legacycentral bbs

What he said. They don't care, nothing special. Any moly CV grease will work.

Have you read the spark plugs, do they indicate rich?

The exhaust popping is from extra fuel. I think you found your issue. Connect the pin to the body. I don't think it matters where you ground it. It's not like the year is 1995 and some dealer tech will be confused because he expects to quickly probe something with a multi-meter to confirm a common ...

I think there's better options in the junkyard. Bring a tape measure.

Also it's hard to overstate the importance of those longitudinal rails that bolt to the roof when it comes to preventing the skin from detaching from the supports underneath.

I don't think 2nd gen legacy has any revisions to the floor stamping in that area. The tank might have different vent ports for emissions stuff. In any case I think that filler itself will almost certainly work but you might need to screw around with the hoses.

It's also worth noting that they make ...

Postimg link to the wiring diagram:

Timely thread. Mine works on all the vent modes but the fan just turns off if I set it to high. Guess I should actually get around to looking at the diagram.

I subjected the trakmotive (also rebranded and sold under many brands) heavy duty CV shafts, the ones with the non-plunging CVs on both ends and a separate slip in the shaft to daily abuse (launches, 30mph one wheel peel and then find pavement, etc) for about 3yr before taking that car off the road ...

Youtube.

They're all roughly the same.

If the A/C works it's probably not the compressor.

On a Legacy Outback the plates are separate and bolt to the roof perimeter. I assume Legacy is the same. Dropping the headliner is easy. Removing all the pillar trim you need to to drop it without breaking any of the push-in style tabs will be the hard part.

If it's anything like the Legacy Outback (which I'd be very surprised if it's not) you'll pull the head liner of the junkyard car and under that will be brackets that attach to the perimeter frame of the roof. The screws come down through the roof skin and bolt to weld nuts on those brackets.

The ...

Why not just try bypass it. It's better for the thrust bearing (doesn't really matter in the grand scheme of things though) to start in neutral anyway.

Just punch the year make and model into whatever application you'd normally use and it'll be right.

The coil is the same across a ton of EJ engines. None of them got a special one. The connectors change over the years and the spark plug end changes in the 2000s, but coils for the first gen are ...

Revs great until it doesn't sounds like a fuel issue.

The seat bases themselves are very much asymmetrical but the seats un-bolt from the bases at the corners and the bolt pattern looks symmetrical.

I'll be obvious once you've got the seats out of the car and upside down.

I'm like 99% sure the answer is yes but I'm pretty sure the seat bases are distinct from the actual seats and those have to stay where they are. I can check my parts stash tonight.

Welcome to the board. Sounds like you know what you're doing.

8k for the top trim, under 100k, rust free, alloys, rare interior trim, and with the "rare" turbo engine.

Not that I didn't already know these vehicles were worth nothing, but they're worth nothing, lol.

I use brass PEX fittings and lengths of generic straight hose for that sort of stuff. Sometimes you have to mix and match between the crimp fittings and the expansion fittings to get the right sizes.

One of my cars I even tried using PEX for the tube between the PCV and the manifold just to see how ...

FWIW these cars are pretty well wired and you almost never see problems with stock harnesses. My money is on sensor.

If the fan is coming on with the car cold your coolant temp sensor is broken or the wiring to it is broken. It's on the rear passenger side of the coolant crossover pipe under the intake. It's the one with multi pin connector on it, not the single pin one which does the gauge.

I would find the pinout for the harness connectors on top of the trans and then probe them accordingly with 12v and ground if necessary in order to verify solenoid operation. The solenoids are loud enough to hear with the engine off.

I think you'll likely find that everything on the trans side is ...

It has detected an electrical fault and put itself into what's basically limp mode, or the TCU can't even reach the trans.

You have three options, harness problem, connector problem or solenoids. My money would normally be on solenoids, mostly because these cars aren't known for harness problems ...