ferret

Attached .pdf ( Sorry .. had to redo since I exceeded my attachment quota ) MSA5T0126A27946.pdf

Go to the www.pureone.com and search on PL14612. Then on the bottom of the page you can click on specifications. This is similar to the Subaru Factory Spec since Purolator DID make the newer smaller filter originally. The reason for the change to the smaller filter was it does have a larger filter area in a smaller package which will fit on the turbocharged 2.5L engines. On these the exhaust from the left side is routed to the front and crosses over and wraps to meet the right side just by the filter, before going to the up-pipe to the turbo. Subaru changed vendors ( Purolator to Denso ) after the Purolator version had a cold start outer seal failures where the engine would leak badly and lose the engine oil in cold climates. Denso apparently solved this problem first and I'm told was promised their future OEM business.

Ed, Since you contacted me about it, I can tell you, being a neighborhood mechanic, I've used this on a lot of vehicles since 2000. Mopars, Fords, Subaru's Toyota's, Etc. It automatically sets the Protocol. You can manually override it also. So it will work on your 1997 Subaru which uses the ISO-9141 protocol. When I bought it, it was the best $59 I spent. I would still recommend it since it can also map the sensors, show realtime whats going on with a laptop sitting on the passenger seat as I drive. I know I'm only 1 person here, but I highly recommend it.

Quick overview of SOHC 2.5L ( and I'm certain there are things I missed or will think of later ) 1999 was the first year. Found in the Forester and Impreza lines. Had a MAF managed fuel system. 2000-2001 changed to MAP system. Engine mechanically remained the same. 2002-early 2003 builds. Changed PCV system and internal breathing passages in the block. EGR returned on ALL models. late 2003 to 2004 changed the piston design again to help with the piston slap problem. Also valve changes. 2005 on went to Drive by wire, intake redesign, Variable valve timing and an overhaul of the MAP engine controls to further meet ULEV emissions standards.

I don't think Emily is trying to push CCR's 2.5L on you. A later build ( 95-96 IIRC ) 2.2L is an easier swap up to 1998. After that all EJ's became phase II blocks. So that would leave the 99 2.2L as the easiest 2.2 swap. And in 99 they were just a smaller version of the 2.5L SOHC sharing the same heads by then. The phase II SOHC 2.5L is a good engine overall. On message boards you usually see / hear about the ones that are giving problems. Not the many that are running without problems. Subaru does have a good reputation for reliability.

Here's the writeup from the FSM for an 04: The outside air temperature display system consists of an ambient sensor, the CUSTOM CPU and a liquid crystal display installed in the combination meter. The ambient sensor detects the outside air temperature using the built-in thermistor which varies its resistance according to change in ambient temperature, and sends signals to the CUSTOM CPU. As soon as the ignition switch is turned ON, the CUSTOM CPU compares the temperature data sent from the ambient sensor with the one that was stored in its memory when the ignition switch was turned OFF last time and it causes the lower of the temperatures to be displayed. However, if 60 minutes or more time has passed between the last turning OFF and the next turning ON of the ignition switch, the temperature that is displayed is a sensor-provided temperature. When the vehicle is running slowly, the heat released from the engine compartment raises the temperature of the air around the ambient sensor and this affects the temperature data the sensor sends to the CUSTOM CPU. The CPU then makes a special control using the vehicle speed data, i.e., when the vehicle is running at a speed slower than 10 km/h, the CPU uses the temperature that was detected during the most recent vehicle’s movement at a speed exceeding 10 km/h rather than a temperature currently being provided by the ambient sensor.

From Cars101: 2001: 6 cylinder available. 2002: 6 cylinder available in the Outback Sedan. Minor changes include different tires, keyless remote, colors, cupholders, dome, door, ignition switch lights, in-glass antenna, re-designed rear center headrest (wgn), sedans have an inside trunk release, and door panel woodtrim now standard. Destination/delivery increased $30.

This works for the 06/07. Not certain about earlier Subaru's: Within 30 secs of ignition, clip/unclip seatbelt 20 times. You must be quick to do this. Also the Door must be Open. There are a few threads about this on the Forester board. Link below: http://www.subaruforester.org/vbulletin/showthread.php?t=10909

I do beg to differ, Here was my experience. I owned a 1990 Legacy LS wagon from the time they were first introduced in the US ( Aug 89 ). At 14K it developed a bad miss. The local dealer her in NJ determined low compression on Cyl 3. They tore it down and called in the tech's from the region office in Orangeburg NY. The cast iron sleeve receeded by .05". They removed the block, disassembled it and pressed a new sleve in with some tools they brought. They said a certain number of early 2.2's were prone to this. After reassembly, they gave me a 100K warrenty and would replace the engine of it failed again. So I know they were doing this for the early 2.2L. But as I stated, I never heard of it being done on the 2.5L. I had that for over 180K when it was involved in an accident in 1997 that totaled that car. I've owned Subaru's since 1978 and had one of those 1400's in MY78 2 dr DL FWD. They have been very good to me.

I have never seen this on a 2.5L. I have seen it on a 2.2L. Yes, you can repair it with a new sleeve on the 2.2L . I would imagine the 2.5L is the same.

Try some penetrating oil or pb blaster by the seam and knock it with a wooden/rubber mallot. Some on here have pry the cases apart, but I'm a little leary of that with aluminum casings.

There should be NO oil in the spark plug galleys. The gaskets should be replaced.

??? Is it an LL Bean ??? Are the tires from the factory still Geolander 900's ? If so they do ride hard and handle poorly. Some get 15K out of them, others over 40K. 99-02 had the same suspension ( struts etc are same p/n's ) 03-05 grouped together. 06-07 something different also. I do know the 03-07 parts are interchangable, but the struts and springs are different part numbers. Top hats and other hardware are the same.

This is where Subaru has done another change while on the outside all looks the same. Starting with the 1999 production year, ALL EJ motors have the phase-2 block. Doesn't matter if it's a SOHC or DOHC. So for it's last year in the Outback, the 1999 DOHC 2.5L has a different block than the previous years. Your Hayes manual does not take this into account. This is another reason, after being burned by Hayes/Chiltons in the 70's, I have since put the cash out for the FSM. Here's a clip from the Tech Service Manual on the EJ motor: The engines for the 1999 Subaru line will be designated phase 1 and phase 2. 2.5 liter engines equipped on the Legacy will be phase 1 design while the Impreza and Forester will utilize phase 2 design 2.5 liter engines. The 2.5 liter phase 2 engines are SOHC engine with a newly designed cylinder head. The (phase 1) 2.5 liter engine uses the same cylinder head configuration that it has used on prior year models with the crankcase and bell housing sharing the same characteristics of the new phase 2 engines. Common Changes in the 2.5 liter (phase 1 and 2 engines.) The engine and the transmission are fastened with 6 bolts and 2 studs. The thrust bearing has been moved to the number 5 position. Oil groove in the number 1 and 3 have been changed to supply additional lubrication to the crank journal.

These were called Phase 1 "Enhancements". and YES starting with the USDM 1997 models and continuing into the 1998 models, the 2.2L became an interference engine. From the FSM the enhancements are: The 2.2 liter (SOHC) (Phase 1) has been enhanced starting with 1997 model year. The single overhead camshaft engines have had internal and external changes that yield an approximately 10 % increase in power and 3% increase in fuel economy. Accomplishing this involves many factors, one of which is engine friction reduction. The piston, a major source of engine friction has been coated with a friction reducing agent called Molybendum. This thin coating not only allows a smoother travel through the cylinder but also reduces cylinder wall scuffing. This coating will wear off over time and is not an indication of a problem. The skirt of the piston has been reshaped and the overall weight has reduced by approximately 100 grams. Compression ratio has been increased to 9.7 to 1 by reshaping the crown of the piston. This eliminates the clearance that was available between the piston at TDC and a fully opened valve. Piston pin offset has been changed to 0.5 mm. Piston to cylinder wall clearance has been reduced by increasing the piston diameter. Another source of high engine friction is the valve train. Hydraulic lash adjusters are always in contact with the camshaft or valve rockers. The hydraulic pressure of the lash adjuster must be overcome during operation and the most critical time of engine start. To overcome this situation and to contribute to the total reduction of friction loss the SOHC engines will have solid valve adjusters. The scheduled service of these valve trains is set at 100,000 miles and is not required during the PDI. The SOHC engine uses an adjustment screw and locknut. The intake manifold has been reshaped to increase the air flow mass and speed, contributing to improved low and mid engine speed operation. Components located on the intake manifold have been relocated as compared to the 1996 models. EGR Solenoid, Purge Control Solenoid, etc... Phase 2 2.2L started in 1999 with use of the SOHC head shared with the 2.5L, along with Thrust bearing moving to position 5, and engine to transmission mounting now having 6 bolts and 2 studs. As well as now an "Open Deck" design and "skirtless" pistons. ( to me this was just a smaller bored 2.5L )

Sounds like you didn't get the gasket set from Subaru. the 1996 DOHC 2.5L was a one year engine. It had hydraulic lifters ( buckets ) and different valve covers which is what you discovered. Also different pistons. Subaru did have a separate kit for the 1996. Aftermarket, your at their discretion. By the way, there were a few other one year engines also, the 1999 2.2L anniversary edition is another one year engine.

Just Helping out .... Another Garden State'er ...... By the way .... Did you find the Service history there? Was it serviced by a Subaru Dealer in the past?

Pete, Register the car at: https://my.subaru.com/login/login.jsp You will need the VIN Then you can not only see the Service History as Subaru knows of it, You can also look at the Maintenance intervals, Recommended services, and keep a history of services online at the Subaru site if there is any future need for warranty repairs. Also online there will be the Owners Manual

You can always get a universal one. Like the one here REAL CHEAP !!! http://cgi.ebay.com/ebaymotors/CATALYTIC-CONVERTER-SUBARU-FORESTER-1998-02_W0QQitemZ130008220521QQcmdZViewItem But this would have to be taken to a local shop to have the oxygen sensor 'bung' welded on as well as the flanges. If you are good with a torch, you could also do it. Very common to do on universal converters. Here of course for $140 + shipping us a direct fit: http://cgi.ebay.com/ebaymotors/CATALYTIC-CONVERTER-SUBARU-FORESTER-1998_W0QQitemZ130008324181QQihZ003QQcategoryZ33629QQrdZ1QQssPageNameZWD1VQQcmdZViewItem

I don't know the fuse numbers for the 96 outback, but there are 2 fuses. One controls the relay coil and lights, The other is supplys the current to the relay contacts and the heating coils themselves. Sounds like this is the fuse you need to locate.

Normally I would say to follow the sticker, but the 2000-2002 FSM has the following: Valve clearance Intake: 0.20 ±0.02 mm (0.0079±0.0008 in) Exhaust: 0.25±0.02 mm (0.0098±0.0008 in)

I have attached the 04 radio manual. Type B is a P130. Very similiar, but without the casette.

What Model? It will be written on the front. P150 for example. Also is it the 6CD only or 6cd AND cassette.

Snow tires are usually thinner for more pressure per square area. Wide tires 'float' on snow. Lookup any snows on the web at various tire sites, they are usually not wider series. Wide tires are more contact patch, but at a lower pressure per square area. These provide more 'skid patch area' when the surface is solid and provides some surface adhesion, like cement or asphalt.

1995, I suspect the last time the IAC was cleaned was ..... probably a long time ago if at all. You stated it would start ONLY if you gave it gas ... ie stepped on the pedal to open the throttle plate. Then it would stall, I am making an assumption here ( and correct me before I do make a fool of myself ), that it continues to run if you keep your foot on the gas, but stalls when you let it off. The only 2 things that come to mind is the TPS ( throttle position sensor ), or more to your symptoms the IAC ( Idle Air Controller ). If this is true, and you are not setting a code ( shorted, or open IAC or connector ), Do a search on IAC and there are many threads already on how to effective clean it. If these are not you symptoms, then yes the Coolant sensor and other suggestions are also valid to be considered.