avk

E85 can only be used with fuel system and powertrain controls that were designed for it from the start. I believe none of Subaru engines past or present can run on it. There's info at http://www.eere.energy.gov/afdc/afv/eth_vehicles.html. They have a list of current models that can run on E85. There's also a VIN checker but it's dead. My minivan can run on E85 but the nearest public-use gas station to have it is over 90 miles away. Stainless fuel rails look good though.

dashton: there are Odyssey forums at odyclub.com, although technical depth is lacking in comparison.

Was the pressure read with compressor running?

OK. Think of crank and cam sprockets, and the t. belt as three gears, with tooth counts C, 2*C, and T, respectively. When crankshaft is rotated N times, the cams will rotate N/2 times, and the belt N*C/T times. We want the smallest N such that all three numbers are whole. N=T will work if T is even which I believe is the case (otherwise N=2*T). A smaller value would work if C and T have a common factor but that shouldn't be so if the design provides for the most even wear of the teeth, like with ring-pinion pairs (37:9 etc).

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The math here isn't rocket science as they say. The required number of revolutions would be less if the tooth counts on the belt and the camshaft sprocket had their largest common multiple greater than one, but that isn't the case. Anyhow, such answer is not practically useful.

The marks would line up again if you turn the crankshaft as many times as there are teeth on the timing belt.

The difference between MT and AT for that year is that AT has an EGR system. Both transmissions mount to the same holes in the block as far as I know. '96 has hydraulic lifters like '95 and is non-interference. The 1997 redesign involved, among other things, a compression ratio increase which eliminated the piston-valve clearance.

The easiest one would be an engine from another '95 Impreza, or Legacy, with AT: '94 and earlier do not have EGR plumbing while '96 and later 2.2 do not have dual exhaust ports. But if the Y-pipe is swapped as you mention, I believe any '95+ "phase I" 2.2 from an AT model will do.

Did they follow diagnostic procedure found in the service manual?

My reply was about what restricts the flow in the system. Replacing the filter is still a good practice.

I believe that, unless the filter is seriously clogged, the actual "botlleneck" which determines the load on the pump is the pressure regulator, except maybe at very high RPM.

Maybe the sliding pins, and notches on the pads just have to be cleaned and lubricated. My feeling is that many shops skip on that operation, even when installing new parts. Nor do the calipers cost that much.

I know at least on Impreza of that vintage, there's no need to move the instrument panel. The evaporator case is accessible after removing the glove box and a reinforcement brace behind it. It's made of two halves held together by spring clips, like the air filter box. What's needed is to diconnect the lines at the firewall under the hood and then remove the nuts holding the case on the inside.

Were the pressures measured with compressor running? What were the numbers? Even with an open expansion valve there should be difference in pressures.

"Benign"?

Shouldn't a '94 have R134A? What kind of service fittings does it have, threaded or snap-on?

No need to remove the intake. Disconnect a few hoses and move out of the way, unbolt the bracket holding engine wire harness connectors to the bellhousing so you can move the wires, and maybe disconnect the intake duct from the throttle body to get more room. Then you'll reach the sensor with a 19 mm deep socket. Don't let ratchet handle hit the TPS sensor.

I don't know enough first-hand to tell how much risk there is. I remember looking at someone's Vanagon conversion site (can't find anymore) showing a salvaged EJ22 they bought with a broken pulley, and timing cover too as a result. As long as you have it off and verify it's a two-piece, might be a good idea to replace it.

Subaruparts shows same part number, 12305AA242, for both years.

That thin rubber layer is hard to see, because of the shape of the pulley, the dirt, and limited view. But a '91 and a '95 may well be different.

On my 2.2, the pulley is two-piece, with a rubber layer in between. The holes for factory crankshaft holder tool are in the inner piece.

The question was about a 1993 model, and every Impreza wagon was a "sport wagon" then for sure. Maybe they did change this designation when OBS was introduced in 1995, but I don't remember the "regular" version being called "station wagon" in any Subaru literature. All it means is that a 1993 sport wagon is yer plain ol' wagon.

"Sport wagon" was simply the model name for 1st gen. Impreza wagon. Maybe because it was in fact a hatchback, with the structure from C-pillar forward and the floor pan same as on the sedan.

One thing I can suggest is raise the liftgate and remove the rubber sleeve on the left side, it has grommets on both ends that snap into the holes in the liftgate and the body. The washer hose should be there. It could be hardened and pinched flat from fatigue, like it happened in my wagon. I didn't find out till the hose actually cracked and the fluid dripped through the headliner trim in the back. Before then, I had to hold the wash knob for some 10 seconds before anything would come out, and simply became used to it. If that section of the hose is damaged, cut it out and replace with a piece of vacuum tubing using barb connectors. Make sure the cut ends do not drop into the body and the liftgate. On one end, the hose is taped to a tab on the sleeve. Tape the splice to the tab. Vacuum hoses are thick and resist kinking better than the original tubing.