternatively, pull the fuel in hose at the carb, put a bottle on the end and turn the ignition to the ON position. Check the bottle for fuel. If none there, crank the engine over as this should tell that module thingo to operate the fuel pump. If there’s still no fuel you have an issue with the fuel pump, blocked filter or that fuel cut module. I’d first try bypassing that module temporarily. I can’t remember which wires to loop together to make the fuel pump operate with the key in the ON position. Once that’s established, next would be filter and then the pump. I’m also assuming you have enough fuel in the tank for the pump to pick it up. Cheers Bennie

As long as the springs are holding it tight, it doesn't matter what they are. My car has generic dorman ones from the auto parts store. Did you make a new bracket?

I wonder who is still around. I was on the Old Subie forum most of the time. Have to do a little sniffing around.

Thanks for walking me through the mounting bracket location, I was making it way harder than it needs to be and I think I've got that situated. I'm still having a problem with the exhaust where the pipes meet, though. I've got a brand new gasket in there but it's leaking in the same way that it did before I changed the gasket. I don't see an issue with the pipes like a crack or hole, so I'm thinking it has to be the connection. Does anyone know the correct size of the bolt/spring set that joins the flanges together or does it not matter as long as there is a secure connection?

Nice, always good when USMB members return.

Is there possibly anything in the ignition that I'm missing and I should check!?

Thank you. Pulling timing covers today. Initially checked inspection plugs and seemed intact but we shall see. Pulled covers.belt is tight and intact. How can you tell if it jumped time??? Also have been looking through posts trying to find info on the green code connectors, and seems others have posted also as only finding the one four pin green connector under the dash. Not in engine bay. No black or white connectors anywhere. Found: 1 green single wire connector(male) under dash. 3 blue single single wire connector (2 male and 1 female unhooked under dash. 1 green four pin connector female under dash. 1 white four pin connector (female) No green white or black on passenger side or under hood, or in back tail light areas, or proper connectors under dash on drivers side, which is currently torn apart trying to find this green 4 wire connectors mate.. Is this GL a ghost or a half model. Seems not to many of these out there. So anyone have any ideas on code connectors and their proper location? Anyone. Anyone?????

Thanks! Love Miles’ videos! I watched the Miles fox video first but it didn’t include the distributor section so just shared the Nice Guys one here for reference. Any chance I can get Miles to come take a look at my car? Haha

That video is OK, but kind of short on detail. Do a YouTube search for "Miles Fox EA82" and watch his timing belt video. He posted on this board for a long time, and his videos are good ones that have a lot of why you're doing what you're doing instead of just how to do it.