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It's important when upshifting to the next gear too. Some people like to feel the "pull" all the way through the shift, so they are already on throttle as they let the clutch out, and they just let the sucker slip until the car catches up the RPMs. Automatics can do this, in a sense, because the hydraulics can transfer the force from one valve to the next in a buffered fashion (via accumulators) But for a Dry clutch Manual, it's just friction material and if you slip it, it won't last long. I learned from test driving heavy dump trucks and Semis that if you throttle through the shift, you will smoke that trucks clutch in moments. Heck If you stab the throttle uphill already in gear and moving, but in too high a gear, you'll smoke it. So you have to be almost fully off throttle (just enough to keep RPMs where they need to be at the next gear) while shifting and until the clutch is completely released. once you are fully engaged with the next gear, then you hit the throttle. So there is a moment of "coasting" in neutral while you are moving the stick, and until you release the clutch. Not the fastest way to drive but the best for the clutch.

I work on subarus all day, every day. Every 2.5 that hasn't had very recent headgaskets has at least some oil seeping at the corners of the heads. ALL of them. EJ25 engines of all years can have full Head gasket failure. Not every engine, but a significant amount of all years. The reason the OP is seeing higher prices for the more common, smaller 2.5 is that there is a much higher demand for replacements for the 2.5. Along with HG issues, timing belt breakage takes out a good amount of EJ25 also. That doesn't really happen with the timing chain driven EZ30. The 3.0 doesn't have as many failures. And there were only about one made for every twenty EJ25. There just is a much smaller group of people out there looking for replacements for the 3.0.

Saw this when it was first posted. Not gonna lie, I almost bought it and had it shipped back east, but then a super clean 86 Brat popped up within driving distance so I am picking that one up tomorrow.

Well thats enough Subaru porn for one day...

Thanks to all, I put in a sensor from dealership and it works now, but the connector fell all apart, not fun, so, it could of been the old 2 things at once again.

Market demand is the determinant price driver. That can sometimes be engine size. Here, age reflects higher in the JDM sector than engine size for the engines/vehicles you’re referencing The two 3.0 variants (01-04 and 05+) are older engines on average than the 2.5i and have come down in price significantly in recent years. The 2.5is are applicable to newer vehicles and have higher demand It is no surprise to see JDM engine prices drop over time due to market constraints. You can also compare prices on eBay and other JDM sites.

your brother needs to stop slipping the clutch. Very little throttle should be applied until the shift has been made, and the clutch fully released. Before that while starting and while shifting you should need no more than 10~20% throttle to start rolling/match RPMs for next gear.

The 2.5 engine is not rare. Many more 2.5 equipped cars were made and sold than 3.0 or 3.6 cars. The 2.5 came in every model, Legacy, Forester, Impreza, and Outback. 3.0 and 3.6 only came in high end Outbacks. So there is a much higher demand for replacements for those many more cars. Especially since they are LESS reliable than the 3.0 and 3.6 The EJ25, is temperamental at best. Lots of Head gasket problems. Some cars seem OK, but still many many failures by 150k miles in ALL years. I think some of Subarus head milling machines had some slop in the mill head. Causing tool deflection and a "low" in the far lower corner of the head as the tool passes through. Plus they have a T-belt needing service and if not it breaks and mostly wrecks the engine. So again more need for replacement. Not much market for the 3.0/3.6 as there were not that many sold by comparison. And they are such a good engine they have far fewer failures so much less demand for them on the market. Fully parallel cooling system and timing chain make them very reliable to 250K+ miles. Also, by 2009 the USDM sixes were all 3.6 liter. Maybe the JDM stayed with 3.0. Either that or they are quoting price on pre 2006 3.0 engines.

Brat = sweet Baja = sucks Baja is ugly and wack with no 4wd. The brat murders the Baja in every category, except maybe drag racing with factory equipped vehicles. You can have the same number of passengers if you can find the jumpseats too. I knew a guy that had a baja and he hated that turd. Too heavy to whip on road or off. At least they didn't name that monstrosity brat, like they completely basrardized the once proud xt moniker. Get the brat, please. If you already have the money for a used Baja, buy 3 or 4 brats.

Yes, it's completely based on the Outback. The differences are pretty minor. Just like the Brat, it has a longer overhang past the back wheels, so a longer overall length. But the wheelbase is the same as the Outback. Suspension (different spring rates for a slightly taller ride), brakes, etc. Never an H6 option, though (I'd love to find a flooded one, and gut it down to bare metal and swap Outback VDC interior, wiring and drivetrain into one). The Baja did carry on after the BE/BH Outback was replaced, and so the Baja got some of the changes that happened in 05-06, mainly the turbo engine option and immobilizer.

Phew! Yeah, I saw the announcement on IG/FB. The show must go on, thank Fuji!

On passenger strut column under the hood is the dropping resistor. Just unplug it to disable DRL's on the Forester.