Wayback

http://www.electricsubaru.com/

Speedometer cable. It goes in the back of the instrument cluster, right behind the speedometer. You're probably going to have to take out the instrument cluster, at least far enough to get a hand behind it to plug in the cable.

From what I've read, the problem with the early 2.5s is fire ring blowout, and there is no permanent fix. Basically some kind of design flaw with how the head mates to the block. But if the job is done right using a high quality gasket, it should last about 100K.

Just as an FYI, no Legacy Outback came with a 2.2 in the U.S. after 1996. So if your old car really was a 97 Outback with a 2.2, someone swapped the original 2.5 for a 2.2.

I'm pretty sure XT6 balljoint is identical to EJ. The ones I took off a `88 XT6 were. Easy to tell if balljoint is the right size. Measure it. Diameter of the part that goes into axle housing should be exactly 38mm (1.496 in).

Should be 72411AC020 and 72421AE020, according to this: http://opposedforces.com/parts/legacy/us_b11/type_5/climate/heater_system/

I once forgot to release the fuel pressure before pulling an injector, and didn't notice fuel was running down the hole until the area below filled up and fuel started spilling out of the hole. I think I got lucky and the intake valves were closed, so I was able to stick a tube down there and suck out most of the gas. Sounds like this might be what happened to you, except the intake valves were open and the gas ran down into the cylinder.

You should NEVER disconnect the battery while the engine is running. It can dump a massive voltage surge into your electrical system. http://en.wikipedia.org/wiki/Load_dump

Here's how I did it: https://picasaweb.google.com/pcor99/EJ22Swap#5500943991757571186

You can still get a new blower resistor pack, costs about $40, part# 72083GA070

The compressor in that pic is not original equipment. No 90's Legacy A/C compressor had more than one connector (or any connector that looked like those), or a "revolution sensor". The single wire is for the magnet clutch. The part with 2 wires is a thermal protection switch. 96-98 had them. If the switch is open and the compressor is not pretty hot, the switch is faulty. Just connect the two wires together and bypass the switch.

For an AT SPFI, ECU pin 32 is grounded. To make it an MT, you need to cut that wire. It's a black/red on the largest of the 3 ECU connectors, second from one end between a brown and a light green.

For the radio connector: Red - illumination power Red/Green - illumination ground (through dimmer switch) Green - battery backup Blue/Yellow - switched power

1997 Legacy Outback AT. Unfortunately my production chart ends 11/96. Starting number for this model in that month was 622039, and the previous few months increased 4000-6000/mo, so I would guess yours was built 01/97.

+1 Grouping the old schools together is fine, but off in a corner behind a fence? Disappointing.