kamineko

where are you based? if you\'re keen to remove it, take a photo of the back of it and i\'ll draw what solder joints to reheat. pretty simple.

also, whut? smile and nodd next time this person is talking to you about cars

the speed sensor runs through the dash circuitry, then to the ECU. with no CEL coming up, it points to a fault with the gauge itself. in this case its probably a dry/cracked solder joint inside the cluster. an electronics minded person can easily repair this if the cluster is removed

we can\'t tell you the history of the heads but if they are running OK its quite unlikely someone took the time to make a mismatched cam / bucket / valve / head combo. much more likely they have just been slapped on as a whole.

i havn\'t seen these before, but its likely they are v4 sti due to: shim under bucket = sti V3 sti having different markings on the cams 96/97/98 twin turbo will have blocked off water/oil lines on the LHS head anything newer than V4 has a different intake manifold bolt pattern and that ben-jamminn has identical heads on his V4 sti what do you mean about the valves?

photos of cams and rocker covers please

interesting discussion. bg5a EJ20H definitely has a smaller throttlebody compared to bg5b, v3/4, v2 sti (comparable as all phase1) i didn\'t realise bg5a also had thinner intake runners. i\'d be surprised if bg5b EJ20R(yellow injector/orange afm) intake runners differed from the v3/v4 spec? i\'ve singled my bg5b EJ20R with a TD05H / 6S / EBC @ ~18psi / v3 intake / cat converter and i find it super boring until +4Krpm and by-that-time-speeding i miss my 8.5:1 engine maybe you\'ll have better luck with the quicker spooling vf30. maybe my compression is poor, i should check that.. [edit, may have derped about teh v2]

with the belt off, can you push/pull on the crank itself? (excessive endfloat?)

i\'m having the same problem, 96 GTB legacy. peddle return is a bit dull. if i rest my foot on the clutch and take up the inch or so of free play, it just sits there. i\'ve just dismantled/cleaned both cylinders and re-bled etc. the master cylinder piston rubber seal was a bit worn so i\'m assuming its that, although bleeding the system is a bit tricky and i could have naffed it up. my clutch fork spring is functional but ill have another look at it there is a 2nd bleed point behind the drivers strut tower if you have the shock-absorbing lines on your car

check the large 2-bolt bushes at the rear of the front suspension arms

yeah i can appreciate the work you\'re putting in here. looking at each system at a time is probably a good way to attempt this. it took me weeks just to get the serial coms working in excel. theres a pic in my build thread. anyway something you mentioned that i wasn\'t sure of: isn\'t this just the same as the pressure exchange solenoid in a single turbo setup? so the ecu can switch one map sensor between manifold / ambient pressure?

where are you based? i built an ecu piggyback datalogger to see exactly what the BG5B TT system is doing. as with most things i became distracted by something else (course) girlfriend and it needs a little tweaking. not her. the thing. not that thing. shuttup nick. anyway you might find the preliminary data interesting, this is a snippet of a longer run. sorry the speed detection is always a pain to sort so wasnt recorded but the AFM should give an idea of load. graph scale is % value of total sensor range. digital values are defined as 98% , 96% etc so they are visible on the graph duty may be messed up, i can\'t remember tach will be x100 rpm

glad its working. i\'m interested to understand more about what you\'re talking about here though. exactly which two manifolds are you comparing?

sti manifold will only have a layer of flaking red paint. thats the only difference. have the fuel hoses been hooked back up to the manifold properly?

ok. but its assuming a lot. anyway - once you\'ve installed the injectors, unbolt the rail itself with installed injectors, raise it out of the manifold, then prime the fuel system. if its leaking you will soon know where.

derp yeah. i was drawing attention to the P2 style injectors. are they driven any differently by the ecu compared to P1?

so you trying to run v3/4 sidefeed yellows with a v5/6 ecu expecting topfeed injectors? a v3/4 intake manifold will need the idle control blocked off if you are running the v5/6 throttle mounted ICV what is this setup i don\'t even i require pictures of all things

well anyway it has enough flow to run the 2.0 in an A -> B get home situation. leans out a little under moderate load, no boost ~15 AFR\'s. as you can imagine i won\'t be attempting any boost 93 impreza 1.6NA Jecs A42-646015 96 legacy GTB A42-646055

common sense suggests a factory fuel pump from a 93 1.6L NA impreza is not suitable for a turbo 2L fuel system unless they do infact deliver the same flow and pressure? tl;dr think my BG5 pump died leaving me stranded last night and i gave my spare turbo one to DVNT years ago (i\'ll never need it)

hello, this is tech support have you tried your car key in the ignition? insert and twist to START

what about dem earth loops?

there are many differences between all of the gearboxes, across all of the years, across all of the models. biggest issue in terms of replacement is usually turbo/non-turbo as the clutch differs, and final drive ratio. an RA specific issue is dccd as mentioned, check the gearbox charts. google catherin and ken subaru gearbox chart

just a suggestion, if you are running v1-v4 idle control valve, is the coolant line hooked up?

maybe not worded very well but he may be describing the mounts forward of the rear-diff i\'d agree its an unlikely fault in this case though

something that caught me out the other day, the dust plate under the flywheel became jammed between the engine and gearbox... good practice: clean and lube the fork and release bearing mechanism if everything is looking good but it just wont slide onto the gearbox, try rotating the gearbox shaft, or crank pulley. the splines need to engage and it sometimes it just doesn\'t play nicely. having the clutch aligned first is also important for this (so the friction plate is lined up to the spigot bearing in the flywheel) good luck