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Wagons Subaru Crew Subaru Crew Problems & Solutions
18373 messages, Last post on Nov 26, 2009 at 7:25 AM
You are in the Subaru Crew Forum. Your Host is kcram
Your Community Leaders are ateixeira and rsholland.
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Replying to: phil2000 (Jul 04, 2009 6:08 pm) If you are still questioning signal pickup here, get a scope if you know how to use one and check it for signal. Timing off a tooth, on a crank, on cam? late or early? Not going to cause a misfire with that. Just like the old carb systems, you will see the problems in lack of performance. It will either run, lousy or not at all. Assuming no valves dancing on piston tops! One tooth will not do that.... usually. Shiny spot on tooth, it has too be clear that it has been hitting something? If so, it would have marks on it, what? Most dealers are totally lost before 200K in service. rare they see units with that kind of miles. The local dealer here gets info from me on those! Check the dealer exploded view to see if there is a missing spacer between gear and pump. I doubt there is one. Dang memory, trying to remember this car. Is this the same one with the compression readings that are uneven? Once in a blue moon misfire code? If so, pull that coil and check the underside of it for flash marks. If possible, try substituting it with another one with a known performance. Aging spark plugs go up in resistance which would aggravate a flash over problem on any coil. I had a weird occasional misfire on a 86 Toyota Tercel that drove me nuts a while back. Turned out to be a flash over problem on the coil on the back side of it. New coil made her purr nicely after that. If this is the same car, a valve would only have to hang up once in a blue moon to throw that stupid code out again. I have one in the fleet right now, a 97 that tosses a code once in a blue moon. It will slowly get worse, that is when I will deal with it. No sense chasing something until it really comes to a head. Monitor it, watch it to see what it is doing. When it gets bad enough, you have enough info to nail the problem. We call it a watch status. Not uncommon for the higher mileage units to have a couple of them at any given time. Just the nature of the mechanical beast as OBD II tries to make something old be perfect all of the time. Not realistic.
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Replying to: phil2000 (Jul 04, 2009 6:08 pm) Not sure what this part above meant. BUT, An after thought came up, the timing belt hydraulic tensioners do become a problem after 2 belt changes or 210K miles. That could cause some slack in the timing belt. Which could create a fluctuation in operation. Doubt it to be enough to cause a code to toss out. But who knows? Just a thought, might be worth something. |
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Replying to: girlcarbuilder (Jul 04, 2009 6:43 pm) I checked the coil pack no flash marks of carbon scaring. Plugs are brand new, swapped cables, problem did not move. Tried Lucas additive, code P0301 still popped up. I do not know where to get a good coil pack to try out. The crankshaft sprocket has on the back something that looks like a bicycle gear. The tips are shiny, which tells me it was rubbing something. The teeth of the sprocket will be shiny (that is what the belt ride on). I think that the hydraulic tensioner pulley (which showed slight wear) was coming in contact with the gear spokes.
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Replying to: phil2000 (Jul 04, 2009 8:05 pm) For starters, if that is the original tensioner, at almost 300K, it is past due for tossing knowing the few I have dealt with. Check Rockauto.com for the best price. Get the gear to compare to a new one at an auto parts store. If it looks different, replace it. Keep the old one for now, tag it: not a confirmed defective part yet. Wish I could physically look at it. Could still have a magnetism problem with it, but I suspect problems from this area to be less likely. Usually it is go/no go. Now, lets return to the coil. No external flashovers visible. Being a multiple coil pack, I am wondering if it is breaking down internally. If it is original, I highly suspect it to be: Years ago, 100K was doing good. The Toy had 180K, but the misfire problem had been around since 150K. As you gather, you are almost twice that now. Maybe there is a wrecked unit in a junk yard. I am seeing them new available at Rockauto for about $150, ouch. which means people are buying them: does not mean they are failing though. Educated guess, based on working on too many during the years. I would say somewhere between 50- 75% of being right. That low, because Subaru quality has proved me wrong before, but the 2000 if made in USA is also most likely made in USA parts. Reason why the next new car is coming from Japan. This is what I would look at real hard. Hopefully, but not likely, a valve is sticking from gunk or beginning to burn/warp. This may have to be ruled out over time. Good oil and that valve job a while back should rule that out. Compression readings do not help the problem from way back then. I wonder what those readings are now. Another thought would be to see if you could lay your hands on a real time code reading system like Autotap.com has. You need to be able to see what else the computer might be able to tell you that is not tossing out a code. From what I recall, the code comes up within a 100 mile run, which forces it to be dealt with. Yup, I agree with you about emissions. I am still amused by the rebates placed out there. 86 Toy may run well, but I seriously doubt it would pass an OBD II computer pain in the butt.
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Hi All, I'm leasing an 09 Impreza premium.... Since day one there has been a lot of vibration in the shift knob, even when stopped and idling. Is this normal for the model or is something up? Thanks in advance |
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Replying to: jasvic (Jul 08, 2009 12:29 pm) I suspect the clutch assembly or something is out of balance if the engine is running fine. No codes being tossed out? Like a misfire code? |
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Is replacing a (passenger side) seat belt a do-it-yourself project? My 2-yr old lab/mix decided it was better than his chew toy.
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Replying to: jasvic (Jul 08, 2009 12:29 pm) I chalk it up to the flat-four engine... which isn't the smoothest thing going..
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Replying to: smudgejet (Jul 08, 2009 2:38 pm) Also, there is JC Whitney you can google. One of our units has belts from there and they have worked just fine for the past 150K.
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Replying to: kyfdx (Jul 08, 2009 4:44 pm) Generally this does not happen often, but it does. H-4's are more prone to problems with this especially if someone was sleeping on the job when they were supposed to be balancing! Why? The opposing piston is the counter weight. Where as in another configuation, crankshaft throws and sometimes additional counterweight shafts deal with this problem more. You still have to balance them as needed. So far, there are 3 Subaru's currently in service that have not had this problem. 1 at 170K, another 215K and the last at 240K. Engine sizes 2.2, 2.5L. Neither have any in the past service/ownership. But when it comes to any engine being assembled, it can happen. My biggest concern about an engine like this is overall lifespan reduction of the engine and when that heaviest piston begins to toss out a misfire code with the addition of any other varibles that become a problem. Not sure what you could do to resolve this issue. dealer would probably blow it off as being "normal.' I would not buy that answer, but recourse is hard to prove short of a complete teardown. That is not worth it.
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