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.

The fans are two speed. Both fans turn together, at the same speed, low or high. If one fan is turning and one isn't, something is wrong with the one that isn't turning, or the circuit controlling it. Note that there are two circuits for each fan. Each fan has 3 or 4 wires, one or two ground and two power. If one circuit is energized, that's low speed, both energized, high speed.

Does this require fab work on the transmission mounts and/or crossmember? Or a modified drive line?

Most people who have done the EJ swap are using their original EA pressure plate, it seems to work fine. Has for me, I've never noticed any hint of slippage. And I doubt it's even possible to buy an actual XT6 pressure plate anymore. The extra power is great, but it's not going to blow you away. Alot less downshifting on hills, and alot more ability to pass. And yeah, you might be able to out-drag some dork in their fart-canned Civic if you want to. But it's still pretty much the same car. Only better. As far as "all that torque", a 1st gen EJ22 had 137 ft-lbs when it was brand new, by now it's probably barely more than a Corolla. True, the gearing is pretty low, but if you could start uphill without wheel spin before, you'll probably still be able to.

You can get a partial 1989 EA82 FSM from numbchux's website http://www.numbchuxconversions.com. Engine wiring diagrams are in SubaruEA82-ServiceManualPart2.pdf.

The main and sub-fan relays are on separate circuits with regular 20 amp fuses. So total draw for each fan should be less than 20A.

Clutch switch is out of adjustment or failing, or starter interlock relay is failing.

I got an EA82 dealer-installed cruise control to function with my EJ-swapped 1992 Loyale using the tach output from the ECU, no diodes required. I didn't have the EA82 accelerator pedal vacuum actuator, so I used an EJ actuator. The throttle response tuning was all wrong, it would constantly accelerate and decelerate, not usable. So I got a cruise computer and vacuum pump from a 1st gen Legacy, spent a few evenings figuring out the wiring, and now it works very well.

92 ECUs are not transmission-specific. But 90-91 MT use a different MAF and IAC than the rest of the 90-94 Legacy non-turbo engines. A 90 MT likely won't run right with a 92 ECU unless you swap on the MAF and IAC from a 90-91 AT or any 92-94.