89Ru
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Posts posted by 89Ru
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Thanks, my transistor whatsiz (ignition pulse amplifier) is original so it could be bad...so is my coil (shhhhh!)
Cougar I think you are right about the magnetic pickup being the wrong part...after checking for voltages on the crank angle sensor connector (they are ok) I took out the distributor and with a meter, checked the reference and position signals. As I turn the shaft, the position signal responds but the reference signal wanders around in voltage...which seems to match the code 11 (bad reference). I might check with an oscilloscope to verify this...
Had to tow it on a flatbed...so its a lawn ornament until I can find a new distributor...no parts shops seem to have the sensor electronics as a replacement part...
Vehicle registration stickers just came in the mail, good for two years...anyone think it will run again before they expire?
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Here's a pic of p/n JA115, since I haven't torn into it I can't verify this is what I need...
http://partimages.genpt.com/partimages/227669.jpg
Look right?
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Thanks Cougar for the tips. I'll do it before anything drastic.
Am having trouble finding the exact part match.
BWD: CBE507
NAPA: TP120
GP: 10-5001
NIE: WA910
SMP: LX-515
WELLS: JA115
Crank angle sensor, 89 Hitachi distributor? Names, prices vary too, from $63 to $180.
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Last night got a CEL over Severn River bridge. Lost power, coasted down under a streetlight. Same bridge where my hood flew up although this time eastbound. ECU says code 11, crank angle (no reference pulse)
About a week ago I cleared codes so this is probably fresh.
Do I have to pull the distributor to change this out or can I do this roadside? I have the FSM, page 6-1-27 shows a pic.
I have until tonight before I'll need a tow...the 24 hour thing.
89 GL 3-door SPFI, optical distributor
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Whoa, connected the white ones and the ECU had quite a story to tell, like it had bottled up years of memories without anyone to talk to...to me this sounds like "read memory" mode
According to the FSM:
Connecting green (test mode) connectors = D-check mode (fuel pump runs intermittently)
Connecting white connectors = Read memory
Connecting both green and white = clear memory (with engine on)
Thanks for setting me straight on this.
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Huh? Looked in the FSM and no mention of code 05...in both U-check mode (green connectors under hood unplugged) and D-check mode (green connectors plugged together) with ignition on (engine not running) I read five fast blinks on the ECU led, separated by a ~2 sec. gap. I read this as a '5', is this right? No slow blinks that would indicate a '10'...
I got a CEL a week ago while driving at slow speed, but it went out quick...thats what started me on this...hasn't lit since.
I wonder if this is a specification code, but I don't recall it ever indicating this code before...
89 GL 3-door dual range
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I found an electric wok...adjust the heat just right and have heated tools...
Never thought of that. Such a good idea it deserves a bump.
An old electric bathroom heater/blower with a windscreen works nice to cure underbody tar overnight at 30-ish.
Never mind that its 70 degrees warmer here than in Alaska. Makes my fingers stiffen up, my mouth gets so cold that words can't get out.
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'95 legacy has OBD II (verify sticker under hood). Subaru adopted the standard a year before they had to. You'll need a scan tool to read the codes. Search this board for scan tools, a variety of features (and prices!) are available.
Codes are stored for 40 warmup cycles if CEL goes off so you don't need to be at the dealer when the problem occurs.
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Be careful with your cooling system. Bubbles are bad.
Here's an excellent post from setright
Coolant Replacement, minus the big air pockets :-) Hiya everyone, maybe this write-up should be moved to the Ultimate Subaru Repair Manual, but I thought I'd hit a bigger audience here. Having replaced coolant on my boxers many times, I have been searching for the right way to get all the old fluid out and getting as much new fluid in, without having to burp the system for a week after I'm done. I think I have finally cracked it!
Draining Drain the radiator as far as possible with the little "faucett", and then detach the lower hose from the radiator. (If you are like me, replace any coolant hoses that you remove, and use stainless steel clamps on the new ones) Even more fluid will drain from the radiator, and some will drain from the engine block. Detach the upper hose from the radiator, and run clean water through the rad until it comes out of the bottom clear in color. Now, I do not contest that the best way to flush the engine block is by unscrewing the two drain plugs, but these are often seized and could turn into a source of trouble if you strip the threads or if they won't seal tight when you screw them back in. SO, I jack up the rear of the car until the engine block is tilting slight forward, ie. wheels about 6 inches off the ground, unscrew the thermostat housing, and let the old fluid run out through the thermostat opening. (Needless to say, I replace the thermostat gasket) Run clean water in through the upper hose until clear water comes out of the thermostat opening. Leave the car in this position until it stops dripping water. Remove the expansion tank and flush it, there will be plenty of "snot" in the bottom of it! Rinse the hose too. Install the tank again and fill to the FULL mark.
Filling Close up the bottom end of the cooling system, ie. thermostat and lower hose. If possible, perform the next phase on a slight incline, car pointing upward. Get a funnel with about 10 inches of half-inch diameter hose on the end of it and slide this down the upper hose in toward the engine block. I do this because bending the upper rad hose causes it to collapse and that makes pouring coolant into it impossible. Pour your preferred coolant directly into the engine block. Pouring slowly, and pausing along the way will help keep air from being trapped inside the block. It should swallow at about two litres before it starts to rise and threaten to come out of the hose. At that point, attach the upper hose to the rad and continue to fill slowly through the rad cap hole. Once it seems full, start the engine, let it run for twenty seconds and shut it off again. This will dislodge the few air pockets that are unavoidable and the fluid level in the radiator should drop a little after the burp, top it off. Start the engine again, and let it run until the fluid rises and threatens to come out of the rad cap hole - and bleeder hole if you have one - and install the rad cap. Take the car for a shortish run, just a few miles to get it fully warmed up, and park it on level ground. Check hoses for leaks of course, and let it cool. This will take a number of hours, overnight is good. In the morning, note the level in the expansion tank, it will probably be a little lower than FULL. Fill to the FULL mark, and you're all set. Obviously, you should check the level in the expansion tank for a few days afterward, but there shouldn't be any problems. Resist the temptation to open the rad cap, this will only interfere.
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Light should clear on its own, and with OBD II, memory of code(s) will clear after 40 warmup cycles. However, this is true ONLY IF the problem has been corrected.
A scantool can clear the light.
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I had good results when I needed an EA82.
Website says to call or send an email for a complete list of Legacy engines.
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For $100 you can get a little black box with two connectors (one for dash OBD II cable, one for RS-232)
Black box (no display) puts out an RS-232 serial message that your PC or Palm can read (free software)
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ASAP Motors (Texas)
I bought an EA82, put 50K on it over last two years, no problems.
Shipping was around $75 to Maryland.
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Since I live at work, I don't have time to go to a junkyard. So, I'll order up a new one but try to search for the cheapest one. So this is an EGR solenoid I understand? Does anyone here have the part# for this thing?
Solenoid is $85 at subaruparts.com in Tacoma WA. Don't even need a p/n, the nice folks there look it up for you, just fill in the online form.
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P74028 fits in the stock location with some encouragement.
By the way, both Morganm and Arch I think have installed 2P74028 inboard, which is better spacewise, but noisier.
I installed the Napa pump P74028 ($100) using two stainless marine grade hose clamps plus the stock rubber shock mount (hammered to fit). The Napa pump is 2" diameter (bigger than stock and heavier). I chose to install it backwards because the outlet fitting is long and intruded into the body.
Regarding the P74028 (may not apply to 2P74028)...in my opinion the shock mount is inadequate for this heavier pump and the backwards install may require tight bends in the lines. If I had to do this again I would search for a right angle mod for the outlet like on the stock pump to possibly avoid the backwards install.
As mentioned, you'll also need some kind of fitting to adapt. I used a 1/2" to 3/8" hosebarb NPT fitting pair, 57001-0806 and 57002-0606 at cornerhardware.com to go from the fuel tank hose to the 5/16" inlet on the new pump. Use fuel-rated pipe dope on the brass NPT threads, plus marine clamps. I used more flexible 50psi 5/16" line for the inlet since the Napa EFI 5/16" line was so tight it wouldn't go past the third 3/8" barb.
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When you say "EGR light" I'm assuming a lot:
1. CEL on
2. Trouble code 34 --> Failed EGR solenoid
If you want to double check, to verify a bad EGR solenoid check the coil resistance by disconnecting the connector and ohming the contacts, a good coil reads about 35 ohms.
Besides the tape trick, replacing the solenoid should clear the CEL by itself.
Good post here on this subj, how to find EGR, etc.:
http://www.ultimatesubaru.org/forum/showthread.php?t=12057&highlight=solenoid+code
Good luck
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Bella,
Congratulations!
Your English is far better than my Romanian.
89Ru
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Unheard of! I have heard of rear coupe windows popping out but not this. Maybe the body was in severe flex like an extra fun ride or extended single point floor jack lift???
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Bella,
I accept Paypal.
Or...contact my friend in Suceava. You pay him and I'll send the parts. My friend is a Christian. He speaks Romanian.
Northguy/Seahag- if you are already sending parts to Bella I'll back off.
Mike
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For my fuel lines I found cheap brass fittings at cornerhardware.com (shipping costs far exceed the part cost but all the auto/hardware stores I looked at had a subset of what I wanted)
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Chongo,
Why does it need a new alternator? If you are like me, you want it replaced just because its old. I did mine at 200K for about $88 before a 1500 mile trip, but it wasn't showing any signs of needing it.
I understand the strange affection that may convince you to spend a few bucks more than the car is 'worth' (what a willing buyer will pay to a willing seller), but doesn't take into account the value of the invested time and knowledge of the repair history of the machine. I have yet to see a Subaru die so I have no experience about when to make that decision. My first Sub is like yours but 3 years younger. It has been taking more encouragement to keep running lately, so rather than dumping it I bought another Subaru.
What I would do is: Get the seals done so its not an oil spreader. Get the exhaust holes patched so it doesn't stink. Attach a CO detector to your visor. Run it until it dies a definitive death.
What's up with Virginia inspection? Did you recently buy the car or is this an annual thing? Maryland has frequent exhaust emissions testing (and fortunately doesn't care about other emissions prone to Sub's).
My wife has a brother that lives in Manassas that we visit here and there (90 min for me). If you part out your creampuff let me know.
89Ru
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Not sure if you are talking about the damper attached to the fuel pump itself or the damper four inches down the line. If the damper on the pump itself is leaking, replace the whole pump. Don't know about your '93 but for my '89 GL, I could spend $200 for oem fitting pump at autopartsgiant #E8059 or the Napa pump like previous post. I just installed the Napa pump P74028 in the stock location using two 2.5" stainless marine grade hose clamps plus the stock rubber shock mount (hammered to fit), I had to put it in backwards cuz the brass outlet tube is long and not right-angle. The bad about the backwards thing is that now you'll have a lot of hose running to and fro that can rub and wear if not protected. The Napa pump is 2" diameter. If you go Napa, you'll also need some kind of fitting to adapt. I used a 1/2" to 3/8" hosebarb NPT fitting, 57001-0806 and 57002-0606 at cornerhardware.com to go from the fuel tank hose to the 5/16" inlet on the new pump. Use fuel-rated pipe dope on the brass NPT threads, plus marine clamps. I used more flexible 50psi 5/16" line for the inlet since the Napa EFI 5/16" line that I used was so tight it wouldn't go past the third 3/8" barb.
If just the damper is leaking its $40 at subaruparts.com or go to the junkyard and pull a damper from the engine compartment after the fuel filter, plus one for spare.
89Ru
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Cool field repair. Nice street light manuever.
For a semi-related post-hijacking sad story read on (no field repair here)
Cover kills belt? I was attempting to teach a friend how to drive stick and popped the clutch in my EA82 (why I don't exactly know)...lots of rattles and shakes later I had a broken belt and a broken oil pump pulley. When the covers were popped the mechanic found a washer inside one cover. Who knows if the washer somehow slipped in between the belt and cam.
Needless to say my friend does not drive a stick
Hijack#2. Seems like the consensus is replace belts at 30K? Mine go 60K+ 'cept when abused...I guess if I figgered out how to change them myself I'd do them early too.
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I agree, changing the alternator is pretty easy for the average wrench turner. But, the one time I did it using a parts store type I had to encourage it to fit. The belt isn't as tight as I would like (can't tighten it any more since the bolt is up against the stop) but it has run for 20K miles without any trouble except a squeal lately when I turn on the heat...so I'm going to drop a belt size.
As best as you can verify the new parts vs. the old, don't assume that the manufacturer designed the part to fit, or that the parts guys have the right information, or pull the right stuff from the shelf.
89Ru
lost power, how to replace crank angle sensor?
in Old Gen.: 80's GL/DL/XT/Loyales...
Posted
Cougar,
The reference is the larger spaces in the wheel, right. My voltmeter was wandering around in 0-200 mV on the ref signal no matter if I was turning the shaft or not, where the pos signal seemed to go up in voltage only when the shaft was turning...
Regarding your 2nd question, according to the FSM procedure, I checked the body side of the CAS connector. Using the (-) battery terminal as a reference, I found good 12V, and 5V on the reference and position pins (pullups on logic inputs?), plus a good ground so I think the connections to the ECU are good.
With the distributor sitting on a bench by itself, powered with 12V, while turning the shaft, I used an oscilloscope to look at the reference and position pins from the CAS. Voltage levels look rather low (4mV peak), these signals are referenced to the black wire (GND). I would think these should be logic (5V) signals...the pulses are there though...the position signal has a low frequency pulse upon which the 1 degree pulses appear, riding on top. The reference signal has a dip that I think marks one of the four wider slots on the wheel.
I tried to add a pic of the scope screen, hope it works...
hitachi_89_crank_angle_optical.bmp