Nug

I vote for mothballing the 283 and dropping a 350 in it. Whatever you do, do not get rid of the original engine.

I welcome computer-controlled diesels with open arms. Piezo-electric injectors have the capability of up to 7 injection events per combustion cycle. This is completely impossible for any type of mechanical fuel injection. The result? More power, better driveability, less pollution, better fuel economy. If I need to spray some urea in there, or have a particulate filter, whoopity doo. And we needed to ditch all of that sulpher in the fuel long ago. While it may contribute to some injector lubrication, one can extend the oil change interval without it. Oh yeah, and it keeps that ************ out of the air. Also, it makes diesel exhaust stink less, which will go a long way convincing the public that diesels have finally "grown up".

Well, in lieu of measuring endplay, I can offer this: .0012 to .0045. is not a lot. If you can actually see the crank move, then the thrust bearing is probably worn out.

I'm only considering the car because it has a diesel engine. Additional costs be damned.

You really need to measure it.

Redline MTL for the win. I used Redline MT-90 (same thing, but thicker) in my cranky-when-cold-shifting Tacoma with great results. Many others have said the same thing. I think I paid around $8 a quart plus shipping, which I felt was worth it, especially considering the result. I had to get it online. I think I got it from Summit Racing.

People are dumb. I'd personally drop serious coin on a diesel/electric hybrid, but there are none.

Maintaining momentum is half the fun.

My stupid washing machine did the same thing. It fried one of the pins in the connector. Unfortunately, this just caused the motor to hum loudly and then trip its internal circuit breaker. It would do it over and over. To keep my house from burning down, I chopped off the entire connector and soldered each wire on individually. One of my major pet peeves is an ineffective connector.

To really quantify the amount of wear, a dial indicator should be mounted so the amount of movement can be measured. Some movement is considered normal. I don't know the specifications in this case. This movement is an indication of thrust bearing wear. Thrust bearings are usually formed as part of one of the main bearings. You would have to split the case to replace them. Thrust bearing wear can be aggravated by riding the clutch, excessive pressure plate spring pressure (like in some racing clutches), and in the case of automatic transmissions, torque converter ballooning from damaged/crimped cooler lines. In the case of watercooled turbos, yes, it is possible, but i haven't heard of this happening.

That looks perfectly safe. My guess is a bad connection that caused excessive resistance and heat. I'd have the tendency to solder everything up directly so it couldn't possibly do it again.

My current daily driver is a 1981 VW Dasher diesel. It gets 40mpg. I carpool with a coworker, who buys half the fuel. This is a pretty good arrangement, except for actually having to drive a VW Dasher. It is slow as hell. It has 52 horsepower. Passing someone involves anticipating the passing zones and getting a running start, and hoping no one is in the oncoming lane. Also, parts are getting very rare, and it is really loud in there. Also, it leaks when it rains. I adore diesels. I really like the power delivery of the TDI VW diesels, but abhor their electrical systems. I'm nearly salivating at the thought of a diesel AWD car. I really hope they offer a manual transmission though. If not, all bets are off.

I like going to tirerack.com, finding tires I like, then harrassing my local tire dealers to get the ones I like at a price similar to tireracks. They hate me.

It is in my short list, that's for sure. http://www.edmunds.com/insideline/do/Drives/FirstDrives/articleId=124553 Driving the World's First Boxer Diesel By Alistair Weaver, European Editor Email Date posted: 01-29-2008 STORY TOOLS Print this Save this Digg this! Email this Most popular del.icio.us We're driving the 2008 Subaru Legacy Boxer Diesel in Malaga, Spain, but we might as well be in Southern California. Everything looks like Southern California already, right down to the Spanish on the street signs. And while you might think of the distinctive clatter of diesel from beneath the Legacy's hood as the signature sound of European traffic these days, we promise you that it will be heard on the streets of Orange County soon enough. This 2008 Subaru Legacy Boxer Diesel is a European model meant to go on sale this spring, but we think it's surely coming to America. A wave of diesel technology is headed toward the United States, and Subaru clearly wants to be riding the crest. 10 Years in the Making Kenichi Yamamoto, the man in charge of the development of this car, makes no secret of Subaru's lofty ambitions for the 2008 Subaru Legacy Boxer Diesel, which features the world's first horizontally opposed diesel engine for passenger cars. "The benchmark cars were the BMW 320d, the Audi A4 and the Honda Accord turbodiesel," he says. Yamamoto admits that research started on the project nine years ago, but it was impossible at that stage to build a business case for the engine. "Now the situation is different," he notes. "In Europe we need to reduce our carbon-dioxide emissions; we cannot survive without diesel." The new engine was given the green light for production just two years ago, prompting an engineering scramble to turn a promising concept into a reality. It was a tough challenge, but Subaru has not skimped on the technology. Practical Reengineering The basic lump is familiar, a turbocharged, DOHC 1,998cc horizontally opposed four-cylinder engine. To convert this architecture to diesel, the first significant change is a dramatic 6mm reduction in the cylinder bore and an 11mm increase in the length of the stroke. Now the bore and stroke are symmetrical at 86.0mm. One of the results is a much shorter crankshaft that measures 13.9 inches, some 2.4 inches shorter than before. To minimize weight, the block as well as the cylinder heads are made from aluminum. Subaru tells us that the structural integrity of the boxer configuration helps make this measure possible. As with almost every European turbodiesel, the Subaru employs common-rail technology for the new engine. The turbocharger is mounted below the engine and connected directly to the catalytic converter, an installation that's becoming more common in all kinds of engines because it promotes quicker light-off for the catalyst. The power figures are impressive. The boxer diesel produces 148 horsepower at 3,600 rpm and 258 pound-feet of torque at just 1,800 rpm. The engine is capable of 60.5 mpg. This compares with the 320d's turbocharged 2.0-liter inline-4 diesel that produces 174 hp and 271 lb-ft of torque, while the Honda Accord's turbocharged, 2.2-liter inline-4 diesel delivers 138 hp and 251 lb-ft of torque. Meanwhile, the gasoline version of Subaru's 2.0-liter four-cylinder boxer also manages 148 hp, but just 144 lb-ft of torque. Driving in the Real World The new engine will appear first in the 2008 Subaru Legacy Boxer Diesel and the 2008 Subaru Outback Boxer Diesel, both of which are scheduled to be introduced in Europe this spring. The badge on the Legacy sedan's trunk reads, "Boxer Diesel" and the car is also set apart by the scoop on the hood that directs air to the air-to-air intercooler on top of the engine. Prod the starter button and you'll hear an unmistakable diesel rattle. It's not loud or especially intrusive, but it's there all the same. Move away and the rattle subsides immediately. Subaru has increased the quantity of acoustic insulation in this car, but there can still be no denying that this is an exceptionally (and unexpectedly) quiet engine, an aspect of the horizontally opposed configuration, Subaru claims. At full throttle, you can hear the characteristic growl of a Subaru boxer, although it's deeper than the gasoline equivalent. Really, you have to listen hard for it, and the engine noise at highway speed is notable only by its absence. The engine pulls cleanly and easily from as low as 1,700 rpm, although its best work is done by the time the tach needle reaches 4,000 rpm. The power flexibility through the midrange is impressive. In top gear, the diesel takes 23.4 seconds to accelerate from 50 to 100 mph, a veritable sprint compared with the 37.0 seconds it takes a Legacy with a normally aspirated 2.0-liter gasoline engine to accomplish the same feat. Our only criticism of the Legacy Boxer Diesel has to do with the transmission. First, the shift lever is farther forward than before. But more important, the wide-ratio five-speed doesn't seem to make the best use of the wide power band, and surprisingly enough a six-speed would be a better match. Yamamoto admits that a six-speeder is under development and will be ready by the end of the year, together with an automatic version. The Business Case for Diesel At present, Subaru's new diesel engine is destined only for Europe, but Subaru is taking a wait-and-see approach to its introduction in Japan and the U.S. At present, the engine will not meet California's stringent air emissions regulations. "We would only introduce the car in the U.S. if it was legal in every state," says Yamamoto. "Meeting the California legislation is very hard and very expensive. We are researching it, but there is no timetable." Subaru estimates that fitting the particulate filter needed to make the engine fully compliant would add around $1,500 to the price of the car. Nevertheless, Hirofumi Senoo, the general manager of Subaru's European test center tells us, "Diesel is the main focus for the U.S. market. It has more potential than hybrid gasoline engines because hybrids are only good for the city." Subaru will let others take the lead in the introduction of diesel to the U.S., but will be ready to strike if the market becomes receptive. Only the Beginning This engine is really only the start of Subaru's diesel strategy. In addition to the 2008 Legacy Boxer Diesel and 2008 Outback Boxer Diesel, the Impreza will feature the new engine toward the end of the year. And, having proven the technology, Subaru is confident that it can produce versions with as much as 161 hp without any risk to its durability, although such a power output would increase fuel consumption and air emissions. There is even talk of an STI version or even a rally special. "It is my personal opinion that it would be good to see a motorsport version," Senoo says. "A WRC engine has lots of torque but not much power." Europe has been deluged with a wide range of brilliant turbodiesels in recent years. BMW in particular has led the way with the development of diesels that are quieter, more frugal, less polluting and, in most cases, more powerful than their gasoline equivalents. Subaru is late to the party but its entrance is impressive. Once on the move, this is one of the most refined diesels on the market today. This is a boxer that can punch above its weight. Edmunds attended a manufacturer-sponsored event, to which selected members of the press were invited, to facilitate this report.

I think you'll find that it basically falls apart when everything is unbolted. Very easy. Just make sure the new one "clicks" into place when you install it.

To everyone having a fit: Not everything you read on the internet is true. Especially on April first.

Ignition switch worn out?

The symptoms in the original post sound almost completely clutch related to me.

Yes. It helps provide a smooth engagement, and is easier to drive. A solid disc is physically stronger and should be considered if the clutch sees a lot of abuse.

Take a punch and smack the two alignment dowels in the bellhousing. They corrode and hold it all together.

The float needle on that one carb isn't seating. Might be crap in the line, might be a bad needle/seat.

If you were nearby I'd tell you to bring it by and we'd crack it open.

Yeah, you know, when things are already working properly, harvesting a bunch of wire probably isn't in your best interest. Just sayin'.

I've got a 97 Tacoma with the 3RZ and 180k. Other than some cold start piston slap, it runs flawlessly. I've had very few problems, it's easily the best vehicle I've ever owned.

It's still easier to pull the engine even if you are doing axles, IMHO.