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About meep

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  1. we have owned both -- and I fear there may be an unfair bias here -- of course, this is a Subaru board. By the way, the manual distributes more than 50 percent to the rear -- it's really split in the middle between the front and rear (logically speaking), but the center diff uses an additional viscous coupling to insure stronger transfer. The Subaru automatic is essentially a front wheel drive car with the ability to electronically engage the rear in a pulsed fashion (remember, it has to release periodically to sense traction, otherwise it would not know when to release). The Honda real-time system is essentially a front wheel drive car with the ability to mechanically engage the rear once slippage is detected. It engages quickly in my experience and smoothly, and I can personally attest that it is a capable vehicle in 12" of snow. Yes, tires spin upon acceleration, but I got that with my manual Subaru also. Of course, I would attribute this to buy a driving style also. Admittedly, I scoffed upon the system at first as well, but for what it is, and what it was meant to be, I think they did a good job, and it has developed no problems such as Subaru's famous binding problem. One can't compare vehicle height and center of gravity when discussing the drivetrain. Mike
  2. 'Tis pssible this could work well. IF catastrophic gasket failure occurs slowly over time due to erosion, AND the conditioner prevents the erosion inherent to the porous metal, then it WOULD work. Mike
  3. I had a 90 loyale and a 97 legacy. Both fun. Legacy accels a good bit better and has better cruising power, more refined. mel
  4. I can personally attest that the all wheel drive in the manuals is quite effective. I have a broken loose both front and rear wheels during sharp acceleration on wet roads, and the ice and snow performance is equal to the older Subaru's part-time four-wheel-drive performance. To clarify, transmission output is sent to a 3rd differential, envisioned as if it were in the middle of the car between the front and rear. Equal torque is applied to both ends in a no-slip situation. The viscous fluid does not permit a whole lot of speed differentiation between the front and rear and in my experience was very effective even in off road situations that were perchance a bit too daring for the car's design. Mike
  5. Full engagement would cause binding if you are turning. Medium left or right turn would be enough to tell. The tires will growl, the car won't want to move, it'll feel really "off" if it's a full lock. Mike
  6. start with spark plug wires, and spark plug gaps. More likely than the coilpack, and with 105,000, you are overdue for these to wear out. It will get worse as the wires burn internally. Dealer wants like ~$16 per wire, I'm sure they can be had for less. Mike
  7. Spark plug wires! Esp. with the tach jumping about. Does it ease off at higher rpms?? Or under less throttle? If so, it's wires.... Mike
  8. People that rip on subaru's reliability must have never driven a ford, dodge/plymouth/chrysler, suzuki, volkswagon, etc.... or even a M-class Benz. Remember the Samarai? 60,000 was the most one could expect from the motor before the head cracked. Ford escort--- great to 60,000, then a dangerous little car. Look ma, no brakes. Look ma, plastic radiator stretched and the fittings fell off. Look ma, leak in the metal gas line. A friend just bought a late model lincoln. Electric window stopped working after he took a pothole by surprise. $550 repair on the window. Chevy caprices manufactured with slightly off-center fittings on the rear of the driveshaft. Even the replacements shook. Ford cop cruisers known to split in two when T-boned. Your mechanic has probably had bad experiences with subes in the past. It's ok, everyone has the right to an opinion. However, when properly maintained and driven in a civilized manner, and oftentimes not, it will last a long time. I'd consider another engine. Who knows how the PO treated it. Mike
  9. EGADS thats HIGH. Dealer replacement of swingshafts with CV ran me something like $300, new parts.... can't recall one or two- I think just one. But brakes.... subaru brakes are real easy to do, pads and shoes'll be like $60, right? rotors will cost a bit... what do you think, $100 each? Doesn't take more than an hour or so, but the book might call for a little more. And midas installs some junky parts. I see ads for $79 per axle, most cars, for brakes. That's $160 for a brake job, 4 wheels. Probably just resurfacing the rotors. More for new ones. Mike
  10. siezed cam makes sense, esp with the way you describe the sound of cranking. Hard to visualize, tho--- since the 97 2.2 uses roller bearings on the cam followers it really sounds like a camshaft bearing problem, maybe from oil starvation. To my knowledge, I've never heard of a sube doing this... Junk yard motor, or at least junk yard heads. Mike
  11. urabus, dude you are hard core. Nobody but the solar guys and maybe the navy drains and cleans their batteries-- it's a messy job, but that alone will prolong their life greatly. And in your case, that cleaning makes up for the drawbacks of EDTA (sediment collection). You might consider building/buying an electronic desulfator. With patience, they work well. I've built a couple. do a google search on "desulfator." one of the top results will be one a few levels deep in flex.com. Mike
  12. He DID repair/replace the right items for that type of service. The labor to get in there is consuming, but by replacing all of those items at once, you reduce future repeat repairs. The do-it-yourselfers suggest the same type of service, except to remove and retighten the oil pump instead of replace. So you know: T-belt should be replaced every 60,000 Water pump *should* be replaced then, but it'll go about 105,000 miles, not quite to the 2nd t-belt replacement. Front seal at the oil pump often goes around 60-70,000. Tensioner on some last 100,000+. Some go out sporadically earlier--- anytime after 50,000 Give him/her a chance. They seem to know the motor. Mike
  13. the oem batts that did so well were made by INTERSTATE. There is a taller interstate that fits just fine, has a bit more oomf, and is $10 cheaper due to its more standard size. EDTA is the battery equivalent of a hack. It can cause particulate to build up on the floor of the batt, which *could* pile up enough to short the plates. It can help gain a few months out of a dying battery. Stuff's been around for years. Used to buy it for like $2.50 at western auto... Mike
  14. cool batts last longer. 125F is when serious degradation starts to occur. Agree with installing the largest that fits. Actually, starter batterys should not be used for more than 20% (80% remaining) discharge. 7 years, 106,000 on oem batt Mike