nipper

They are in the USA

More then you would ever want to know (for simple answer go to the bottom): The exhaust gas, added to the fuel, oxygen, and combustion products, increases the specific heat capacity of the cylinder contents, which lowers the adiabatic flame temperature. In a typical automotive spark-ignited (SI) engine, 5 to 15 percent of the exhaust gas is routed back to the intake as EGR. The maximum quantity is limited by the requirement of the mixture to sustain a contiguous flame front during the combustion event; excessive EGR in an SI engine can cause misfires and partial burns. Although EGR does measurably slow combustion, this can largely be compensated for by advancing spark timing. The impact of EGR on engine efficiency largely depends on the specific engine design, and sometimes leads to a compromise between efficiency and NOx emissions. A properly operating EGR can theoretically increase the efficiency of gasoline engines via several mechanisms: Reduced throttling losses. The addition of inert exhaust gas into the intake system means that for a given power output, the throttle plate must be opened further, resulting in increased inlet manifold pressure and reduced throttling losses. Reduced heat rejection. Lowered peak combustion temperatures not only reduces NOx formation, it also reduces the loss of thermal energy to combustion chamber surfaces, leaving more available for conversion to mechanical work during the expansion stroke. Reduced chemical dissociation. The lower peak temperatures result in more of the released energy remaining as sensible energy near TDC, rather than being bound up (early in the expansion stroke) in the dissociation of combustion products. This effect is minor compared to the first two. It also decreases the efficiency of gasoline engines via at least one more mechanism: Reduced specific heat ratio. A lean intake charge has a higher specific heat ratio than an EGR mixture. A reduction of specific heat ratio reduces the amount of energy that can be extracted by the piston. EGR is typically not employed at high loads because it would reduce peak power output. This is because it reduces the intake charge density. EGR is also omitted at idle (low-speed, zero load) because it would cause unstable combustion, resulting in rough idle. The EGR valve also cools the exhaust valves and makes them last far longer (a very important benefit under light cruise conditions) " When combustion temperatures exceed 2500 degree F., atmospheric nitrogen begins to react with oxygen during combustion. The result is various compounds called nitrogen oxides (NOX), which play a major role in urban air pollution. To reduce the formation of NOX, combustion temperatures must be kept below the NOX threshold. This is done by recirculating a small amount of exhaust through the "exhaust gas recirculation," or EGR. valve. The EGR valve controls a small passageway between the intake and exhaust manifolds. When the valve opens, intake vacuum draws exhaust through the valve. This dilutes the incoming air/fuel mixture and has a quenching effect on combustion temperatures which keeps NOX within acceptable limits. As an added benefit, it also reduces the engine's octane requirements which lessens the danger of detonation (spark knock). The EGR valve consists of a poppet valve and a vacuum diaphragm. When vacuum is applied to the EGR valve diaphragm, it pulls the valve open allowing exhaust to pass from the exhaust manifold into the intake manifold. Some engines have "positive backpressure" EGR valves, while others have "negative backpressure" EGR valves. Both types contain a second diaphragm that modulates the action of the valve. This prevents the valve from opening unless there is a certain level of exhaust backpressure in the system. EGR valves are calibrated for specific engine applications. The wrong valve may flow too much or not enough exhaust and cause emission, driveability and detonation problems. EGR valves do not normally require maintenance or replacement for preventative maintenance. But the valve can become clogged with carbon deposits that cause it to stick or prevent it from closing properly. Dirty EGR valves can sometimes be cleaned, but replacement is necessary if the valve is defective. Some newer engines are so clean from a NOX emissions standpoint that no EGR valve is required. Ported Vacuum Switch Another component that may be a part of your vehicle's EGR system is a "ported vacuum switch" (PVS), which may also be called a "thermal vacuum valve" or "temperature vacuum valve" (TVS). The switch controls the passage of vacuum that operates the EGR valve. This device is a heat-sensitive switch that remains closed until the engine's coolant reaches a certain temperature. The PVS screws into the intake manifold, thermostat housing or engine so the heat-sensing element is in contact with the engine's coolant. Inside the switch is a wax plug that pushes a sliding plunger to uncover or block vacuum ports in the switch. As the engine heats up, the wax expands and pushes the plunger up until it uncovers or blocks the vacuum port. At this point, vacuum to the device that the switch controls is either applied or blocked. Severe engine overheating can damage the switch, making replacement necessary. Vacuum Control Solenoid A solenoid is another device that is often used to control vacuum to the EGR valve. A solenoid is a magnetic coil attached to a plunger that uncovers or blocks a vacuum port. The solenoid vacuum port may be normally open or closed depending on the application. When voltage is applied to the solenoid, the coil moves the plunger which either opens or blocks the vacuum port. Voltage to the solenoid may be routed through a relay or timer and is usually controlled by the engine computer on newer cars. When used to control the vacuum to an EGR valve on a late model engine, the engine computer will wait to energize the solenoid until the engine is warm and is operating above a certain rpm. http://www.asashop.org/autoinc/dec97/egr.htm - EXCELLENT article on how it works and to diagnose, should be a sticky! Operation Whether it is electronically or mechanically operated, the EGR valve introduces a regulated amount of exhaust gas into the fuel and air mixture, which is then burned by the engine in the combustion chambers. Contrary to conventional wisdom, the introduction of exhaust gases into the fuel-air mixture actually has a cooling effect, which improves overall combustion, resulting in more complete burning of fuel. In this way the EGR valve assists in lowering levels of noxious gases within the exhaust (In other words, the automatic never gets a break, The manual has constant throttle opening and closing, except for at cruise, and the EGR is not used then. An automatic always has throttle application, and needs the cooling effect of the EGR-nipper)

No it was not resolved, thats like saying withradial tires they resolved flat tires. Parts still wear, things get tired, things break, tires still get flats. And if you do a search here there are subarus from all years that get torque bind from age, parts failing, and mismatched tires. There was a redesign in 1997 to reduce premature wear of the housing, no where does it say it cured it forever. If you dont wish to investgate the possability of torque bind, thats fine. But it giveses you hard steering and odd handling in the rain. It can tear up the differntials, tires, tranmission, cv joints and driveshaft. if it is torquebind, it will make itself much more pronounced by breaking one of those things. nipper

Not in the US. They sell every outback they make so it didnt make sense to a small company. nipper

Starter Solenoid contacts Borderline alt Bad battery connections. Bad battery cable. nipper

Just wait for the set that show up after 10,000 miles. You will be back.

What year subaru? Mine is lifted (97) so i can answer if it is that generation. nipper

You should see what the next gen japanese WRX looks like ewwwwwwwwwwwww nipper

Why that is perfectly logical and an argument that is sometimes made here! I love how the fuel pump gets blamed for everything.

the EF engines have some issues, so I wouldnt use one as an upgrade for anything. They have oil pumps that were poorly designed and eat through their housings. No oil pressure is very bad. This is partially because of the tiny oil pan and longh change interval (7500 miles on 3-4qts is way too much). If this is not reduced greatly, or oil capacity expanded it can be a huge issue. the replacement housing is far from cheap. Parts are still out there for the engine. When doing a conversion, usually you go up in power, not down. a 3cyl will be going down. And from that picture it is still a tranverse mounted transmission.

You can live with it for quite a long time sometimes nipper

Thats not a justy, at least any justy that was sold in the states. http://www.dustysjustys.com/home.htm thats a justy.

im looking at the FSM now, and have one in a driveway. If you are having a differnt tranny case, then why bother with the teansmission at all?

no it doesnt, you just flipped it left to right. it is a tranverse engine.

Cause no one bought it. nipper PS glad it all worked out.

Throwout bearing.

HOLD IT! Blu is supposed to have a sunroof? I've been cheated!

Its on again off again. The Toyota version is rear wheel drive, and a test mule has been seen on the streets. The subaru version has yet to come out as Subaru does NOT want a 2wd car. There are three possible designs.the first one was built, but for some reason, they are not going to build it, they are going with the 2nd one. The first one can not fit AWD in it, so that may be the reason for the change of mind. It may be off again as Toyota has a little bit of a customer service issue. And yes this is actually very old news. It is called in the Automotive press toyoru Also there are alot of maybes in there. This has been the same speculation for 2 years. Guess they got tired of writing about toyota.

The ATF filters I can see that happening as they have a very long interval. Fram is junk really, unless your using a very short oil change interval, but I would never use one.

It is a surprsingly small engine. Aside from the fun of doing it, it is going to get poor gas mileage. I think you may have to keep the mazda accessories as i dont know how sooby stuff will hold up to the higher Rpm's. But looks like fun. nipper

This is a bad idea. You are going from 135 horsepower, 4 cylinder boxer engine, 16 valve single overhead cam, multiport fuel injected (140 ft lbs torque), electronic distributorless ignition to 90 hp@5200 101Lbs Torque@2800 with SPI. The cra will get crap gas milege as it is going to work twice as hard to move the legacy. Climbing a hill or passing will be a challange. You will be doing alot more shifting if it is a manual, and an auto will not be happy at all, even with an external cooler. It may even be impossible to make the auto happy with the engine mgmt of the 1.8 The 1.8 is engineered for much smaller tires then the Legacy so those torque numbers (drive wheel torque = flywheel torque x first gear x final drive x 0.85 : wheel thrust = drive wheel torque / rolling radius) will actually be far smaller. This conversion would be undriveable for the mere reason it would be so underpowered it could never get on a highway. nipper

If you have a broken sensor the ABS won't function to begin with. nipper

Easy test, swap wires. But sort of unlikely since it happens when hot. nipper

Check for moisture getting into the scokets , thats where i would start, especialy if it is always the same signal that goes out. nipper

For future refence, you test an Alt with everything on and car above 1800 rpm. At idle can tell you if it is really bad, but may still pass. nipper