Académique Documents
Professionnel Documents
Culture Documents
2L SOHC (Carb)
Meter Types
3.
4.
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1.
2.
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b) Ignition SW ON and SW 1 ON
c) Ignition SW, SW 1 and Relay ON (connect the relay)
Connect and disconnect the components or connectors in the circuit while watching the test light.
a) The test light will come on when the shorted circuit or component is connected.
b) The test light will go off when the circuit or component is disconnected
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Meter Types
1.
2.
3.
Connect the two leads of the meter to each of the check points.
Diode Check
5.
If the circuit or component has diodes, reverse the leads and check again.
a. When contacting the negative lead to the diode's positive side and the positive lead to the negative side, there should be continuity.
b. When connecting the two leads in reverse, there should not be continuity.
Voltage Check
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Meter Types
1. Use a digital or analog multimeter with a minimum 10k ohm resistance.
Voltage Check
2. Establish conditions in which voltage should be present at the check point.
EXAMPLE:
a) Ignition SW ON
b) Ignition SW and SW 1 ON
c) Ignition SW, SW1 and Relay ON (SW 2 OFF)
3. Set the volt meter set to the appropriate range for the circuit being tested.
4. Connect the negative lead to a good ground point or the negative battery terminal, and connect the positive lead to the connector or
component terminal.
NOTE: This test can be done with a test light if the circuit does not include sensitive electrical components, i.e. electrical control units.
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Remove timing belt cover, timing belt, rocker assembly, camshaft and cylinder head.
Remove oil filter, then the alternator, wiring harness and alternator bracket.
Remove engine mounting bracket and mounting stay.
Lock flywheel with suitable tool, then remove attaching bolts and flywheel.
Remove oil dipstick and dipstick tube, then the flywheel housing.
Remove oil pan attaching bolts and the oil pan.
Remove water pump cover and impeller, then the water pipe, Fig. 31. Use a screwdriver to prevent balancer shaft from rotating when
removing impeller.
Remove oil pump cover attaching bolts, then the cover and inner and outer rotors.
Remove crankcase cover.
Remove connecting rod cap nuts, then tap piston/rod assemblies from underneath with hammer handle and remove assemblies from
crankcase.
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Remove balancer chain, chain guide and oil pump sprocket, Fig. 32.
Remove main bearing cap attaching bolts, then the caps and crankshaft.
Carefully remove balancer shaft from crankcase.
Press piston pins from connecting rod small end using suitable tool.
Ensure all components are clean and free from foreign material, and that oil passages are clear. Coat all friction surfaces with oil or suitable
assembly lubricant.
Assemble piston to connecting rod so that intake valve recesses on piston and crescent mark on connecting rod are positioned as shown, Fig.
33.
Install rings onto pistons. Ensure R1 (top ring) and R2 (second ring) marks on compression rings face upward.
Install balancer shaft and oil pump sprocket, then temporarily install chain guide. If replacing chain and/or chain guide, always replace them
in the following combinations:
a. If replacing chain only, replacement chain should have green color identification.
b. If replacing chain guide only, and original chain guide is white, replacement guide should have white color identification. If original
chain guide is blue, replacement guide should have blue color identification. If original chain guide is green, replacement guide should
have white or blue color identification.
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c. If replacing chain and chain guide, and original chain guide is white or blue, replacement guide should be same as original, and
replacement chain should have green color identification.
Install main bearing halves into crankcase.
28.
29.
30.
31.
32.
33.
34.
Install chain and crankshaft, then align marks on sprockets with gold links on chain as shown in Fig. 34.
Install main bearing caps with arrows facing front of engine. Tighten bolts to specifications.
Position ring end gaps as shown, Fig. 35, then install piston/rod assemblies into cylinders. Ensure intake valve recesses on piston face intake
manifold side of engine.
Install connecting rod bearing caps. Tighten nuts to specifications.
Install rear oil seal using suitable tools.
Install crankcase cover together with air suction manifold bracket.
Install oil pump inner rotor, outer rotor and cover. Ensure inner rotor shaft aligns with groove in sprocket.
Water Pump installation:
a. Coat outer circumference of new water pump seal with Three-Bond 1303 sealant or equivalent, then drive seal into crankcase cover.
b. Coat seal lip with coolant, then press pump impeller against balancer shaft and measure tip clearance. Tip clearance should be .012-.035
inch. If clearance is not as specified, add spacers as required.
c. Position screwdriver between balancer shaft weight and crankcase, then install impeller attaching bolt and tighten to specifications.
d. Install water pump cover using new gasket.
Install oil pan with new gasket. Tighten bolts to specifications.
Install flywheel housing.
Install oil dipstick tube and dipstick.
Install flywheel and attaching bolts. Lock flywheel using suitable tool and torque attaching bolts to specifications.
Install oil filter, engine mounting bracket and mounting stay.
Install alternator mounting bracket and alternator.
Install cylinder head, camshaft, rocker assembly, timing belt and timing belt cover as outlined previously.
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Remove timing belt cover, timing belt, rocker assembly and camshaft.
Remove exhaust manifold, then disconnect wiring harnesses from intake manifold.
Remove air suction valve and pipe, if applicable.
Remove intake manifold attaching bolts, then the intake manifold together with carburetor.
Remove cylinder head bolts in reverse sequence as that shown in Fig. 30, then remove cylinder head from crankcase.
Using suitable valve spring compressor tool, compress valve springs and remove retainer keys.
Remove retainers, springs, valves and valve seals.
Coat valve seals with engine oil, then install seals using tool 398852100 or equivalent. Intake and exhaust seals are not interchangeable.
Intake seals measure .512 inch high, while exhaust seals are .425 inch high. Ensure seals are installed correctly.
Coat valve stems with engine oil, then install valves into guides.
Install springs, with close-coiled end facing cylinder head, and retainers, then compress spring and install retainer key. Tap retainer lightly
with mallet to seat key.
Install cylinder head onto crankcase using new gaskets.
Apply engine oil to head bolt threads, then install bolts through cylinder head and into crankcase.
Torque cylinder head bolts to specifications in three steps in sequence shown, Fig. 30.
Install intake manifold and carburetor assembly. Tighten bolts to specifications.
Install air suction valve and pipe, if applicable, then reconnect wiring harnesses at intake manifold.
Install exhaust manifold and tighten bolts to specifications.
Install camshaft, rocker assembly, timing belt and timing belt cover.
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4) Remove the bolts which secure the crankshaft pulley, and remove the crankshaft pulley.
NOTE: Insert a 'T" wrench into the access hole in the wheelhouse to remove the bolts.
5) Remove the cam belt cover 2.
6) Using SOCKET WRENCH (4999858000), loosen the bolts which secure the tensioner. Move the tensioner in the direction of the arrow, and
tighten the bolts.
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7) Remove the camshaft drive pulley plate and camshaft drive belt.
NOTE: Before removing belt, scribe a mark indicating driving direction of the belt so that it can be reinstalled correctly.
INSTALLATION
1) Using CRANK & CAMSHAFT PULLEY WRENCH (499205500), align the alignment marks on the camshaft drive and driven pulleys with
their mating marks.
2) Remove the air cleaner and rocker cover.
3) Loosen the valve adjusting screw so that the rocker arm has free play.
4) Install the cam belt.
5) Loosen the bolts which secure the tensioner, and apply tension to the cam belt.
NOTE: Check that the alignment marks on the camshaft drive and driven pulleys are aligned with their respective mating marks. If the alignment
marks are not aligned, remove cam belt and re-align.
7) Install the camshaft drive pulley plate.
8) Install the cam belt cover 2.
9) Install the crankshaft pulley. Using CRANK & CAMSHAFT PULLEY WRENCH (499205500), tighten the crankshaft bolts.
Tightening torque:
78 - 98 N-m (8.0 - 10.0 kg-m, 58 - 72 ft-lb)
10) Adjust valve clearances. Install the air cleaner and rocker cover.
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For complete Timing Belt Removal and Installation information: See: Timing Belt/Service and Repair
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Timing Marks
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3.
Remove water pump cover. Lock balancer shaft with a screwdriver to prevent turning, unscrew impeller retaining bolt and remove impeller.
Remove crankcase cover.
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INSPECTION
1.
2.
3.
4.
5.
ASSEMBLY
1.
2.
3.
Using mechanical seal press (tool #498835400) or mechanical seal installer (tool #499795400) or aftermarket equivalents, press mechanical
seal into crankcase cover. Be sure to seat seal against cover surface.
a. Prior to pressing, coat outer circumference of mechanical seal with "Three bond No. 1303" or equivalent. Coat impeller sliding surface
with coolant.
b. When replacing pump impeller, install a new mechanical seal.
Install crankcase cover. Always use a new gasket.
Manually press impeller onto balancer shaft and measure clearance between impeller blade tips and crankcase cover. Standard clearance is
0.012 - 0.035 in (0.3 - 0.9 mm). Maximum clearance is 0.043 in (1.1 mm). Add or subtract spacers as needed to obtain correct clearance.
Install impeller retaining bolt and washer. Torque to 6.9 - 7.6 ftlb (9.3 - 10.3 Nm). Lock balancer shaft with a screwdriver while tightening
impeller bolt.
Install pump cover with a new gasket.
Install remaining components in reverse order of removal.
Fill cooling system with approved coolant. Add correct quantity of oil to crankcase.
Warm engine to operating temperature. Check that coolant is circulating and system is full. Ensure that there are no leaks.
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With engine cool, open radiator drain plug and drain coolant into a suitable container.
Remove radiator pressure cap. Never open cap with engine hot.
Remove and drain coolant reservoir.
If equipped, remove drain plug(s) from engine. When coolant is completely drained, install the plug(s).
Close radiator drain plug.
Install coolant reservoir.
On 2.2L/4-135 engine, remove air vent plug from radiator, Fig. 73.
On all engines, slowly add coolant to radiator until fluid level reaches filler neck.
Slowly add coolant to reservoir until fluid level reaches Full mark.
Install radiator and reservoir caps.
Start and run engine at 2000-3000 RPM. When operating temperature is achieved, stop the engine.
With engine cool, remove radiator and reservoir caps. Never open cap with engine hot.
Add coolant as needed until fluid level is as specified in steps 8 and 9.
Install radiator and reservoir caps.
On 2.2L/4-135 engine, install air vent plug.
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INSTALLATION
1.
2.
3.
4.
5.
Place cooling fan on fan motor, then install mounting nuts, Fig. 1. Apply a suitable locking compound to mounting nuts then securely tighten.
Place fan motor on shroud and install mounting nuts. Ensure fan does not contact shroud when installed.
Assemble shroud to radiator.
Connect fan motor electrical connector, then secure wiring harness to shroud.
Connect negative cable to battery.
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Component Locations
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Diagnostic Connectors
A/C RELAY
Left side of firewall in engine compartment.
CANISTER PURGE CONTROL SOLENOID
The purge control solenoid is located in the engine compartment near the canister, right side fender well.
CLUTCH SWITCH
The clutch switch is located under the dash next to the clutch pedal assembly.
COASTING FUEL CUT SOLENOID
Also called the anti-dieseling switch, this solenoid is located on the carburetor.
CRANK ANGLE SENSOR
The distributor is located on the left end of the transverse engine cylinder head. The crank angle sensor is an integral part of the distributor.
DIAGNOSTIC CONNECTORS
Under L.H. side of dash.
DUTY SOLENOID
The duty solenoid is an integral part of the carburetor.
ELECTRONIC CONTROL UNIT
Under L.H. side of dash.
ENGINE COOLANT TEMPERATURE SENSOR
The sensor is threaded into the water jacket on L.H. side of intake manifold.
EGR SOLENOID
On the firewall near the brake master cylinder.
EGR TEMPERATURE SENSOR
The EGR temperature sensor screws into the intake manifold exhaust gas passage. It is on the underside of the manifold beneath the carburetor
and near the EGR valve.
FLOAT CHAMBER VENT SOLENOID
The float chamber vent solenoid is an integral part of the carburetor.
FUEL PUMP RELAY
Under the L.H. side of the dash, next to the ECU.
HIGH ALTITUDE COMPENSATOR
Air passage is integral part of carburetor. Solenoid is on R.H. side of firewall.
IDLE-UP COMPONENTS
AUTOMATIC TRANSMISSION
^ Idle-up solenoid is on the firewall near the brake master cylinder.
^ Fast Idle Control Device (FICD) solenoid is on the firewall near the windshield wiper motor.
^ Idle-up actuator is on the carburetor, near choke linkages.
^ FICD actuator is on the front of the carburetor body.
MANUAL TRANSMISSION
^ Idle-up solenoid is on the firewall near the brake master cylinder.
^ Fast Idle Control Device (FICD), A/C idle-up solenoid, is on the firewall near the windshield wiper motor.
^ Idle-up actuator is on the carburetor.
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IGNITION RELAY
Behind L.H. side of dash (white connector).
IGNITION SYSTEM IGNITOR/POWER TRANSISTOR
The ignition system ignitor/power transistor is an integral part of the ignition coil, located in the engine compartment, left side firewall.
O2 SENSOR
In the exhaust manifold.
RADIATOR FAN RELAY
Under the L.H. side of the dash, next to the ECU (White 4-pin connector).
VACUUM / ATMOSPHERIC PRESSURE SENSOR
Attached to a bracket on the R.F. fender apron.
VACUUM LINE CONTROL SOLENOID
Attached to a bracket on the R.F. fender apron.
VEHICLE SPEED SENSOR
The vehicle speed sensor is an integral part of the speedometer in the combination meter assembly.
30
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A faulty radiator fan relay system will set code 46 in the on-board diagnostic system. Refer to the schematic diagram and test the relay system with
the diagnostic chart.
L:
B:
Y:
G:
R:
W:
Br:
Lg:
Gr:
Blue
Black
Yellow
Green
Red
White
Brown
Light green
Gray
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1)
2)
3)
Disconnect the two connectors from the engine to body harness. F-45 (2 pole gray) and F-46 (16 pole black). See 1989 Justy Service
Manual, SECTION 6-3, PAGE 61.
4)
Remove the lance support (yellow plastic guide) from the engine harness connector F-46 as shown in Figure 1.
FIGURE 2
5)
Remove the tape from section (A) to the tip of the corrugated tube as shown in Figure 2.
FIGURE 3
6)
7)
Remove the (2) black/red wires, terminals 10 and 14 of connector F-46 engine side of connector (See Figure 3).
Discard the removed terminals by cutting the (2) black/red wires 10 mm back from the terminals. The cut ends must be wrapped with
electrical tape.
8)
Insert the 2 terminals of the new wiring harness into terminal locations 10 and 14 of connector F-46 which were removed in step 6.
After inserting the terminals, confirm that they are completely locked in place.
9)
FIGURE 4
10)
Wrap electrical tape around the corrugated tube which was previously removed in step 5.
11)
Secure the additional wiring harness together with the engine wiring harness by using the three tie-wraps supplied in the kit. See Figure
4.
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FIGURE 5
12)
Bolt the round terminal end of the additional wiring harness onto the intake manifold together with existing ground wiring harness.
(Ground location GE) See Figure 5.
13)
14)
15)
Parts Information
Ground Harness Kit - P/N S0A635012
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11.
12.
13.
14.
15.
16.
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Thermostat Testing
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Exhaust System
PURPOSE
Catalytic converters are used to reduce emissions of hydrocarbons (HC), carbon monoxide (CO), and oxides of nitrogen (NOx).
OPERATION
The catalytic materials within the converter stimulate reactions that reduce the objectional components of exhaust gas to carbon dioxide and
water vapor. For the converter to function properly, the air/fuel ratio must be controlled within a narrow range (as can be accomplished with
electronic fuel injection).
CONSTRUCTION
The basic catalytic materials are platinum (Pt) and rhodium (Rh). A thin film of Pt/Rh mixture is applied to a porous, honeycomb ceramic
carrier. The carrier is installed in a metal case with inlet and outlet for exhaust gas.
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Ignition coil.
Distributor with integral crank angle sensor.
Ignitor.
Distributor cap and high tension wiring for distributing high voltage to the spark plugs.
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Spark Tester
1.
2.
3.
4.
Firing Order: 1 - 3 - 2
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1.
2.
3.
4.
5.
6.
Timing Marks
Completely warm up engine.
Connect Test Mode connector (green connector under dash).
Ensure that transmission is in neutral and lights, rear defogger and heater fan are "OFF."
Hook up timing light, start engine and check timing.
If adjustment is necessary, loosen bolts and rotate distributor. Clockwise rotation advances timing and counterclockwise rotation retards
timing. Retighten bolts when adjustment is complete.
Stop engine and disconnect Test Mode connector.
Ignition Timing (BTDC):
M/T in neutral: 5 @ 800 rpm
A/T in neutral: 5 @ 850 rpm
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Wiring Diagram
Diagnostic Chart
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Diagnostic Chart
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Diagnostic Chart
Distributor
REMOVAL
1. Remove wires from distributor cap and remove cap.
2. Disconnect primary wire.
3. Remove distributor retaining bolt and remove distributor.
4. Remove O-ring.
INSTALLATION
1. Install O-ring onto distributor housing.
2. Lube distributor housing LIGHTLY with anti-seize compound.
3. Install distributor into cylinder and turn rotor to align.
NOTE: Distributor and cam are keyed. Distributor can only be inserted one way.
Install hold down screw and tighten slightly.
Install distributor cap and wires.
Connect electrical connector.
Adjust timing.
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4.
5.
6.
7.
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Distributor
DISASSEMBLY
1. Remove cap retaining screws, then the cap.
Fig. 63
Remove the screw securing the rotor and remove rotor.
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2.
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Fig. 64
3.
4.
5.
6.
Fig. 66
7.
Using two (2) standard screwdrivers, pry off the reluctor. Note which letter on the reluctor (top or bottom) for re-assembly.
Fig. 66
8.
Remove the two (2) screws securing the breaker assembly to the housing and remove the breaker assembly.
Fig. 67
9.
Remove the two (2) screws securing pick-up coil to breaker plate assembly and remove the pick-up coil.
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Fig. 70
ASSEMBLY
1. Assemble in reverse order.
2. Adjust reluctor air gap as follows:
a. Using a brass feeler gauge, measure the distance between the reluctor tips and each pole.
b. Move reluctor until all gaps are equal.
AIR GAP CLEARANCE
0.008 - 0.016 in (0.2 - 0.4 mm)
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Distributor
Distributor
PURPOSE
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Distributes spark to the plug wires, contains the crank angle sensor.
LOCATION
At left side of cylinder head.
OPERATION
The distributor is operated by the camshaft. The distributor has a shaft that is connected to the cam. This shaft turns at the same speed as the
cam. Mounted to the top of this shaft is the distributor rotor. Mounted to the top of the distributor housing is the distributor cap. High volatge
enters the center electrode in the distributor cap and is conducted to the center elctrode of the distributor rotor. As the rotor turns, voltage
passes through the rotor and to the nearest output electrode of the cap. It then passes through the igition wire to the spark plug. This
distributor is equipped with a crank angle sensor. Refer to Computers and Control Systems for description and operation.
Distributor
REMOVAL
1. Remove wires from distributor cap and remove cap.
2. Disconnect primary wire.
3. Remove distributor retaining bolt and remove distributor.
4. Remove O-ring.
INSTALLATION
1. Install O-ring onto distributor housing.
2. Lube distributor housing LIGHTLY with anti-seize compound.
3. Install distributor into cylinder and turn rotor to align.
NOTE: Distributor and cam are keyed. Distributor can only be inserted one way.
Install hold down screw and tighten slightly.
Install distributor cap and wires.
Connect electrical connector.
Adjust timing.
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4.
5.
6.
7.
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Distributor
DISASSEMBLY
1. Remove cap retaining screws, then the cap.
Fig. 63
Remove the screw securing the rotor and remove rotor.
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2.
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Fig. 64
3.
4.
5.
6.
Fig. 66
7.
Using two (2) standard screwdrivers, pry off the reluctor. Note which letter on the reluctor (top or bottom) for re-assembly.
Fig. 66
8.
Remove the two (2) screws securing the breaker assembly to the housing and remove the breaker assembly.
Fig. 67
9.
Remove the two (2) screws securing pick-up coil to breaker plate assembly and remove the pick-up coil.
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Fig. 70
ASSEMBLY
1. Assemble in reverse order.
2. Adjust reluctor air gap as follows:
a. Using a brass feeler gauge, measure the distance between the reluctor tips and each pole.
b. Move reluctor until all gaps are equal.
AIR GAP CLEARANCE
0.008 - 0.016 in (0.2 - 0.4 mm)
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Distributor Cap
PURPOSE
Used to make the connection between the rotor and the correct spark plug wire.
LOCATION
On top of the distributor.
OPERATION
High tension current from the rotor is distributed to the towers of the distributor cap at a pre-set sequence and then to the spark plug wires
which carry the current on to the spark plugs.
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Distributor Rotor
PURPOSE
Directs incoming voltage to the correct output terminal of the diastributor cap.
LOCATION
On top of the diastributor shaft.
OPERATION
As the distributor shaft rotates, so does the rotor. Voltage passes from the center to the output electrode, jumping the gap to the nearest output
terminal of the distributor cap.
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Ignition Wires
Using an ohmmeter, check ignition wire resistance. If resistance is not as specified, replace ignition wires as necessary.
WIRE
OHMS
Coil
#1
#2
#3
4590 - 10710
4580 - 10680
4110 - 9590
2900 - 6760
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Ignition Coil
PURPOSE
Transforms battery voltage into ignition voltage and delivers it in the form of a high voltage surge to the secondary ignition components.
LOCATION
On firewall, near the brake master cylinder.
CONSTRUCTION
The ignition coil contains two sets of copper wire windings around a soft iron core. The primary winding is made of a hundred or so turns of
a heavy gage wire. It is connected to the battery through the ignition relay. The secondary winding contains several thousand turns of wire
wound directly onto the iron core. The ratio of the number of wraps in the secondary winding to the number of wraps in the primary
windings determines the output voltage of the coil. The secondary winding is connected to the coil output tower through the iron core.
OPERATION
When current flow in the primary winding is stopped (by the ignitor), the collapse of the magnetic field causes a voltage to be induced in the
secondary windings. Voltage flows out of the coil's secondary terminal, through the ignition cable, into the spark plug and jumps the
electrode gap to ground causing a spark.
Resistance:
0.81 - 0.99 Ohms
SECONDARY
Terminal:
3 (+) & secondary
Resistance:
8.5k - 11.0k Ohms
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1.
2.
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PURPOSE
Allows the ECU to control ignition coil triggering operation.
LOCATION
On the ignition coil bracket, near the master cylinder,
OPERATION
The EFC System control unit determines the optimum ignition timing from the crank angle signal and other engine operating information and
transmits an operating signal to the power transistor, resulting in spark plug firing. The control unit signal causes primary current to flow to
ground.
Actual spark timing is calculated from these factors:
^ Advance angle when starting the engine.
^ Advance angle at idle.
^ Advance angle determined by engine speed and load under all driving conditions except starting and idling.
A faulty power transistor does not set a trouble code.
Fig. 70
Remove distributor.
Loosen reluctor holddown screws.
Adjust reluctor air gap as follows:
a. Using a brass feeler gauge, measure the distance between the reluctor tips and each pole.
b. Move reluctor until all gaps are equal.
AIR GAP CLEARANCE
0.008 - 0.016 in (0.2 - 0.4 mm)
5.
5.
5.
Tighten screws.
Re-install distributor, rotor and cap.
Adjust ignition timing.
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1.
2.
3.
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PURPOSE
Spark plugs allow high-voltage secondary current to arc across a small air gap to ignite the air/fuel mixture in the combustion chamber.
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INSTALLATION
1. Adjust electrode gap to 0.039 - 0.043 in (1.0 - 1.1 mm).
2. Lightly coat threads of plug with anti-seize compound.
3. Install and thread plug into cylinder head by hand.
4. Torque spark plug to 14 - 22 ftlb (20 - 29 Nm).
5. Apply dielectric compound to the inside of ignition wire boot and install. A slight click will be heard when wire is properly connected.
6. Tighten spark plug to specified torque. Overtorqueing may damage cylinder head threads.
RECOMMENDED SPARK PLUGS
BRAND
PART NO.
--------------------------------NGK
BPR6ES-11
NIPPONDENSO W20EPR-U11
CHAMPION
RC9YC-4
68
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FUEL STORAGE
The fuel storage system consists of a fuel tank, fill spout and filler cap.
FEEDBACK CONTROLLED CARBURETOR
The carburteor is a two-barrel down draft type. It consists of the following systems:
1. Fuel resovoir system;
Float
Return circuit
2. Primary circuit;
Slow system
Main system
Accelerator pump system
Choke system
3. Secondary circuit;
Step system
Main system
4. Coasting fuel cut system
5. Automatic choke system
For a more detailed description of the feedback control system operation, refer to Computers and Control Systems.
FUEL DELIVERY AND RETURN
The fuel delivery system delivers fuel at a pressure and quantity high enough to maintain fuel in the carburetor under all driving conditions.
The fuel delivery components consist of fuel supply lines, a plunger-type fuel pump and a fuel filter assembly.
The fuel return system recovers excess fuel from the carburetor and returns it to the fuel tank. The fuel return line is low pressure and returns
directly to the fuel tank. The fuel return system consist of lines and couplings
FUEL VAPOR RECOVERY
The fuel vapor recovery system provides a route for the recovery of fuel vapors (from the fuel tank and float chamber) either for storage in
the charcoal canister, or for evacuation through the purge control system. The vapor recovery system also consists of lines and couplings.
Additionally contained in the vapor recovery system are two components, an overfill limiter and a fuel check valve. These components
function as evaporative emissions control devices and are covered in detail in Emission Control Systems.
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Fuel Delivery and Air Induction: Initial Inspection and Diagnostic Overview
All troubleshooting must begin by "Checking the Basics". Certain basic faults can be undetectable by the self-diagnostic system of the
ECCS control unit and in some cases can actually interfere with the self-checking and fault memory operation. Low battery voltage, for
example, can cause erroneous faults to set in control unit fault memories or can cause a system to go "Fail Safe" without setting a fault in
memory. On the other hand, system fault memories are cleared whenever the control unit or the battery is disconnected. Therefore, all fault
memories should be read prior to any vehicle power interruption or troubleshooting. Prior to any teardown, repair or component replacement,
the following steps should always be considered.
COMPLAINT VERIFICATION
Whenever possible the repairing technician should personally verify the complaint. Having experienced the malfunction, the technician is
less likely to try to repair non-existent faults.
MALFUNCTION VERIFICATION
Today's sophisticated automotive systems are easily misunderstood, which can lead to repairs that attempt to force a particular system to
perform in a way that it was never intended to operate. Therefore, the troubleshooting technician should compare the system operation to the
nominal system operation as described in the section Description and Operation. Furthermore, the technician is also encouraged to compare
the problem vehicle system operation with a known good vehicle.
PREVIOUS REPAIRS
The vehicle repair history can provide explanations to unusual complaints which seem to elude normal troubleshooting attempts. Incorrect
components or unapproved repairs can have subtle influences on seemingly unrelated systems.
AIR/FUEL RATIO
Adaptive engine management systems efficiently compensate for conditions which may affect the combustion process. However, when
troubleshooting idle quality or driveability complaints, it is still necessary to consider the following:
^
Injector spray pattern quality
^
Presence of unmetered air leaks
^
Evaporative purge system
^
^
^
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TESTING EQUIPMENT
High standard testing equipment is essential if accurate results are expected. The use of faulty equipment will result in erroneous test results.
Use only suitable test leads, terminals and probe tips.
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Troubleshooting
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Fuel Delivery and Air Induction: Component Tests and General Diagnostics
Alcohol-In-Fuel Test
A fuel sample should be drawn from the bottom of the fuel tank so that any water present in the tank will be detected. The sample should be
bright and clear.
If the sample appears cloudy, or contaminated with water (as indicated by a layer at the bottom of the sample), this procedure should not be
used, and the fuel system should be cleaned.
1.
2.
3.
4.
5.
6.
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Make sure the vacuum line from the intake manifold to the air cleaner in blocked off.
Figure 1
2)
3)
Temporarily connect the single pin black "Read Memory" connector (752) and the two pin green "Test Mode" connector (F51) located under
the driver's side of the dash board. See Figure 1.
Start the engine. Ensure proper operating temperature by waiting until the carburetor choke plate is fully open (or when the engine is not
running in the fast idle warm-up mode.) Do not attempt to adjust cold.
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Figure 2
4)
Using the chart and diagram in Figure 2, identify the type of transmission either manual or ECVT and perform the specified adjustments in
the sequence given. See Figure 2.
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Figure 3
Fig. 3
NOTE:For manual transmissions, step number 2, see explanation 5, Figure 3.
Manual Transmissions Only
5)
Use this procedure for condition number 2 (A/C on, blower fan on, and radiator fan on, if equipped). Locate the vacuum hose which connects
the solenoid on the firewall to the top of the adjustable orifice. Temporarily disconnect the vacuum hose at the adjustable orifice and block it
off. Also, the adjustable orifice must be capped. See Figure 3.
NOTE:This adjustment in step 2 can only be performed while the compressor is running because when the compressor cycles off, the lever
controlled by the actuator will move away from the adjusting screw.
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Figure 1
6)
Verify the idle speed adjustments are correct. Turn the ignition off and disconnect the "Read Memory" and "Test Mode" connectors.
7)
8)
Start the engine and make sure the engine idles properly under all electrical and engine load conditions specified in the chart in Figure 2.
NOTE:The idle speed with the read memory end test mode connectors disconnected will be slightly higher in rpm. This condition is normal
because the EFC system is controlling the idle speed.
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5.
6.
7.
8.
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If dwell meter swing is normal, adjust duty ratio and idle speed to specifications by removing concealment plug using a suitable drill, then
rotating adjustment screw. If adjustment for duty ratio and idle speed cannot be obtained, refer to Computers and Control Systems section
for further troubleshooting procedures.
If dwell meter swing is normal and duty ratio and idle speed are satisfactory, road test vehicle for approximately 10 minutes, then recheck
adjustments. If duty ratio and idle speed are as specified, idle mixture is satisfactory.
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Component Locations
On the firewall.
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HAC System
PURPOSE
Leans fuel mixture when vehicle operates above approximately 3000 ft.
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Component Locations
LOCATION
Air passage is integral part of carburetor. Solenoid is on R.H. side of firewal.
OPERATION
When the vacuum/pressure sensor detects atmospheric pressure of 670 mmHg (26.38 in.Hg) or less, the EFC System control unit opens the
high altitude compensator (HAC) solenoid valve to correct for the richer air/fuel ratio at high altitudes. The HAC valve then permits
additional air into the carburetor auxiliary air passage near the main metering passage to lean out the mixture.
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LOCATION
Solenoid is on firewall. Internal passages within carburetor.
OPERATION
The control unit calculates the altitude from the signal sent via the vacuum/pressure sensor. When the vehicle is driven in high altitude, the
control unit energizes a control solenoid. The control solenoid then opens a passage, allowing air into the main air bleed of the carburetor,
therby leaning out the mixture.
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PURPOSE
Provides control for A/F mixture and engine speed.
LOCATION
On top of intake manifold.
OPERATION
Fuel mixture is drawn into the engine for combustion through the carburetor, using the venturi effect. As air is drawn into the engine by the
action of the pistons moving up and down in the cylinders, the narrowed carburetor throat (venturi) causes the air speed to increase and
pressure to drop in this area. Fuel is then drawn from the float bowl through the main jets and main nozzle into the air stream. The amount of
air flow and fuel spray is determined by the opening of the throttle valve and the pressure drop within the venturi area. The air and fuel is
scattered (atomized) by the high speed air flow and vaporized before entering the intake manifold and being burned in the combustion
process.
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CONSTRUCTION
The carburteor is a feedback controlled, two-barrel down draft type. It consists of the following systems:
1. Fuel resovoir system
^ Float
^ Return circuit
2. Primary circuit
^ Slow system
^ Main system
^ Accelerator pump system
^ Choke system
3. Secondary circuit
^ Step system
^ Main system
4. Coasting fuel cut system
5. Automatic choke system
Automatic Choke
PURPOSE
Compensated engine idle speed and A/F mixture for cold engine operation.
LOCATION
Integrated into the carburetor top (choke chamber).
OPERATION
The choke valve is linked to a bimetal spring through a choke lever, so the choke valve is kept open at an angle suitable for ambient
temperature by means of the bimetal spring force.
When the engine starts, the main vacuum diaphragm is operated by vacuum sensed at the downstream portion of the throttle valve. The choke
valve is opened by the vacuum piston and a connecting rod, preventing over-choking.
The auxilary vacuum diaphragm is also operated by vacuum to ease the setting angle of the bimetal spring through a linkage. This holds the
choke valve open slightly to prevent an over-rich mixture.
After the engine starts, a positive temperature coeffecient (PTC) heater warms the bi-metal spring and the choke gradually opens.
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LOCATION
On the firewall.
OPERATION
When the ignition is at ON or START, the solenoid is energized and closes the vacuum hose connecting the float chamber and the canister.
When the key is OFF, the solenoid opens the passage between the float chamber and the canister. This prevents fuel vapor discharge into the
atmosphere. Refer to Emission Control Systems for further information.
Float System
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PURPOSE
Maintains a fuel resovoir in the carburetor.
LOCATION
An integral part of the carburetor.
OPERATION
The primary and secondary circuits of the carburetor share the same float system. Fuel flows from the fuel pump through the lines to the inlet
of the carburetor where it passes through the needle and seat. Fuel entering the chamber rasises a float which in turn pushes the needle into
the seat. As the fuel level in the chamber lowers (due to comsumption) the needle lowers and allows fuel to enter the chamber. This allows
the fuel level to remain suffecient and constant under all operating conditions. The height of fuel within the chamber is adjustable by bending
a tab on the float.
The float chamber is also equipped with a ventilation system. Refer to Emission Control Systems for description of the Float Chamber
Ventilation (FCV) system.
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HAC System
PURPOSE
Leans fuel mixture when vehicle operates above approximately 3000 ft.
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Component Locations
LOCATION
Air passage is integral part of carburetor. Solenoid is on R.H. side of firewal.
OPERATION
When the vacuum/pressure sensor detects atmospheric pressure of 670 mmHg (26.38 in.Hg) or less, the EFC System control unit opens the
high altitude compensator (HAC) solenoid valve to correct for the richer air/fuel ratio at high altitudes. The HAC valve then permits
additional air into the carburetor auxiliary air passage near the main metering passage to lean out the mixture.
Automatic Transmission
PURPOSE
Raises engine speed in responsed to added electrical and A/C load.
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Manual Transmission
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Idle-up Control
PURPOSE
Raises engine speed in responsed to added electrical and A/C load.
Diaphragm Functions
APPLICATION
Models without A/C
Use diaphragm (A) for increasing idle speed for electrical load.
Models with A/C
Use diaphragm (B) for increasing idle speed for electrical load, diaphragm (A) for increasing idle speed due to A/C load.
LOCATION
^ Idle-up solenoid is on the firewall near the brake master cylinder.
^ Fast Idle Control Device (FICD), A/C idle-up solenoid, is on the firewall near the windshield wiper motor.
^ Idle-up actuator is on the carburetor.
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Slow System
PURPOSE
Provides a means for providing the correct A/F mixture during engine idle conditions.
LOCATION
An integral part of the carbuetor.
Main System
PURPOSE
Provides a means for providing the correct A/F mixture during engine cruise conditions.
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LOCATION
An integral part of the carbuetor.
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OPERATION
Refer to Fig. 4a for air and fuel supply.
CONSTRUCTION
Refer to Fig. 4b for component designation.
Step System
PURPOSE
Provides a means for providing a smooth transition between primary circuit and secondary circuit operation.
LOCATION
An integral part of the carbuetor.
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OPERATION
Refer to Fig. 6a for air and fuel supply.
Main System
PURPOSE
Provides a means for providing the correct A/F mixture during engine cruise conditions.
LOCATION
An integral part of the carbuetor.
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Main System
OPERATION
Refer to Fig. 2a for air and fuel supply.
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1) Precautions
Wash all parts in clean gasoline and blow dry with compressed air.
Use new gaskets, cotter pins and lock plate.
Use wrenches and screwdrivers of proper size to prevent damaging parts.
Use petroleum jelly to lube all internal O-rings.
Use silicone grease to lube external linkages and shafts.
Fig. 17
1.
Fig. 18
2.
3.
Fig. 19
4.
5.
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1.
2.
3.
4.
5.
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Fig. 34
Fig. 35
6.
7.
Fig. 20
1.
2.
3.
4.
Install secondary and primary main jets, drain plugs with new washers and a new lock plate.
Install primary slow jet and plug.
Install secondary slow jet and then install air bleed.
Install secondary and primary main air bleeds.
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Fig. 21
1.
2.
3.
Fig. 22
1.
2.
3.
4.
5.
Install mixture screw, spring and case. Seat screw and turn out two (2) turns for temporary adjustment. Do not install concealment plug.
Fig. 23
6.
7.
8.
9.
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109
7) Installing Linkage
Fig. 24
1.
Install fast idle cam connecting rod with washers and new cotter pins.
Fig. 25
2.
3.
Connect accelerator pump connecting rod to pump lever by inserting the rod end into hole in pump lever.
Install pump lever shaft screw, plain washer and spring washer.
Fig. 26
4.
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110
Fig. 27
5.
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Fig. 28
6.
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Fig. 31
1.
2.
Fig. 30
3.
Using a wire gauge, adjust the fast idle screw until clearance G1 is as indicated in illustration.
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112
Fig. 29
7.
8.
9.
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Fig. 31
1.
2.
3.
While holding choke valve closed, open and close throttle to "set" choke.
Release choke valve. If valve does not stay closed, drill out the rivets on the bi-metal spring assembly and adjust. Install new rivets.
With choke valve closed, connect a vacuum pump to the main main vacuum diaphragm.
Fig. 32
4.
5.
6.
3) Secondary Interlock
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Fig. 33
The primary and secondary throttle valves are interlocked so that the secondary throttle valve starts to open when the primary throttle valve is
open to a certain degree. This opening angle of the primary throttle valve and the clearance should be adjusted as illustrated.
1) Precautions
2) Removing Linkage
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Fig. 11
2.
Fig. 12
3.
Fig. 13
4.
5.
6.
Remove pump lever shaft screw, pump lever, washer and spring washer.
Separate accelerator pump connecting rod and and pump lever.
Leave rod connected to throttle drum.
Remove cam connecting rod, cotter pin and washer.
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Fig. 10
1.
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Fig. 14
1.
2.
3.
4.
Fig. 15
3.
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118
Fig. 16
4.
5.
6.
7.
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119
Using a 1/8" drill bit, drill through the mixture screw plug.
CAUTION: Do not allow the drill bit or screw to contact the mixture screw. Damage to the carburetor or mixture screw will result.
2.
3.
4.
5.
6.
Inspection
PRECAUTIONS
^ Disassembled components should be washed in clean gasoline prior to inspection.
^ Particularly small holes and hollows such as fuel passages must be blown with compressed air to remove debris.
^ Do not use wires or drill bits to clean passages.
CHOKE CHAMBER
^ Air horn
Check for cracks, damage on mating surfaces, damage on threads and excessive wear on choke valve shaft contact areas.
^ Choke valve
Check for deformation and rust.
^ Choke valve shaft
Check for wear and twist.
^ Power piston
Check for smooth operation.
^ Float
Check for deformation, damage of seat and stopper and wear of float shaft holes.
^ Needle valve
Check for damage and correct seating of valve.
^ Filter
Check for deformation and damage.
^ Air bleed
Check for damage on thread and groove.
^ Choke spring
Check for rust and deterioration.
^ Accelerator pump boot
Check for crack and damage.
^ Duty solenoid valve
Check for deformation and damage and wear or tear of O-ring.
FLOAT CHAMBER
^ Float chamber body
Check for cracks, damage on mating surfaces, damage on threads and excessive wear on auxiliary valve shaft hole and wear of accelerator
pump cylinder.
^ Injector weight
Check for damage and proper seal on seating surface.
^ Ball
Check for damage or pitting.
^ Piston return spring
Check for tension, deformation and rust.
^ Jet
Check for damage on threads and enlarged or clogged holes
^ Emulsion tube
Check for damage on threads and enlarged or clogged holes
^ Acceleration pump piston
Check for damage or wear.
THROTTLE CHAMBER
^ Throttle chamber body
Check for cracks, damage on mating surfaces, damage on threads and excessive wear on throttle valve shaft hole.
^ Throttle valve
Check for deformation and looseness.
^ Throttle valve shaft
Check for binding, wear, twist and damage to threads.
^ Idle mixture screw
Check for damage to tip, threads and screwdriver slot.
^ Springs
Installation
1.
2.
3.
4.
5.
6.
7.
8.
9
Removal
1.
2.
3.
4.
5.
6.
7.
8.
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PURPOSE
The float chamber ventilation (FCV) solenoid valve vents float chamber fumes through a vapor line to the charcoal canister.
LOCATION
On right side of firewall.
OPERATION
Float chamber vapors are vented to the canister through the solenoid valve at all ignition switch positions except ON and START.
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Fig. 34
Fig. 35
3.
4.
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Fig. 31
1.
2.
3.
While holding choke valve closed, open and close throttle to "set" choke.
Release choke valve. If valve does not stay closed, drill out the rivets on the bi-metal spring assembly and adjust. Install new rivets.
With choke valve closed, connect a vacuum pump to the main main vacuum diaphragm.
Fig. 32
4.
5.
6.
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Fig. 31
Manually hold choke valve closed.
Open throttle to allow the fast idle adjustment screw to rest on top step of fast idle cam.
Fig. 30
3.
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1.
2.
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Using a wire gauge, adjust the fast idle screw until clearance G1 is as indicated in illustration.
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Fig. 33
The primary and secondary throttle valves are interlocked so that the secondary throttle valve starts to open when the primary throttle valve is
open to a certain degree. This opening angle of the primary throttle valve and the clearance should be adjusted as illustrated.
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Dashpot: Adjustments
Dash Pot
1.
2.
3.
4.
5.
Warm up engine to operating temperature and ensure idle speed is within specifications.
Under no load condition, turn throttle lever by hand and increase engine speed until end of dashpot is off throttle cam.
Gradually return throttle lever and note engine RPM when throttle cam contacts end of dashpot.
If engine RPM is not 2300 100 , loosen locknut on dashpot, turn dashpot until desired RPM is reached and tighten locknut securely.
Accelerate engine and ensure idle speed returns correctly as throttle is released.
1.
2.
Using the special tool, confirm that it will not enter the fuel filler inlet.
If the tool enters, replace the fuel filler inlet (fillpipe restrictor).
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1.
2.
3.
4.
5.
6.
7.
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Fuel Filter
PURPOSE
Filters dirt and sediment, and to some extent, seperates water from the fuel.
LOCATION
In front of the L.R. tire, under the vehicle.
CONSTRUCTION
The fuel filter uses a low pressure, cartridge design. It has a filter element built into the plastic case. Fuel flows from the permimeter of the
element to the interior of the filter, then to the carburetor.
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Fig. 21
1.
2.
Remove 3 flange bolts and remove filter/pump bracket. See Fig. 21.
Disconnect fuel pump electrical connector.
Fig. 22
3.
Disconnect hoses from fittings A and B. Cap off hoses to prevent fuel spillage. See Fig. 22.
Fig. 24
4.
5.
INSPECTION
1.
2.
3.
INSTALLATION
1.
Fig. 28
4.
Connect fuel pump electrical connector. Do not allow harness to sag under vehicle. See Fig. 28.
Fig. 29
5.
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Fig. 25
2.
3.
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Fasten filter/pump bracket to body and torque fasteners to 5.3 - 5.6 ft lb (7.2 - 7.6 Nm).
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136
Fig. 30
Fig. 31
6.
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Using Fig. 30 and Fig. 31, confirm hoses are connected and routed correctly.
REMOVAL
Fig. 21
Remove 3 flange bolts and remove filter/pump bracket. See Fig. 21.
Disconnect fuel pump electrical connector.
Fig. 22
3.
Disconnect hoses from fittings A and B. Cap off hoses to prevent fuel spillage. See Fig. 22.
Fig. 24
4.
5.
INSTALLATION
1.
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1.
2.
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Fig. 25
2.
3.
Connect fuel pump electrical connector. Do not allow harness to sag under vehicle. See Fig. 28.
Fig. 29
5.
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138
Fig. 28
4.
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Fig. 30
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139
Fig. 31
6.
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Using Fig. 30 and Fig. 31, confirm hoses are connected and routed correctly.
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Wiring Diagram
Diagnostic Chart
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Diagnostic Chart
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Diagnostic Chart
REMOVAL
Fig. 21
Remove 3 flange bolts and remove filter/pump bracket. See Fig. 21.
Disconnect fuel pump electrical connector.
Fig. 22
3.
Disconnect hoses from fittings A and B. Cap off hoses to prevent fuel spillage. See Fig. 22.
Fig. 23
4.
5.
INSTALLATION
1.
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1.
2.
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Fig. 25
3.
Fig. 27
4.
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145
Fig. 26
2.
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Fig. 28
5.
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146
Connect fuel pump electrical connector. Do not allow harness to sag under vehicle. See Fig. 28.
Fig. 29
6.
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Fasten filter/pump bracket to body and torque fasteners. See Fig. 29.
TORQUE VALUE
5.3 - 5.6 ft.lbs (7.2 - 7.6 Nm)
Fig. 30
Fig. 31
7.
Using Fig. 30 and Fig. 31, confirm hoses are connected and routed correctly.
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Fuel Lines
PURPOSE
Routes fuel between the fuel tank and engine.
OPERATION AND LOCATION
Fuel is supplied to the engine, and returned to the tank through steel fuel line running along the bottom of the vehicle. Where connections are
made, low pressure fuel hose and steel clamps are used.
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Fuel Lines
1.
2.
3.
4.
5.
6.
Loosen clips on hose and tube at front and rear of center pipe. Cap hose leading to tank to prevent fuel spillage.
Remove the following:
^ Heater
^ Carpet
^ side sill cover
^ Rear seat
^ Fuel filler pipe cover
Remove three clamps securing pipe to firewall and remove grommet from firewall.
Remove five clamps securing pipe to front pillar and side sill. Remove grommet from bulkhead.
Remove tubing.
Reverse order to install.
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Fuel Tank
PURPOSE
Storage container for fuel.
LOCATION
Under the rear of the vehicle
CONSTRUCTION
Houses the fuel gauge sending unit. The fuel tank cap incorporates a valve that prevents fuel vapors from escaping as well as allowing air to
displace the fuel as it is used.
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1.
2.
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Fig. 7
4.
Remove separator tank and rollover valve and separate tube (between tank and separator) from separator by moving clip out of its place.
Remove access hole cover and disconnect fuel gauge sending unit connectors.
Fig. 9
7.
8.
9.
10.
Disconnect filler hose from tank (keep hose attached to filler pipe).
Disconnect air vent hose at filler pipe.
Locate filler pipe grommet under floor.
Raise vehicle on hoist.
Fig. 21
13.
14.
Fig. 12
15.
16.
INSTALLATION
1. Connect both evaporation tubes at fuel tank.
2. Clamp evaporation tubes located at upper surface of tank.
Fig. 14
3.
4.
Insert filler and air vent pipes of fuel tank into grommets.
Install fuel tank with fasteners.
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154
Fig. 10
11.
12.
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5.
Fasten filter/pump bracket to body and torque fasteners. See Fig. 29.
Fig. 30
Fig. 31
9.
10.
11.
12.
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155
TORQUE VALUE
5.3 - 5.6 ft.lbs (7.2 - 7.6 Nm)
6.
7.
8.
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Using Fig. 30 and Fig. 31, confirm hoses are connected and routed correctly.
Connect fuel sending unit electrical connector and install cover.
Insert grommet into floor.
NOTE: If the grommet is installed incorrectly, water leakage may occur.
Connect filler and vent hoses.
Install fuel separator.
Install filler pipe cover, inner trim and seat.
Install parking brake.
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1.
2.
3.
4.
5.
6.
7.
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Idle-up Control
PURPOSE
Raises engine speed in responsed to added electrical and A/C load.
Diaphragm Functions
APPLICATION
Models without A/C
Use diaphragm (A) for increasing idle speed for electrical load.
Models with A/C
Use diaphragm (B) for increasing idle speed for electrical load, diaphragm (A) for increasing idle speed due to A/C load.
LOCATION
^ Idle-up solenoid is on the firewall near the brake master cylinder.
^ Fast Idle Control Device (FICD), A/C idle-up solenoid, is on the firewall near the windshield wiper motor.
^ Idle-up actuator is on the carburetor.
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PURPOSE
Prevents fuel from flowing into the canister in the event of vehicle rollover.
LOCATION
In L.R. 1/4 panel.
OPERATION
The valve is constructed of passages and check balls. When the vehicle valve is tilted, the check balls cover the passages, preventing fuel
flow through the valve.
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PURPOSE
Prevents fuel from flowing into the canister in the event of vehicle rollover.
LOCATION
In L.R. 1/4 panel.
OPERATION
The valve is constructed of passages and check balls. When the vehicle valve is tilted, the check balls cover the passages, preventing fuel
flow through the valve.
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Roll-Over Valve
1.
2.
3.
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166
Two-Way Valve
1.
2.
3.
Page 1
Blow through the canister side of the valve. Air should pass with slight resistance. If not replace valve.
Blow through the fuel tank side of the valve. Air should pass with slight resistance. If not replace valve.
Visually inspect the valve and replace if cracks or other problems are detected.
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Fig. 7
4.
Remove seperator tank and rollover valve and seperate tube (between tank and seperator) from seperator by moving clip out of its place.
INSTALLATION
Use reverse order for installation.
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OUTPUTS
Radiator fan
Vacuum line control solenoid
A/C compressor
Duty solenoid valve
EGR solenoid
Cansiter purge control solenoid
Vehicle speed
Clutch switch (FWD M/T)
Crank angle sensor
EGR temperature sensor
Key on
Starter on
Lighting system
Torque signal (A/T)
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Diagnostic Connectors
PURPOSE
The self-diagnosis system detects, stores and has provision for reading codes indicating various faults with electronic engine and emission
controls. A "CHECK ENGINE" light on the instrument panel indicates the presence of trouble codes and flashes the codes. The system has
a fail-safe function which will default to a preset value when a part is judged defective, thereby maintaining minimal driveability until repairs
can be made. ECVT (automatic transmission) models have an additional "CHECK ECVT" light that indicates problems the ECVT control
unit has detected in the transmission system.
LOCATION AND ID
^ CHECK ENGINE LAMP
On the instrument cluster.
^ O2 MONITOR LAMP
On the ECU (under the steering column).
^ TEST MODE CONNECTORS
Near the ECU (Green "T" shaped connectors.)
^ READ MEMORY CONNECTORS
Near the ECU (Black or white "SPADE" connectors.)
OPERATION
For accessing codes, two sets of connectors (Read Memory and Test Mode) and 2 lamps ("CHECK ENGINE" light and Oxygen Monitor) are
used. The Oxygen Monitor lamp (it is an LED on the control unit) flashes the trouble codes. The connectors are for mode selection and the
lamps monitor the type of problem.
The self-diagnosis system has four modes:
^ U-Check Mode:
Only components necessary for proper starting and drive operation are monitored. The "CHECK ENGINE" light will come on when a
fault is detected, indicating the need for further diagnosis. Parts which do not significantly affect starting or driveability are not monitored
in this mode.
^ Read Memory Mode:
This mode is used to read codes of past problems stored in memory and can be accessed when the "CHECK ENGINE" light is off. It is
effective for detecting poor contact or loose electrical connections.
^ D-Check Mode:
This mode checks the entire system and displays any trouble codes currently being monitored.
^ Clear Memory Mode:
This mode removes trouble codes from memory after repairs are made.
RELATIONSHIP BETWEEN MODES AND CONNECTORS
^ U-CHECK MODE:
Ignition "ON," Read Memory disconnected, Test Mode disconnected.
^ READ MEMORY MODE:
Ignition "ON," Read Memory connected, Test Mode disconnected.
^ D-CHECK MODE:
(engine on)
Ignition "ON," Read Memory disconnected, Test Mode connected.
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PURPOSE
The Electronic Fuel Controlled (EFC) Carburetor Control Unit is a digital computer with three main functions:
^ Judging the rich or lean state of the air/fuel ratio according to the oxygen sensor output voltage.
^ Sending control signals to the carburetor duty solenoid valve to make mixture adjustments according to oxygen sensor output voltage and
information input from various other sensors (feedback control).
^ Fixing control signals under specific driving conditions such as cold starting.
LOCATION
The ECU is located behind the left side of the dash board.
OPERATION
When the EFC Control Unit is sending fixed signals without regard to oxygen sensor output voltage, the system is said to be in "open loop."
Conversely, when the control unit is computing signals based on oxygen sensor voltage, the system is said to be in "closed loop."
The EFC Control Unit has built-in preprogrammed values that it will default to if system malfunctions are detected. This usually permits the
vehicle to be driven until repairs are made, although performance will be affected.
The EFC Control Unit has a self-diagnostic function that stores trouble codes in its memory. A "Check Engine" light alerts the driver to seek
service. A technician can then extract trouble codes from memory which indicate where system problems have occurred and make necessary
corrections.
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Diagnostic Connectors
NOTE: Never connect or disconnect the control unit or any sensors with the ignition "ON" unless specifically instructed to do so by a test
procedure. Failure to follow this precaution could result in damage to electronic components.
While there is no specific test for the EFC System control unit, nor does it set a trouble code if a fault occurs in its own circuitry, many of the
component tests lead to the control unit if no other problems are detected. However, by entering the self-diagnostic "Read Memory" and
"D-Check" modes, it is possible to detect certain control unit malfunctions.
Control unit problems can also result from power supply and ground circuit problems. Therefore, these should be checked as well if a faulty
control unit is suspected.
READ MEMORY MODE
1.
2.
3.
4.
Specification Codes
D-CHECK MODE
1.
2.
3.
4.
5.
6.
7.
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If the specification code does not flash, the control unit should be replaced.
Check if specification code coincides with vehicle specifications. If not, measure voltage between ground and the indicated terminal of the
control unit connector.
If voltage does not coincide with vehicle specifications, repair harness.
If voltage does coincide with vehicle specifications, replace control unit.
[1] Specification code is read by observing flash duration of the oxygen monitor LED. Units of ten are 1.2 seconds long and units of 1 are 0.2
seconds. The pause between complete numbers is 1.8 seconds. For example, a specification code of "03" will display three flashes of 0.2
seconds in rapid succession followed by a pause of 1.8 seconds. A code of "30" will display three flashes of 1.2 seconds in succession
followed by a pause of 1.8 seconds.
Wiring Diagram
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Diagnostic Chart
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Diagnostic Connectors
NOTE: Never connect or disconnect the control unit or any sensors with the ignition "ON" unless specifically instructed to do so by a test
procedure. Failure to follow this precaution could result in damage to electronic components.
While there is no specific test for the EFC System control unit, nor does it set a trouble code if a fault occurs in its own circuitry, many of the
component tests lead to the control unit if no other problems are detected. However, by entering the self-diagnostic "Read Memory" and
"D-Check" modes, it is possible to detect certain control unit malfunctions.
Control unit problems can also result from power supply and ground circuit problems. Therefore, these should be checked as well if a faulty
control unit is suspected.
READ MEMORY MODE
1.
2.
3.
4.
Specification Codes
D-CHECK MODE
1.
2.
3.
4.
5.
6.
7.
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If the specification code does not flash, the control unit should be replaced.
Check if specification code coincides with vehicle specifications. If not, measure voltage between ground and the indicated terminal of the
control unit connector.
If voltage does not coincide with vehicle specifications, repair harness.
If voltage does coincide with vehicle specifications, replace control unit.
[1] Specification code is read by observing flash duration of the oxygen monitor LED. Units of ten are 1.2 seconds long and units of 1 are 0.2
seconds. The pause between complete numbers is 1.8 seconds. For example, a specification code of "03" will display three flashes of 0.2
seconds in rapid succession followed by a pause of 1.8 seconds. A code of "30" will display three flashes of 1.2 seconds in succession
followed by a pause of 1.8 seconds.
Wiring Diagram
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Diagnostic Chart
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Wiring Diagram
A faulty vacuum/atmospheric pressure sensor will set code 23 in the on-board diagnostic system. Refer to the schematic diagram and test the
sensor with the diagnostic chart.
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Diagnostic Chart
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Wiring Diagram
A faulty vacuum/atmospheric pressure sensor will set code 23 in the on-board diagnostic system. Refer to the schematic diagram and test the
sensor with the diagnostic chart.
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Diagnostic Chart
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Oxygen Sensor
PURPOSE
The oxygen sensor measure the oxygen content in the exhaust and sends a voltage signal to the ECU.
LOCATION
In the exhaust manifold.
CONSTRUCTION
The sensor consists of a steel housing, sensor tip and its protective sleeve. The sensor tip itself is made from a platinum covered
zirconium-oxide pipe.
OPERATION
This sensor produces a measureable voltage by comparing the amount of oxygen in the exhaust gas with the amount in the ambient air.
The sensor operates only within a certain temperature range of approx. 545 - 1530F (285 - 850C).
The exhaust gases reach the outer surface of the oxygen sensor tip via the openings in the protective sleeve. Ambient air reaches the sensor's
inner surface via channels. The differance in oxygen content produces a voltage read by the ECU.
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REMOVAL
1.
2.
3.
4.
5.
6.
NOTE: Do not use excessive force to remove the oxygen sensor, especially when the exhaust manifold is cold. Damage to the manifold may
result.
Disconnect sensor harness connector.
Remove exhaust manifold cover plate.
Apply SUBARU CRC (004301003) or equivalent to oxygen sensor threads and let stand for at least one minute.
Loosen oxygen sensor by turning it 10 to 40 degrees with an appropriate tool.
Repeat application of SUBARU CRC (004301003) or equivalent and let stand again for at least one minute.
Finish removing the sensor.
INSTALLATION
NOTE: Never apply anti-seize compound to the louvred end of the oxygen sensor.
1.
2.
3.
4.
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Service Procedures
Because Alldata's information dates back to the early 1980s, service and repair procedures will at times instruct technicians to vent Freon into the
atmosphere when opening the air conditioning refrigeration circuit. The Clean Air Act Amendment of 1990 requires that Freon be recovered
when accessing the air conditioning circuit and that technicians hold a refrigerant recovery and handling certification.
The Ozone Layer
A thin layer of ozone molecules, located 10 to 30 miles above the earth, form a protective cover by absorbing a portion of the ultraviolet (UV)
radiation emitted from the Sun.
Ozone Depletion
Scientific research performed over the past 15 years links the release of chlorofluorocarbons (CFC)s, also know by the trade name Freon) into the
atmosphere to ozone depletion. When CFC's are released into the atmosphere, they eventually reach the ozone layer located in the stratosphere
where they react with and destroy ozone molecules.
Harmful Effects
Ozone depletion and the corresponding increase in UV radiation has been shown to lead to higher incidents of cancer as well as global warming.
When viewed from a global perspective, ozone depletion holds an enormous potential for damage.
Upper Level vs. Ground Level Ozone
Confusion often arises when we hear about the necessity of the ozone layer and ground level ozone. The ozone layer existing high above the
earth is beneficial but the same compound, when located at ground level, is harmful to humans, animals, crops and vegetation.
Ground level ozone is a component of smog and forms when hydrocarbons (HC) react with nitrogen oxides (NOx) in the presence of sunlight and
heat.
Montreal Protocol
In response to the growing body of evidence demonstrating the detrimental effects of (CFC)s, 24 countries and the European community met in
Montreal, Canada, in 1987 to establish standards for the control of (CFC)s. Since that time, a total of 132 countries have become signatories to
this agreement leading to an end of production of R12 in December, 1995, in all developed countries.
As established by the Montreal Protocol, R12 production in developed countries has ceased.
Clean Air Act
The United States Congress, acting in response to the Montreal Protocol, banned production of (CFC)s by the year 2000. Congress also amended
the Clean Air Act in an effort to control both the production and use of (CFC)s for refrigerant applications including mobile vehicle air
conditioning systems.
Alternative Refrigerants
The introduction of alternative refrigerants, primarily the hydrofluorocarbon (HFC) 134a, aims at preventing further ozone layer depletion.
Because 134a is chlorine free, it is deemed ozone safe.
Technician Certification
Organizations providing technician refrigerant recovery and recycling certification include:
National Institute for Automotive Service Excellence (ASE)
13505 Dulles Technology Drive, Suite 2
Herndon, VA 22071-3421
Phone: (703) 713-3800
Fax: (703) 713-0727
http://www.asecert.org/
International Mobile Air Conditioning Association (IMACA)
P.O. Box 9000
Fort Worth, TX 76147-2000
Phone: (817) 338-1100
Fax: (817) 338-1451
Mobile Air Conditioning Society (MACS) Worldwide
P.O. Box 100
East Greenville, PA 18041
Phone: 215-679-2220
Fax: 215-541-4635
http://www.macsw.org/
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If liquid refrigerant contacts the eyes, bathe eyes quickly in cool water and apply a non-irritating disinfectant oil. Contact a physician immediately.
Do not attempt self-treatment.
2.
If liquid refrigerant contacts the skin, do not rub. Flush area with cool water and apply clean petroleum jelly. Contact a physician immediately.
Do not attempt self-treatment.
Shops performing A/C service must be equipped with approved refrigerant recycling equipment. Technicians must be trained in proper handling
of R-12 and in the operation of recycling equipment.
2.
As either gas or liquid, Freon (R-12) is colorless and odorless. It boils (vaporizes) at - 21.7F. Liquid refrigerant that may contact the skin will
momentarily be approximately 22F below zero.
3.
4.
Do not handle refrigerant near an open flame. Poisonous phosgene gas is produced when R-12 is burned.
5.
Keep refrigerant service and storage drums below 104F (40C). Pressure caused by high temperatures may cause safety plugs to blow or drums
to burst.
6.
When connecting and disconnecting manifold gauges, ensure that both gauge valves and compressor service valves (if equipped) are closed.
7.
8.
When disconnecting or connecting refrigerant lines, use a back-up wrench and torque carefully. Over-tightening will result in line and flare seat
distortion and a system leak.
9.
After disconnecting gauge lines, check valve areas to be sure service valves are correctly seated and Schrader valves (if equipped) are not leaking.
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1.
A/C systems are extremely sensitive to contamination by moisture and dirt. Maintain a clean, dry work area.
2.
If the system has been open for an extended period (such as during collision repairs), a new receiver/dryer must be installed to prevent system
damage and/or poor performance caused by moisture.
3.
When disconnecting or connecting refrigerant lines, use a back-up wrench and torque carefully. Over-tightening will result in line and flare seat
distortion and a system leak.
4.
To prevent entry of dirt and/or moisture, immediately plug opening on any disconnected lines or components.
5.
Cleanliness is especially important when servicing compressors because of close tolerances used in these units. Compressor repairs should not be
attempted unless all proper tools are at hand and a virtually spotless work area is provided.
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Discharge System
Refrigerant recovery and recycling stations facilitate recovery and reuse of refrigerant after contaminants and moisture have been removed.
When using a recovery or recycling station, follow manufacturer's operating instructions and note the following:
1.
2.
3.
4.
5.
6.
7.
8.
9.
Use extreme caution and observe all safety and service precautions related to refrigerant use.
Connect refrigerant recycling station hose(s) to vehicle A/C service port(s) and recovery station inlet fitting. Hoses used should have shutoff
devices or check valve within 12 inches of hose ends to minimize introduction of air into recycling station and to minimize amount of refrigerant
release when hose(s) is disconnected.
Turn on recycling station to start recovery process. Allow recycling station to pump refrigerant from A/C system until station pressure gauge
indicates vacuum.
After vehicle A/C system has been evacuated, close station inlet valve, if equipped.
Turn station Off. On some stations the pump will automatically be turned off by a low pressure switch.
Allow vehicle A/C system to remain closed for approximately two minutes. Observe vacuum level indicated on gauge. If pressure does not rise,
disconnect recycling station hose(s).
If system pressure rises, repeat steps 3 through 6 until vacuum level remains stable for two minutes.
Service A/C system as necessary.
Evacuate and recharge A/C system.
Evacuate System
Specification for system pump-down used here is 28 - 29.5 inches vacuum. This reading can be attained at or near sea level only. For each 1000 feet of
altitude, vacuum reading will be 1 inch lower. For example, at 5000 feet, only 23 - 24.5 inches of vacuum can be obtained. The system must be
completely discharged before evacuation. Damage to vacuum pump may result if pressurized refrigerant is allowed to enter.
1.
2.
3.
4.
5.
6.
With gauges connected, remove cap from vacuum hose connector. Install gauge manifold center hose to vacuum pump connector. Open low side
gauge manifold valve only.
Ensure low side gauge is calibrated correctly. It should be reading zero. If not, adjust calibration.
Evacuate system until low pressure gauge reads at least 28 inches of vacuum. Continue evacuating system for an additional 15 minutes for routine
system servicing. If any parts have been replaced, evacuate for 20 to 30 minutes.
When system evacuation is complete, close low side gauge manifold hand valve and turn vacuum pump off.
Check ability of system to hold vacuum. Watch low side gauge to see that it does not rise faster than 1 inch vacuum every 4 to 5 minutes. if low
side gauge rises too rapidly, install partial charge and leak test. Evacuate system again.
If system holds vacuum, charge system with refrigerant.
6.
7.
8.
5.
6.
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Recovery/Recycling Stations
NOTE: Do not attempt to use refrigerant recovery/recycling stations until fully trained to do so.
Refrigerant recovery/recycling stations facilitate recovery and reuse of refrigerant after contaminants and moisture have been removed.
When using a recovery/recycling station, follow manufacturer's operating instructions and note the following:
1.
2.
3.
4.
5.
6.
7.
8.
9.
Use extreme caution and observe all safety and service precautions related to refrigerant use.
Connect refrigerant recycling station hose(s) to vehicle A/C service port(s) and recovery station inlet fitting. Hoses should have shutoff devices
within 12 inches of hose ends to minimize introduction of air into recycling station and to minimize amount of refrigerant release when hose(s)
are disconnected.
Turn on recycling station to start recovery process. Allow recycling station to pump refrigerant from A/C system until station pressure gauge
indicates vacuum.
After vehicle A/C system has been evacuated, close station inlet valve, if equipped.
Turn off station. On some stations the pump will automatically be turned off by a low pressure switch.
Allow vehicle A/C system to remain closed for about two minutes. Observe vacuum level indicated on gauge. If pressure does not rise,
disconnect recycling station hose(s).
If system pressure rises, repeat steps 3 through 6 until vacuum level remains stable for two minutes.
Service A/C system as necessary.
Evacuate and recharge A/C system.
1.
2.
3.
4.
5.
6.
7.
To check for excess non-condensable gases (air), keep container at 65F (18.3C) or above for 12 hours, out of direct sunlight.
Connect pressure gauge, calibrated in 1 psi divisions (0.1 kg/cm2), to container and read pressure.
Measure air temperature within 4 inches (10 cm) of container with accurate thermometer.
Compare pressure to image charts. Determine if pressure is at or below limits shown.
If pressure is lower than limit shown for a given temperature, refrigerant is okay to use as is.
If pressure is higher than limit shown for a given temperature, slowly vent vapor from top of container into recovery/recycling unit. Continue until
pressure falls below limit shown in charts.
If container pressure still exceeds limits shown, recycle entire contents.
Storage Containers
Use only DOT CFR Title 49 containers for recycled refrigerant. Never collect, salvage, or store recycled refrigerant in a disposable container.
Before any container of recycled refrigerant is used, it must be checked for non-condensable gases (air). Refer to CHECKING RECYCLED
REFRIGERANT.
1.
2.
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Use only DOT approved containers and evacuate to at least 27 in Hg (75 mm Hg absolute pressure) before transferring refrigerant.
To prevent overfilling during transfer, never fill container more than 60% of its gross weight rating (18 lb. in a 30 lb. container and 30 lb. in a 50
lb. container).
"Empty" disposable containers still contain traces of refrigerant. Evacuate before disposing of container.
Connect recovery/recycling unit to container and evacuate remaining refrigerant. Once container shows a vacuum, close valve. Mark container
"EMPTY" and properly dispose of.
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The ``Suniso 5GS'' for Hitachi A/C and ``Atmos S150'' for Panasonic A/C refrigeration lubricant should be used to ensure correct compressor
operation. Use of oils other than recommended or mixing of the oil with other oils will cause a chemical reaction resulting in insufficient lubrication.
The oil absorbs moisture as it contacts the air. Do not expose it to the atmosphere for an extended period of time. Cap all fittings as soon as possible.
Refer to oil charge table in Fig. 6 when servicing the air conditioning system for oil replacement quantities.
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Component Locations
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Diagnostic Connectors
A/C RELAY
Left side of firewall in engine compartment.
CLUTCH SWITCH
The clutch switch is located under the dash next to the clutch pedal assembly.
DIAGNOSTIC CONNECTORS
Under L.H. side of dash.
DUTY SOLENOID
The duty solenoid is an integral part of the carburetor.
EGR SOLENOID
On the firewall near the brake master cylinder.
IDLE-UP COMPONENTS
AUTOMATIC TRANSMISSION
^ Idle-up solenoid is on the firewall near the brake master cylinder.
^ Fast Idle Control Device (FICD) solenoid is on the firewall near the windshield wiper motor.
^ Idle-up actuator is on the carburetor, near choke linkages.
^ FICD actuator is on the front of the carburetor body.
MANUAL TRANSMISSION
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1. Using a flat-bladed screwdriver, remove the clamps and the evaporator upper case.
2. Remove thermostat from upper case. (Thermistor is inserted into specified evaporator fin position.) When installing thermostat, be sure to insert
thermistor into specified fin position.
3. Disconnect the connection between the expansion valve and pipe from receiver drier.
4. Remove the expansion valve from pipes.
5. To install expansion valve, reverse removal procedures. Properly wrap capillary tube of expansion valve with seal.
Tightening torque: Nm (kg-m, ft-lb)
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11.
12.
13.
14.
15.
16.
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Vehicle: Specifications
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55 A
Test Output
30 A at 2500 rpm
55 A at 5000 rpm
Altitude Compensator
RESISTANCE
Between terminals......................................................................................................................................................................... 32.7 - 39.9 ohms
RESISTANCE
Between terminals......................................................................................................................................................................... 32.7 - 39.9 ohms
Standard Battery
Standard Battery
35
RESISTANCE
Between terminals......................................................................................................................................................................... 32.7 - 39.9 ohms
RESISTANCE
Between terminals ............................................................................................................................................................................ 30 - 50 ohms
Clutch Switch
RESISTANCE
Between terminals......................................................................................................................................................................... 32.7 - 39.9 ohms
Electrical Components
RESISTANCE
Between terminals......................................................................................................................................................................... 32.7 - 39.9 ohms
RESISTANCE
Between terminals ...................................................................................................................................................................... 32.7 - 39.9 ohms
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RESISTANCE
Between terminals......................................................................................................................................................................... 32.7 - 39.9 ohms
Fuel Pump
RESISTANCE
Between terminals................................................................................................................................................................ other than 0 or infinity
RESISTANCE
Between terminals ....................................................................................................................................................... Between 10 and 100 ohms
Ignition Cable
RESISTANCE
Cylinder #1 ........................................................................................................................................................................... 4.58 - 10.68 K ohms
Cylinder #2 ............................................................................................................................................................................. 4.11 - 9.59 K ohms
Cylinder #3 ............................................................................................................................................................................. 2.90 - 6.76 K ohms
Coil wire ............................................................................................................................................................................... 4.59 - 10.71 K ohms
Ignition Coil
Primary resistance ............................................................................................................................................................................................. 0.9 ohms
Secondary resistance ...................................................................................................................................................................................... 10 K ohms
General
IGNITION TIMING SPECIFICATIONS
Manual Transmission.................................................................................................................................................................. 5 BTDC/800 50 rpm
Automatic Transmission (ECVT)................................................................................................................................................ 5 BTDC/850 50 rpm
SPARK PLUGS
Gap....................................................................................................................................................................................... 1.0-1.1 mm (0.039-0.043 in)
TORQUE SPECIFICATIONS
Coolant temperature sensor.......................................................................................................................................................... 22-27 Nm (16-20 ft lb)
Oxygen sensor.............................................................................................................................................................................. 25-34 Nm (18-25 ft lb)
Spark plugs.................................................................................................................................................................................... 18-24 Nm (13-17 ft lb)
Ignition Timing
RESISTANCE
Between terminals ....................................................................................................................................................... Between 10 and 100 ohms
RESISTANCE
Between terminals ....................................................................................................................................................... Between 10 and 100 ohms
Speed
No Load Test
45 A
11.5 V
5500 rpm
Torque Test
200 A
8V
---
228
Front Axle
16-23 ft.lb
Guide Pin
25-33 ft.lb
12-17 ft.lb
Nominal Thickness
0.71 in
0.61 in
0.0059 in
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229
Rear Axle
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Clutch
Release
Fork
Pivot 11-18
1989
Subaru
Justy
Hatchback
2WDft.lb
L3-1.2L SOHC (Carb)
Subaru Justy Hatchback 2WD L3-1.2L SOHC (Carb)
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COLD FAST
IDLE SPECIFICATIONS
IGNITION
TIMING
Clearance G1
transmission ................................................................................................................................................... 0.0303
in (0.77 mm,
ManualManual
Transmission..................................................................................................................................................................
5 BTDC/800
50 12)
rpm
Automatic
transmission
.............................................................................................................................................. 0.0339
in (0.86 mm,
Automatic
Transmission
(ECVT)................................................................................................................................................
5 BTDC/850
5013)
rpm
SPARK
PLUGS
Float Drop
Clearance A ...................................................................................................................................................................................... 1.835 in (46.6 mm)
Gap....................................................................................................................................................................................... 1.0-1.1 mm (0.039-0.043 in)
Float
Height
TORQUE
SPECIFICATIONS
Dashpot
Service Specifications
Part 1 Of 3
Engine Specifications
231
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Part 2 Of 3
Torque Specifications
TORQUE SPECIFICATIONS
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Part 3 Of 3
Maintenance Standards
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System Specifications
Refer to Engine Specifications for Camshaft/Lifter service and torque specifications.
See: Engine, Cooling and Exhaust/Engine/Specifications/Mechanical Specifications
System Specifications
Refer to Engine Specifications for Cylinder Block Assembly service and torque specifications.
See: Engine, Cooling and Exhaust/Engine/Specifications
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Main Bearing
1.6525-1.6529 in
Crank Pin
1.6531-1.6535 in
0.0012 in
Taper All
0.008 in
Main Bearings
0.0006-0.0018 in
0.0008-0.0021 in
0.0031-0.0070 in
0.7084-0.7087 in
0.0002-0.0003 in
Compression
0.0079-0.0138 in
Oil
0.012-0.035 in
0.0014-0.0030 in
0 in
0.0015-0.0028 in
29 ft.lb
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29-33 ft.lb
Standard Diameter
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4th Step
241
51 - 57 ft.lb
Service Specifications
Refer to Engine Specifications for Cylinder Head Assembly service and torque/sequence specifications.
See: Engine, Cooling and Exhaust/Engine/Specifications
Intake
0.006 in
Note: Cold
Exhaust 0.010 in
Note: Cold
Inside Diameter
Inside Diameter
Seat Angle
Seat Width
45 deg
Intake
0.039 in
Exhaust 0.051 in
1.8311 in
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Stem Diameter
Intake
Intake
0.2742-0.2748 in
0.0008-0.0020 in
Exhaust 0.0016-0.0028 in
Overall Length
Intake
4.26 in
Exhaust 4.27 in
Face Angle
45 deg
Margin
0.039 in
System Specifications
Refer to Engine Specifications for Engine Lubrication torque specifications.
See: Engine, Cooling and Exhaust/Engine/Specifications
1.1693-1.1709 in
1.5957-1.5968 in
Free Length
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Exhaust 0.2734-0.2740 in
Stem To Guide Clearance
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Intake Manifold
Refer to Engine Specifications for Intake Manifold torque specifications.
See: Engine, Cooling and Exhaust/Engine/Specifications
Exhaust Manifold
Refer to Engine Specifications for Exhaust Manifold torque specifications.
See: Engine, Cooling and Exhaust/Engine/Specifications
Flex Plate
Refer to Engine Specifications for Flex Plate torque specifications.
See: Engine, Cooling and Exhaust/Engine/Specifications
Flywheel
Refer to Engine Specifications for Flywheel torque specifications.
See: Engine, Cooling and Exhaust/Engine/Specifications
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Fuel Lines
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Fuel Tank
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General
IGNITION TIMING SPECIFICATIONS
Manual Transmission.................................................................................................................................................................. 5 BTDC/800 50 rpm
Automatic Transmission (ECVT)................................................................................................................................................ 5 BTDC/850 50 rpm
SPARK PLUGS
Gap....................................................................................................................................................................................... 1.0-1.1 mm (0.039-0.043 in)
TORQUE SPECIFICATIONS
Coolant temperature sensor.......................................................................................................................................................... 22-27 Nm (16-20 ft lb)
Oxygen sensor.............................................................................................................................................................................. 25-34 Nm (18-25 ft lb)
Spark plugs.................................................................................................................................................................................... 18-24 Nm (13-17 ft lb)
Distributor, Ignition
Firing Order
Firing Order: 1 - 3 - 2
Spark Plugs
13-17 ft.lb
Oxygen Sensor
IGNITION TIMING SPECIFICATIONS
Manual Transmission.................................................................................................................................................................. 5 BTDC/800 50 rpm
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Speedometer Gear
10-13 ft.lb
Tightening Specifications
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Front Axle
Stabilizer Clamps
13-28 ft.lb
Stabilizer Link-To-Mount
6-10 ft.lb
Tightening Specifications
EGR Valve
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Rear Axle
Crossmember To Body
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VACUUM SPECIFICATIONS
EGR valve opening:
Manual transmission...................................................................................................................................................... 26.7 kPa (7.87 in Hg)
Automatic transmission (ECVT)................................................................................................................................... 20.0 kPa (5.91 in Hg)
Idle vacuum................................................................................................................................................... 62.7 - 66.7 kPa (18.50 - 19.69 in Hg)
System Specifications
VACUUM SPECIFICATIONS
EGR valve opening:
Manual transmission................................................................................................................................................................ 26.7 kPa (7.87 in Hg)
Automatic transmission (ECVT)............................................................................................................................................. 20.0 kPa (5.91 in Hg)
Air cleaner vacuum motor opening, underhood air temperature below 38 C (100 F):
Cool air admission.......................................................................................................................................................... below 6.0 kPa (1.77 in Hg)
Hot air admission.......................................................................................................................................................... above 12.0 kPa (3.54 in Hg)
Idle vacuum.................................................................................................................................................................. 62.7-66.7kPa (18.50-19.69 in Hg)
System Specifications
ENGINE IDLE VACUUM ............................................................................................................... more than 18.50 - 19.69 in Hg (62.7 - 66.7 kPa)
Fuel Pressure
At idle ................................................................................................................................................................................. 1.3 - 2.0 psi (8.8 - 13.7 kPa)
Fuel Pump
At idle ................................................................................................................................................................................. 1.3 - 2.0 psi (8.8 - 13.7 kPa)
Relief Pressure
Relief Pressure
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With Heater
4.5 qt (US)
With A/C
4.5 qt (US)
3 qt (US)
CAPACITY, Refill:
Ex. XT-Coupe................................................................................................................................................................................... 1.2 liters 2.6 pints
XT-Coupe.......................................................................................................................................................................................... 1.4 liters 3.0 pints
Differential-Rear
FLUID
Standard..................................................................................................................................................................................... 75W-90, 80W-90 GL-5
Above 30F (0C), 90; above -20F (-30C), 85W;
below 90F (32C), 80W
Limited-Slip................................................................................................................................................................................................ 80W-90 GLS
CAPACITY, Refill:
All models.......................................................................................................................................................................................... 0.8 liters 1.6 pints
4.8 pt (US)
System Specifications
MAKE, YEAR & MODEL
Kg.
Oz.
0.6
0.9
0.8
0.7
0.7
0.8
0.7
22
32
30
27
27
29
27
SUBARU
1992
1992-90
1991-86
1989-88
1987-83
SVX
Legacy
Loyale
XT Coupe
Sedan, Wagon: Hitachi
Panasonic
Sedan, Wagon
Refrigerant
Refrigerant Capacity
Hitachi Compressor .................................................................................................................................................. 0.74 - 0.79 kg (1.63 - 1.74 lbs)
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Refrigerant Oil
When draining the evaporator and compressor, drain all oil out of the new compressor and then charge the compressor with the total amount of 140
ml (4.7 US fl oz, 4.9 Imp fl oz) oil [70 ml (2.4 US fl oz, 2.5 Imp fl oz) for the evaporator and [70 ml (2.4 US fl oz, 2.5 Imp fl oz) for compressor].
TYPE..................................................................................................................................................................................................................... SF, SG
CAPACITY Refill:*
3-cyl. 1189cc.................................................................................................................................................................................. 2.8 liters 3.0 quarts
4-cyl. 1595cc.................................................................................................................................................................................. 3.5 liters 3.7 quarts
4-cyl. 1781cc.................................................................................................................................................................................. 4.0 liters 4.2 quarts
4-cyl. 1820cc.................................................................................................................................................................................. 4.0 liters 4.2 quarts
4-cyl. 2212cc.................................................................................................................................................................................. 4.5 liters 4.8 quarts
6-cyl. 2672cc.................................................................................................................................................................................. 5.0 liters 5.3 quarts
6-cyl. 3318cc.................................................................................................................................................................................. 6.0 liters 6.3 quarts
*Capacity shown is without filter. When replacing filter, additional oil may be needed
1985-87:
Above 90F (32C)........................................................................................................................................................................................................ 40
32 to 90F (0 to 32C).................................................................................................................................................................... 30, 20W-40, 20W-50
Below 90 F (32C)................................................................................................................................................................ 10W-30, 10W-40, 10W-50
Below -10F (-23C).............................................................................................................................................................................. ex. Turbo 5W-30
Below -13F (-25C).................................................................................................................................................................................. Turbo 5W-30*
1988-92:
Warm climate & H.D. applications................................................................................................................................. 30,40,10W-50,20W-40,20W-50
-5to 95F (-21 to 35C)....................................................................................................................................................................... 10W-30, 10W-40
Below 32F (0C)................................................................................................................................................................................................ 5W-30*
*Not recommended for sustained high-speed driving
Fluid Type
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Fuel
Refrigerant Type
R-12
Vehicle: Locations
Component Locations
Back-Up Lamp Switch: On Transmission Case
Blower Motor: Under Instrument Panel, RH Side
Brake Fluid Level Sensor: Inside Brake Fluid Reserve Tank
EFC Unit: Behind Instrument Panel LH Side
FWD/4WD Solenoid Valve: Attached To Toe Board
Headlamp Relay: Behind Instrument Panel LH Side
Intermittent Wiper Unit: Incorporated In Wiper & Washer Switch
Oxygen Sensor: Attached To Exhaust Pipe
Parking Brake Switch: At Base Of Parking Brake Lever
Pressure Sensor & Solenoid (VLC): Attached To RH Wheel Apron
Rear Wiper Motor: Inside Rear Gate
Revolution Sensor: Under Instrument Panel RH Side
Seat Belt Warning Timer Unit: Under Instrument Panel RH Side
Slow-Cut Valve: Attached To Carburetor
Solenoid (CAN): Attached To RH Wheel Apron
Solenoid (FCV): Attached To Toe Board
Solenoid (HAC): Attached To Toe Board
Thermometer: Attached To Intake Manifold
Thermoswitch (Radiator Fan): Attached To Intake Manifold
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Front Harness
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Hatchback Harness
Hatchback Connector ID
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Vehicle: Diagrams
Symbol Identification
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Black ...........................................................................................................................................................................................................................
Blue .............................................................................................................................................................................................................................
Brown ........................................................................................................................................................................................................................ BR
Brown ......................................................................................................................................................................................................................... Br
Gray ............................................................................................................................................................................................................................ Gr
Green ..........................................................................................................................................................................................................................
Orange ...................................................................................................................................................................................................................... OR
Pink .............................................................................................................................................................................................................................
Red ..............................................................................................................................................................................................................................
White .........................................................................................................................................................................................................................
Yellow .........................................................................................................................................................................................................................
Battery Precautions
CAUTION:
- Never use a booster/starter which has a voltage rating above 12 volts to start engine.
- Always ensure the battery is properly connected to the vehicle prior to attempting to start engine.
- Don't disconnect the battery when the engine is running.
- When charging a battery, be sure battery cables are disconnected.
- The battery contains acid and produces explosive gas (hydrogen). Avoid creating sparks near battery.
CAUTION:
- Prior to disconnecting, fully release connector locks.
- Ensure connectors are fully seated and all insulators and shields are in place when installed.
- Never connect or disconnect electrical connections with the ignition switch ON, unless directed to do so by a test procedure.
- Do not test continuity with a self powered test lamp.
- Avoid arcing when checking circuit continuity.
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STATIC DISCHARGE
- Before handling electronic parts discharge static charges by touching ground or maintaining a ground connection to a bare skin area.
- Never touch control unit connector pins, integrated circuit connector pins, or soldered components on the control unit circuit board.
TESTING
- When measuring voltage at the control unit harness connector disconnect harness connector with the ignition OFF then turn ignition ON as
necessary.
- To prevent deforming control unit harness connectors do not probe terminals directly. Instead insert a pin from the harness side and perform
measurements through pin.
CONTROL UNIT DAMAGE
- Do not try to disassemble the control unit.
- Before performing electrical welding disconnect the battery, climate control, injection, cruise control, control unit, and radio.
- If temperatures may exceed 176F (80C) remove all control units.
- Avoid getting water on any fuel and engine control system components.
- Never apply battery power to a component unless directed to do so in a test procedure.
NOTE: Before disconnecting battery ground, access trouble codes and radio presets. Control unit memory is erased when ground is removed.
CAUTION:
^ Disconnect battery ground before servicing electronic components.
^
To avoid induced voltage spikes, all fuel and engine control system wiring should be at least 4 inches away from ignition wires.
Electrostatic Discharge
PURPOSE
The purpose of circuit protection is to protect the wiring assembly during normal and overload conditions. An overload is defined as a current
requirement that is higher than normal. This overload could be caused by a short circuit or system malfunction. The short circuit could be the
result of a pinched or cut wire or an internal device short circuit, such as an electronic module failure.
The circuit protection device is only applied to protect the wiring assembly, and not the electrical load at the end of the assembly. For
example, if an electronic component short circuits, the circuit protection device will assure a minimal amount of damage to the wiring
assembly. However, it will not necessarily prevent damage to the component.
CIRCUIT PROTECTION DEVICES
There are three basic types of circuit protection devices: Circuit Breaker, Fuse and Fusible Link.
CIRCUIT BREAKERS
A circuit breaker is a protective device designed to open the circuit when a current load is in excess of rated breaker capacity. If there is a
short or other type of overload condition in the circuit, the excessive current will open the circuit between the circuit breaker terminals.
There are two basic types of circuit breakers used in this vehicle: cycling and non-cycling.
Cycling Circuit Breaker
The cycling breaker will open due to heat generated when excessive current passes through it for a period of time. Once the circuit
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breaker cools, it will close again after a few seconds. If the cause of the high current is still present it will open again. It will continue
to cycle open and closed until the condition causing the high current is removed.
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SERVICE PROCEDURE
- To replace a damaged fusible link, Fig. 4, cut it off beyond the splice. Replace with a repair link. When connecting the repair link, strip
wire and use staking-type pliers to crimp the splice securely in two places. For more details on splicing procedures, see SPLICING
COPPER WIRE. Use Crimp and Seal splices whenever possible.
- To replace a damaged fusible link which feeds two harness wires, cut them both off beyond the splice. Use two repair links, one spliced
to each harness wire, Fig. 5.
Repairing Connectors
The following general repair procedures can be used to repair most types of connectors. The repair procedures are divided into three general
groups: Push-to-Seat and Pull-to-Seat and Weather Pack.
^
^
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Remove any CPA (Connector Position Assurance) Locks. CPAs are designed to retain connectors when mated.
Remove any TPA (Terminal Position Assurance) Locks. TPAs are designed to keep the terminal from backing out of the connector.
NOTE: The TPA must be removed prior to terminal removal and must be replaced when the terminal is repaired and reseated.
3.
4.
5.
6.
7.
8.
Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector.
Separate the connector halves and back out seals.
Grasp the lead and push the terminal to the forward most position. Hold the lead at this position.
Locate the terminal lock tang in the connector canal.
Insert the proper size pick straight into the connector canal at the mating end of the connector.
Depress the locking tang to unseat the terminal.
Push-to-Seat - Gently pull on the lead to remove the terminal through the back of the connector.
Pull-to-Seat - Gently push on the lead to remove the terminal through the front of the connector.
NOTE: Never use force to remove a terminal from a connector.
9.
10.
11.
Inspect terminal and connector for damage. Repair as necessary, see TERMINAL REPAIR.
Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease.
Install any CPAs or TPAs, close any secondary locks and join connector halves.
Inspect the terminal and connector for damage. Repair as necessary, see TERMINAL REPAIR.
Reform the lock tang and reseat terminal in connector body.
Close secondary locks and join connector halves.
Crimp and Seal splice sleeves may be used on all types of insulation except tefzel and coaxial to form a one to one splice. They are to be used
where there are special requirements such as moisture scaling.
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The sleeve has a stop in the middle of the barrel to prevent the wire from going further, Fig. 14. Close the hand crimper handles slightly to
hold the splice sleeve firmly in the proper nest.
The Splice Clip is a general purpose wire repair device. It may not be acceptable for applications having special requirements such as moisture
sealing.
Step 1: Open the Harness
If the harness is taped, remove the tape. To avoid wire insulation damage, use a sewing "seam ripper" to cut open the harness (available from
sewing supply stores). If the harness has a black plastic conduit, simply pull out the desired wire.
Step 2: Cut the Wire
Begin by cutting as little wire off the harness as possible. You may need the extra length of the wire later if you decide to cut more wire off to
change the location of a splice. You may have to adjust splice locations to make certain that each splice is at least 40 mm (1-1/2") away from
other splices, harness branches or connectors.
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Step 5: Solder
Apply 60/40 rosin core solder to the opening in the back of the clip, Fig. 10.
Follow the manufacturer's instruction for the solder equipment you are using.
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Terminal Repair
The following repair procedures can be used to repair Push-to-Seat, Pull-to-Seat or Weather Pack(R) terminals, Fig. 22. Some terminals do not
require all steps shown. Skip those that don't apply. (Refer to Kent-Moore Terminal Repair Kit J 38125-A for further information.)
1.
2.
3.
4.
5.
6.
7.
8.
Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals.
Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only).
Remove insulation.
Align seal with end of cable insulation (Weather Pack(R) terminals only).
Position strip (and seal for Weather Pack(R)) in terminal.
Hand crimp core wings.
Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)).
Solder all hand crimped terminals.
An open circuit is an incomplete circuit. Power cannot reach the load or reach ground. If a circuit is open, active components do not energize. A
short circuit is an unwanted connection between one part of the circuit and either ground or another part of the circuit. A short circuit causes a fuse
to blow or a circuit breaker to open.
SHORT CIRCUITS CAUSED BY DAMAGED WIRE INSULATION
- Locate the damaged wire.
- Find and correct the cause of the wire insulation damage.
- For minor damage, tape over the wire. If damage is more extensive, replace the faulty segment of the wire (Refer to the splicing instructions
for copper or shielded cable for the correct splicing procedure).
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Front Axle
Fuel Tank
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Rear Axle
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Fuel Tank
Under the rear of the vehicle.
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Back-Up Lamps
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Charging System
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Courtesy Lamps
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Fuel Tank
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Fuel Lines
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Fuel Lines
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Fuel Tank
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Fuel Lines
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Fuel Lines
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Diagnostic Modes
Diagnostic Connectors
PURPOSE
The self-diagnosis system detects, stores and has provision for reading codes indicating various faults with electronic engine and emission
controls. A "CHECK ENGINE" light on the instrument panel indicates the presence of trouble codes and flashes the codes. The system has
a fail-safe function which will default to a preset value when a part is judged defective, thereby maintaining minimal driveability until repairs
can be made. ECVT (automatic transmission) models have an additional "CHECK ECVT" light that indicates problems the ECVT control
unit has detected in the transmission system.
LOCATION AND ID
^ CHECK ENGINE LAMP
On the instrument cluster.
^ O2 MONITOR LAMP
On the ECU (under the steering column).
^ TEST MODE CONNECTORS (D-Check)
Near the ECU (Green "T" shaped connectors.)
^ READ MEMORY CONNECTORS
Near the ECU (Black or white "SPADE" shaped connectors.)
OPERATION
For accessing codes, two sets of connectors (Read Memory and Test Mode) and 2 lamps ("CHECK ENGINE" light and Oxygen Monitor) are
used. The Oxygen Monitor lamp (it is an LED on the control unit) flashes the trouble codes. The connectors are for mode selection and the
lamps monitor the type of problem.
The self-diagnosis system has four modes:
^ U-Check Mode:
Only components necessary for proper starting and drive operation are monitored. The "CHECK ENGINE" light will come on when a
fault is detected, indicating the need for further diagnosis. Parts which do not significantly affect starting or driveability are not monitored
in this mode.
^ Read Memory Mode:
This mode is used to read codes of past problems stored in memory and can be accessed when the "CHECK ENGINE" light is off. It is
effective for detecting poor contact or loose electrical connections.
^ D-Check Mode:
This mode checks the entire system and displays any trouble codes currently being monitored.
^ Clear Memory Mode:
This mode removes trouble codes from memory after repairs are made.
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SPECIFICATION
01 ----------------
02 ----------------
03 ----------------
10 ----------------
20 ----------------
30 ----------------
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Computers and Control Systems: Reading and Clearing Diagnostic Trouble Codes
Clearing Diagnostic Trouble Codes
Diagnostic Connectors
To clear codes stored in the ECU memory, connect the test mode and read memory connectors and perform the procedure required to extract
codes.
See: Reading Diagnostic Trouble Codes/Extracting Codes That Are Currently Active (D-Check Mode)
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Backfire
DEFINITION:
Fuel ignites in intake manifold or exhaust system, making a loud popping noise.
CHECK:
Ignition Timing. See Emission Control Information Label on car.
EGR operation for being open all the time.
Output voltage of ignition coil.
For crossfire between spark plugs (distributor cap, spark plug wires, and proper routing of plug wires).
For faulty spark plugs and/or plug wires or boots.
Perform a compression check - look for sticking or leaking valves.
For proper valve timing.
Broken or worn valve train parts or burned intake valve(s).
Start engine. Disconnect bypass air control valve. Remove one spark plug wire at a time using insulated pliers.
If there is an rpm drop on all cylinders, (equal to within 50 rpm), go to ROUGH, UNSTABLE, OR INCORRECT IDLE, symptom. Stop
Engine. Reconnect bypass air control valve.
3.
If there is no rpm drop on one or more cylinders, or excessive variation in drop, check for spark on the suspected cylinder(s). If there is
spark, remove spark plug(s) in these cylinders and check for:
Cracks
Wear
Improper Gap
Burned Electrodes
Heavy Deposits
Check spark plug wire resistance (should not exceed 30,000 ohms).
Use a test light and check each injector control circuit. If OK, perform injector balance test.
If the previous checks did not find the problem:
Visually inspect ignition system for moisture, dust, cracks, burns, etc. Spray plug wires and distributor cap with fine water mist to
check for shorts or arcing.
Fuel System - Plugged fuel filter, water, low pressure.
Use "Scan" tool and check for erratic TPS voltage.
Check Injector harness connectors for intermittent connections.
Perform compression check, compression should not vary by more than 20% highest to lowest.
Remove head covers. Check for broken or weak valve springs, worn camshaft lobes. Repair as necessary.
Detonation/Spark Knock
DEFINITION:
A mild to severe ping, usually worse under acceleration. The engine makes sharp metallic knocks that change with throttle opening.
CHECK for obvious overheating problems. Normal range is 85C-100C (185F-215F).
Low coolant.
Loose water pump belt.
Restricted air flow to radiator, or restricted water flow through radiator.
Faulty or incorrect thermostat.
Correct coolant solution - should be a 50/50 mix of anti-freeze/coolant and water.
CHECK:
For poor fuel quality, proper octane rating.
Spark plugs for correct heat range.
Ignition timing. See Vehicle Emission Control Information Label.
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Dieseling, Run On
DEFINITION:
Engine continues to run after key is turned "OFF", but runs very roughly. If engine runs smoothly, check ignition switch and adjustment.
On engines with fuel injection, there should be no fuel delivery to the intake system and engine should stop immediately when the key is turned
"OFF." If not, fuel may be leaking into the intake. Check injectors for leaking.
Hard Start
DEFINITION
Engine cranks OK, but does not start for a long time. Eventually starts, or may start but immediately dies.
CHECK:
-
Hesitation, Stumble
DEFINITION
Momentary lack of response as the accelerator is depressed. Can occur at all car speeds. Usually most severe when trying to drive away from a stop.
May cause the engine to stall if severe enough.
Perform careful visual (physical) check.
CHECK:
Vacuum hoses for splits, kinks, and proper connections, as shown on vehicle emission control label vacuum diagram.
Air leaks at common chamber and intake manifold gaskets.
Ignition wires for cracks, burned spots or burned ends, hardening, correct firing order, and proper resistance (no more than 30K Ohms
per wire).
Wiring harness for bare spots, pinches, cuts or corroded connections.
ALSO CHECK:
Fuel pressure.
Water contaminated fuel.
TPS for binding or sticking.
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Rough Idle
DEFINITION:
The engine runs unevenly at idle. If bad enough, the car may shake. Also, the idle may vary in RPM (called "hunting"). Either condition may be
severe enough to cause stalling.
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Inspect Oxygen sensor for silicone contamination from fuel, or use of improper RTV sealant. The sensor may have a white, powdery coating and
result in a high but false signal voltage (rich exhaust indication). The ECU will then reduce the amount of fuel delivered to the engine, causing a
severe driveability problem.
Remove spark plugs. Check for cracks, wear, improper gap, burned electrodes, or heavy deposits. Also check the condition of the rest of the
ignition system.
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Wiring Diagram
Diagnostic Chart
Wiring Diagram
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Diagnostic Chart
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Diagnostic Chart
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Diagnostic Chart
Diagnostic Check
Diagnostic Connectors
NOTE: Never connect or disconnect the control unit or any sensors with the ignition "ON" unless specifically instructed to do so by a test
procedure. Failure to follow this precaution could result in damage to electronic components.
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While there is no specific test for the EFC System control unit, nor does it set a trouble code if a fault occurs in its own circuitry, many of the
component tests lead to the control unit if no other problems are detected. However, by entering the self-diagnostic "Read Memory" and
"D-Check" modes, it is possible to detect certain control unit malfunctions.
Control unit problems can also result from power supply and ground circuit problems. Therefore, these should be checked as well if a faulty
control unit is suspected.
READ MEMORY MODE
1.
2.
3.
4.
Specification Codes
D-CHECK MODE
1.
2.
3.
4.
5.
If the specification code does not flash, the control unit should be replaced.
Check if specification code coincides with vehicle specifications. If not, measure voltage between ground and the indicated terminal of the
control unit connector.
If voltage does not coincide with vehicle specifications, repair harness.
If voltage does coincide with vehicle specifications, replace control unit.
6.
7.
[1] Specification code is read by observing flash duration of the oxygen monitor LED. Units of ten are 1.2 seconds long and units of 1 are 0.2
seconds. The pause between complete numbers is 1.8 seconds. For example, a specification code of "03" will display three flashes of 0.2
seconds in rapid succession followed by a pause of 1.8 seconds. A code of "30" will display three flashes of 1.2 seconds in succession
followed by a pause of 1.8 seconds.
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Wiring Diagram
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Diagnostic Chart
Diagnostic Check
Diagnostic Connectors
NOTE: Never connect or disconnect the control unit or any sensors with the ignition "ON" unless specifically instructed to do so by a test
procedure. Failure to follow this precaution could result in damage to electronic components.
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While there is no specific test for the EFC System control unit, nor does it set a trouble code if a fault occurs in its own circuitry, many of the
component tests lead to the control unit if no other problems are detected. However, by entering the self-diagnostic "Read Memory" and
"D-Check" modes, it is possible to detect certain control unit malfunctions.
Control unit problems can also result from power supply and ground circuit problems. Therefore, these should be checked as well if a faulty
control unit is suspected.
READ MEMORY MODE
1.
2.
3.
4.
Specification Codes
D-CHECK MODE
1.
2.
3.
4.
5.
If the specification code does not flash, the control unit should be replaced.
Check if specification code coincides with vehicle specifications. If not, measure voltage between ground and the indicated terminal of the
control unit connector.
If voltage does not coincide with vehicle specifications, repair harness.
If voltage does coincide with vehicle specifications, replace control unit.
6.
7.
[1] Specification code is read by observing flash duration of the oxygen monitor LED. Units of ten are 1.2 seconds long and units of 1 are 0.2
seconds. The pause between complete numbers is 1.8 seconds. For example, a specification code of "03" will display three flashes of 0.2
seconds in rapid succession followed by a pause of 1.8 seconds. A code of "30" will display three flashes of 1.2 seconds in succession
followed by a pause of 1.8 seconds.
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Wiring Diagram
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Diagnostic Chart
Wiring Diagram
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Diagnostic Chart
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Diagnostic Chart
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Diagnostic Chart
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14:
15:
16:
17:
21:
22:
23:
24:
25:
32:
33:
34:
35:
41:
46:
52:
53:
55:
56:
62:
63:
[1]
[2]
DTC 14
DTC 15
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DTC 16
The feedback carburetor system will set trouble code 16 under the following circumstances:
Use of an improper tachometer can set code 16. If trouble code 16 is displayed in "D-Check" mode, conduct the check again using a different
tachometer. If code 16 is now absent, the tachometer was the problem and the feedback system is okay.
If code 16 is still displayed when using a proper tachometer, check if code 32 (oxygen sensor) is also displayed. If not, the mixture is too lean or
too rich and the problem is something other than the feedback system. If code 32 is present, troubleshoot the oxygen sensor system and repair as
necessary.
DTC 17
A faulty fuel pump relay will not set a trouble code. However, trouble code 17 indicates that the fuel pump and automatic choke unit should be
replaced.
DTC 21
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DTC 22
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DTC 23
***UPDATED BY TSB # 0112089, NOVEMBER 10, 1989
Wiring Diagram
A faulty vacuum/atmospheric pressure sensor will set code 23 in the on-board diagnostic system. Refer to the schematic diagram and test the
sensor with the diagnostic chart.
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Diagnostic Chart
DTC 24
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365
Gr: Gray
DTC 25
Blue
Black
Yellow
Green
Red
White
Brown
Light green
Gray
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DTC 32
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DTC 33
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DTC 34
Blue
Black
Yellow
Green
Red
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W: White
Br: Brown
Lg: Light green
Gr: Gray
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DTC 35
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DTC 41
The feedback carburetor system will set one of two trouble codes depending on the problem detected.
Trouble code 41 refers to mechanical problems that will upset control unit attempts to adjust the air/fuel ratio. An example of this would be
clogged carburetor jets.
Use of an improper tachometer can set code 16. If trouble code 16 is displayed in "D-Check" mode, conduct the check again using a different
tachometer. If code 16 is now absent, the tachometer was the problem and the feedback system is okay.
If code 16 is still displayed when using a proper tachometer, check if code 32 (oxygen sensor) is also displayed. If not, the mixture is too lean or
too rich and the problem is something other than the feedback system. If code 32 is present, troubleshoot the oxygen sensor system and repair as
necessary.
DTC 46
*** UPDATED BY TSB# 074289 DATED OCTOBER 1989
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A faulty radiator fan relay system will set code 46 in the on-board diagnostic system. Refer to the schematic diagram and test the relay system with
the diagnostic chart.
L:
B:
Y:
G:
R:
W:
Br:
Lg:
Gr:
Blue
Black
Yellow
Green
Red
White
Brown
Light green
Gray
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1)
2)
3)
Disconnect the two connectors from the engine to body harness. F-45 (2 pole gray) and F-46 (16 pole black). See 1989 Justy Service
Manual, SECTION 6-3, PAGE 61.
4)
Remove the lance support (yellow plastic guide) from the engine harness connector F-46 as shown in Figure 1.
FIGURE 2
5)
Remove the tape from section (A) to the tip of the corrugated tube as shown in Figure 2.
FIGURE 3
6)
7)
Remove the (2) black/red wires, terminals 10 and 14 of connector F-46 engine side of connector (See Figure 3).
Discard the removed terminals by cutting the (2) black/red wires 10 mm back from the terminals. The cut ends must be wrapped with
electrical tape.
8)
Insert the 2 terminals of the new wiring harness into terminal locations 10 and 14 of connector F-46 which were removed in step 6.
After inserting the terminals, confirm that they are completely locked in place.
9)
FIGURE 4
10)
Wrap electrical tape around the corrugated tube which was previously removed in step 5.
11)
Secure the additional wiring harness together with the engine wiring harness by using the three tie-wraps supplied in the kit. See Figure
4.
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FIGURE 5
12)
Bolt the round terminal end of the additional wiring harness onto the intake manifold together with existing ground wiring harness.
(Ground location GE) See Figure 5.
13)
14)
15)
Parts Information
Ground Harness Kit - P/N S0A635012
DTC 52
*** UPDATED BY TSB# 0111389 DATED MAY 1989
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DTC 53
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377
DTC 55
Blue
Black
Yellow
Green
Red
White
Brown
Light green
Gray
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DTC 56
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A faulty EGR control solenoid will set code 34 in the on-board diagnostic system. On California vehicles only, code 56 will set if the EGR
valve becomes stuck either open or closed. Refer to the schematic diagram and test the solenoid with the diagnostic chart.
Wire color code identification:
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg: Light green
Gr: Gray
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DTC 62
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382
also set the codes. Refer to the schematic diagram and test the system with the diagnostic chart.
Wire color code identification:
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg: Light green
Gr: Gray
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DTC 63
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384
Gr: Gray
Page 28
385
10.52SS
Date
Name
164491
106291
156989
106594
156188
105389
165092
165292
ATRATB9002006
ATRATB294
ATRATB122
ATRATB028
ATRATB8754
ATRATB078
ATRATB8923
ATRATB8930
ATRATB8748
ATRATB8927
163088
163589
156889
170192
104988
35289
15-126-07
0111289
074390
0506-04
062393
062592
06-32-03
136092
092790
034590
0112089
09-47-07
09-45-06
09-42-05
028591
0111989
032881
163489
164190
163890
163289
163389
0606-04
07-62-07
073888
073186
113288
0106-01
02-100-06
1005-13
01-145-97
0206-08
0606-10
074289
092991
141389
11-63-00
105690
027089
027289
Mar 91
Sep 91
Mar 89
Mar 94
Sep 88
Oct 89
Mar 92
Apr 92
Feb 90
Jan 95
Aug 92
Oct 90
Sep 87
Nov 91
Aug 89
Oct 89
Aug 87
Sep 89
Nov 88
Nov 89
Mar 89
Mar 92
Aug 88
Oct 89
Feb 08
Apr 89
Jan 90
May 06
Jan 93
Sep 92
Nov 03
Feb 92
Dec 90
Jan 90
Nov 89
Aug 07
Nov 06
Apr 05
Dec 91
Aug 89
Nov 81
Jul 89
Aug 90
Apr 90
May 89
May 89
Jun 06
Jan 08
Oct 88
Nov 86
Nov 88
Jan 06
Oct 06
Oct 05
Jun 97
Feb 06
Jun 06
Oct 89
May 91
Aug 89
Nov 00
Jan 90
Aug 89
Oct 89
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386
Date
Name
026688
0113995
0110988
0506-01
01-156-03
028291
113689
13-52-89
134788
136192
135689
106191
157989
124388
075093R
WZQ45
NHTSA89V028000
NHTSA95V103006
134889
141489
141288
SHU0192
SHU0394
SHU0593
SHU0495
SHU0694
SHU0494
SHU0295
SHU9503
01-143-96
0111389
11-48-96
11-61-00
125491
0114597
0112591
05-47-10
027189
01-167-08
028692
05-50-10R
05-37-07
15-125-07
0113493
0106-03
1005-07
Sep 88
Apr 95
Sep 88
May 06
Nov 03
Aug 91
May 89
Oct 89
Dec 88
Feb 92
Nov 89
Jul 91
Nov 89
Dec 88
Dec 94
Jul 91
Feb 89
May 95
Jan 89
Oct 89
Dec 88
Jan 92
Mar 94
May 93
Apr 95
Jun 94
Apr 94
Feb 95
Mar 95
Dec 96
May 89
Jul 96
Jun 00
Dec 91
Jun 97
Feb 91
Apr 10
Oct 89
Sep 08
Oct 92
Apr 11
Mar 07
Aug 07
Apr 93
Jan 06
Oct 05
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Date: 110427
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^ Inspect the cone for any debris or damage and clean or replace as necessary.
^ Perform the Centering Check(R) Procedure (software version 2.1 and higher) before each wheel is balanced.
PROCEDURE
Always verify the concern with a test drive before beginning diagnosis and performing repairs. Drive the vehicle a minimum of 10 miles to
eliminate any flat spots on the tires. Immediately after the road test, lift the vehicle into the air to minimize flat spotting. Adjust tire pressures
according to the door label and inspect for any visible damage. If any damage is found, resolve these concerns before continuing with diagnosis.
Tire dynamic imbalance should be measured first and adjusted to within 5 grams. Leave any remaining factory weights in place and remove
weights that have been added after production; be careful not to damage the wheel. If the assembly cannot be adjusted to within 5 grams, inspect for
the following:
^ Improperly mounted tire or unseated tire bead
^ Improperly mounted assembly to the balancer
^ Damage to the wheel or tire
^ Damage to the tire balancer
^ Debris located inside the tire
If a vibration can still be felt after the wheels have been properly balanced, there is a possibility of excessive radial force variation (RFV) in the tire
and wheel assembly. To address RFV concerns, a wheel balancer capable of measuring RFV must be used; Subaru Of America Inc. recommends
the use of the Hunter GSP 9700 Road Force Measurement System. If a GSP 9700 is not available, locate the nearest machine through the Hunter
Engineering website (wwwgsp9700.com).
Measure and record the RFV readings of the wheel and tire assembly for R1H. Then perform the wheel runout measurements by following the
on-screen instructions or by referring to the operating instructions; this will determine the individual tire and wheel RFV measurements. The
following assembly RFV measurements can be used as a guide:
^ R1H on passenger tires - 8.0kg (17.6lbs) or less
If higher than normal RFV measurements are found for the assembly, refer to the on-screen instructions or the operating instructions to match the
tire and wheel to minimize the assembly RFV. By matching the low spot of the tire to the high spot of the wheel, radial force can be reduced
without replacing any components.
After all RFV measurements are adjusted to the lowest possible level, install the wheels with the lowest RFV measurements on the front of the
vehicle and road test to verify the concern has been reduced.
Replacement of tires due to excessive assembly measurements may be unnecessary.
If the concern still exists at an unacceptable level, contact the Subaru Technical HelpLine with the following information readily available:
^ Thorough description of customer's concern
^ VIN
^ Mileage
^ Tire manufacturer, size and condition
^ Completed "Dealer vibration Analysis Worksheet" and "Tire Analysis Worksheet" available under TechLine Pre-Call Worksheets on Subarunet.
(All measurements should be in grams or kilograms)
^ Service history of vehicle
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WARRANTY/CLAIM INFORMATION
Date: 930501
NOTE:
When installing the new type pump gasket on vehicles before the production change you must remove the oil guide plate because it will
interfere with the installation of the modified gasket. (See the illustration.)
4-Door Sedans
N*600001 through N*616806
N*600001 through N*605769
Station Wagons
SIA: N*900001 through N*924131
FHI: N*900001 through N*904476
If you receive a Customer complaint of a slight "chirp" or "squeak" when the compressor is engaged and also during A/C cycling", do not replace
the compressor. Verify proper belt tension and A/C system operation using the applicable service manual. If the A/C system is not used for a period
of time, the compressor and clutch assembly may require a break-in procedure to be performed. This procedure can be found in Service Bulletin
10-57-90, Dated 05-29-90, titled "A/C Compressor Inspections". As the customer uses the A/C or defrost modes. the chirp" or "squeak" will
diminish. Also, the red clutch dust (rust like substance) is normal and will accumulate during normal usage. Do not replace the compressor or clutch
for these conditions.
Use a belt tension gauge approved for use on serpentine type belts.
Calsonic recommends 144-166 lbs. for a new belt. Zexel recommends 145-165 lbs. for a new belt.
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We have received calls on the Technical Service Helpline concerning the hydraulic unit bleeding procedure for a "Bosch" type hydraulic unit. This
information plus corrected information for the Nippon system can be found in the "ABS" Supplement Manual MSA5T9023D or in the 1992 Legacy
Service Manual. The Bosch type hydraulic unit does not have plugs for bleeding the air from the solenoid valves like the Nippon unit has. In order
to bleed air from solenoid valves you must loosen the brake line to one solenoid valve at a time while energizing the hydraulic unit. Also, use
Service Bulletin 06-24-91 Dated 08-15-91, "Secondary Side Bleeding of ABS Hydraulic control Unit: to engage the hydraulic unit ground
terminals 1 and 2 and power terminals 11 and 12 of connector F9.
NOTE:
DO NOT RUN THE HYDRAULIC UNIT FOR MORE THAN FIVE SECONDS OR THE UNIT MAY BECOME PERMANENTLY
DAMAGED.
If you encounter a Legacy with the "airbag" light on all the time, make sure you check the double-lock connectors AB2 and AB7 behind the airbag
module in the steering wheel. If the connectors are not double locked the supplemental restraint system control in the console may not show any
codes but the light will stay "on".
We have received several Technical Service Helpline calls about the location and part number of the delay amplifier. The delay amplifier is not
used in a U.S.A. specification Subaru Legacy.
When using a digital volt/ohm tester to test the knock sensor, output keep the following information in mind: most DVM's will not read 1/260,000
ohms or 560 k ohms specification but, they will display .560 m ohms or .560 million ohms which is the same as 560 k ohms.
If you receive a customer complaint of engine will not idle and stalls-out, check the hose from the throttle body to the auxiliary air valve for
disconnection at the air valve nipple. If this vacuum hose comes off other symptoms, such as black smoke from exhaust when engine is started and
the check engine light is on and no codes are found in the ECU memory may occur. Install a hose clamp at the air valve connection to prevent the
hose from becoming disconnected. All 93my SVX models will be equipped with a hose clamp at the air valve hose connection to ensure a secure
connection.
Use the completed alternate formula as an example when performing the mathematical formula to find the secondary pulley shim thickness. Attach
this example with Service Bulletin 16-34-89, Dated 07-05-89 for future reference.
Date: 961223
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SEALANTS
Note:
The 3M T-3 Silicone product # 08670 is "Oxene based" which is odor free and will not affect vehicle sensors I.E., oxygen sensor, etc.
Date: 970606
Date: 950401
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The Technical Helpline continues to get calls concerning rough idles on SUBARU vehicles. If you call the Helpline. the first thing we will ask you
is if you have performed a COMPRESSION TEST or a CYLINDER LEAKDOWN TEST. These are two of the most basic tests you can do to
determine the internal working condition of the engine.
Just for review purposes, each cylinder 'mist be 'turned over' the SAME number of times to see if they are capable of doing the same amount of
work. The throttle plate should be fully open and the engine at operating temperature. If three of the four cylinders come up to pressure in three
revolutions of the engine and another needs nine revolutions, obviously there is something wrong with that one cylinder. It doesn't matter that it got
to the same pressure as the others, it took too long for it to get there. If the difference between the highest and lowest cylinder is greater than 25Z
then the engine has a problem internally.
NOTE:
ALL SPARK PLUGS MUST BE REMOVED PRIOR TO DOING THIS TEST.
The next step would be to follow this compression test with another called a "WET COMPRESSION TEST" where a SLIGHT amount of oil is
added to the cylinders to help the rings seal. If too much oil is added, there is the danger of seizing the engine by HYDROSTATIC LOCK. If
compression readings increase too much, then this is usually an indication that the rings are bad although it is normal to get slightly increased
readings even on a good engine.
If the engine has failed these tests, we recommend you perform a CYLINDER LEAKDOWN TEST where air is put into the cylinders and you look
for leakage. The throttle plate should be open, remove the engine oil dipstick/filler cap and radiator cap. Air pressure should be regulated to 100
PSI if possible. Maximum allowable leakage is 10% (as per SUN Corporation). The cylinder being tested should be at Top Dead Center to be
certain the valves are closed. With the cylinder pressurized, check for leakage. Air out the throttle body indicates a bad intake valve, out the tailpipe
a bad exhaust valve, out the dipstick tube/oil filler tube.. bad rings (some leakage here is normal due to ring design), bubbles in the radiator head
gasket, cracked cylinder wall(s). Once the source of leakage has been determined, it is easy to determine your course of action.
If the engine passes these tests and EVERYTHING involved in the tests has been done correctly, then the cause of the rough idle is elsewhere.
Perhaps electrical or fuel related.
NOTE:
Sometimes under certain conditions1 it is possible for an engine with an internal sealing problem to pass a Compression Test. We recommend
that all Compression Tests be followed up with a Cylinder Leakdown Test.
If you have any questions concerning this matter or the tests involved, contact the Technical Helpline.
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DON'T LET A NON OEM DEVICE MAKE A PROBLEM FOR YOU! (AND US!)
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Included with this Technical Helpline Update, are some corrections to the 1995 Subaru Legacy Service Manual Volume 3, Section 6-2 diagnosing
procedures for the 1995 Subaru Legacy Cruise Control.
We Suggest that you review these and make the necessary corrections to your service manuals to avoid any problems in the future.
If you have any questions concerning this information contact the Technical Helpline.
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Date: 940301
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Justy Diagnostics
When phoning the helpline for assistance, having as much information available at that time is essential. When working on a Justy with an ECVT
problem that may not appear to be electrical in nature, our staff could function much more effectively if all of the preliminary checks were
completed prior to calling. Of these checks, commonly overlooked are line, pitot, and primary pulley pressures.
The "ECVT Transmission Diagnosis Part II" video reference booklet (MSA5AV135B), as published and released by Subaru Technical Training, is
very helpful and descriptive in assisting technicians in the gathering and evaluation of the above mentioned pressures. This publication, along with
its accompanying video, can be found in your technical library. If is it not, we strongly suggest you order them today.
When diagnosing a problem with a 1990MY or later Loyale, and a fuel pump control unit (rev sensor) problem is suspected, refer to the 1989my
Loyale Service Manual, Section 6-3, Page 43. The control unit information is not found in later publications.
As many of you are aware, the November 1993 issue of the Service Helpline Update contains a "ROM Application Chart". In this chart, you will
find that the applicable part number listing for the 1992 SVX ROM is 22677AA040 as long as the ECU part number is 22611AA680, 681, or 682.
When confronted with a customer complaint of cold/hot start rough running and stall or 2 step acceleration and, if prior installation of part number
22677AA040 is unknown, please check the vehicle's history prior to opening the ECU. If no evidence of prior installation is found and you have
opened the ECU, please be aware that some ECUs have had a ROM installed at the port. (If this is the case, then the tan resistor has also been cut or
removed.) At this time, you must determine which ROM is in the ECU. The ROM is identified by the white label which is affixed to the top of the
ROM. Any ROM label having the markings of either "F23AYH06" or "23011" or a combination of both is part number 22677AA040 and does not
need to be replaced. Any ROM having a different identification number(s) should be replaced with the 22677AA040 for the above mentioned
driveability condition as described in Service Bulletin numbers 02-87-92 and 02-87-92R.
Additionally, if you have a 22611AA680 ECU, it may not have the black noise suppressor as described in Service Bulletin number 11-44-93 due to
a difference in the circuit board. Therefore, no modification to the acceleration logic control is necessary.
The Subaru Technical Service Helpline has been made aware of some 1994 SIA built Legacy vehicles which are experiencing a droop in the
forward part of the headliner, above the tint line of the windshield. The condition is most noticeable from inside the car looking up, as opposed to
outside of the car, due to the fact that the windshield tinting may be hiding the condition. Anyone having additional information or similar
conditions is requested to contact the Technical Services Helpline before making any repairs.
Battery Charging
A complaint of ECS light "on" Code 32 (O2 Sensor), where no component failures can be confirmed, could be caused by the oxygen sensor
exterior body being filled with water. This situation can occur from driving through standing water, snow and/or from a car wash. Clear the ECU
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memory and test drive and confirm that Code 32 does not reappear in memory.
We have received information that some dealers do not have the transmission pressure gauge set. This tool was sent in the Impreza primary tool kit
2 (SOA32155N) along with a brake effort gauge. Take a look through your Impreza tools. It is packaged in a black carrying case and includes two
gauges and several fittings. If you do not have this kit, we suggest you purchase one through Kent-Moore (1-800-345-2233). Kent-Moore handles
all Subaru special tools.
1991 LEGACY COMPLAINT OF BANGING OVER BUMPS, ESPECIALLY PREVALENT IN THE RIGHT REAR
If you encounter a banging over bumps in the right rear and have eliminated all of the possibilities such as, not in any particular order, replacement
of struts and strut mounts, torqued checked all of the rear suspension components and adjusted brake cable clamps on trailing arms.
If the noise is still there, check the rear defogger condenser. This may be contacting the inside of the 1/4 panel causing a banging noise.
If, in fact, this corrects the problem, please fill out a QMR and let us know at the Helpline. Technical Service Bulletin # SHU0494
Date:
940401
Trouble code 31 from the ECVT Clutch Control Unit (CCU) may be due to the engine idle speed being too high.
The reason this code is displayed is because of the fail-safe function of the clutch control unit.
The clutch control unit looks for input from many areas for proper operation. Some of these inputs are from the accelerator switch and the
tachometer signal from the Distributor.
If the Clutch Control Unit sees a tachometer signal above 1,000 rpm, but no signal from the accelerator switch, it assumes that the vehicle is trying
to be driven and will start to engage the electromagnetic clutch. Since the Clutch Control Unit sees no input signal from the accelerator switch, it
assumes it to be defective and will turn on the "check ECVT" light and, in most cases, display the code for the accelerator switch.
If this condition is happening, the car may creep when the shifter is put into "D" or "DS" range with the brake off and the vehicle on level ground.
The fix is simple. Check and adjust accelerator switch, engine timing and rpm's to specs.
There are, of course, other things that can also produce this trouble code but this simple check should not be overlooked.
When using the Select Monitor on a Justy ECVT, and you are looking at information from the transmission control unit speed sensor and not the
ECM speed sensor, it is normal for the reading to indicate a speed no faster than 40 mph.
Impreza Headlights
You may receive a customer complaint of Impreza headlights dimming at idle. Do not attempt repair. This is a normal condition. The generator
incorporates an IC regulator which features a "load response control". The load response control circuit function is to gradually increase the
generator output when an additional electric load, such as headlights or blower fan, is applied to the engine in the idling state. This prevents a sharp
drop in engine idling speed and ensures an improved comfort while the engine is idling. Refer to the Impreza Service Manual, Section 6-1, page 2
(MI-0).
If you encounter a customer complaint of no heat from dash vents, do not attempt repairs. This system is not designed to provide heat from dash
vents in the heat mode. The air system is uniquely configured for optimum air flow and comfort.
After introduction of the 1993 Legacy, a few trim items were seen to have changed in production. These changes are characteristic and no attempt
should be made to match the 1993 Legacy to the 1992 specifications.
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400
A slight open area in the door panel fabric at the point where the fabric is folded over and tucked under. The fabric pile will have a small
separation at the fold. This characteristic will be seen to varying degrees and should be explained as "a characteristic of design."
On Legacy wagons, the rear floor carpeting has a sewn edge from one wheel well to the other wheel well. There is a portion of the carpeting
edge from the wheel well to the back of the seats, on both sides, that has no sewn edge. This is a manufacturing decision and should not be
changed.
On Legacy wagons, the rear floor carpeting does not have floor snaps built into the carpet behind the seats. As a result, the carpet does tend to
buckle upward when the rear seats are in an up position. This is a manufacturing decision and should not be upgraded.
If the door lock/ignition key should become lost or misplaced, and the key code information is unavailable or incorrect, the key code number that is
used to make a duplicate key can be found on the passenger's side door lock cylinder lever. Refer to the applicable Service Manual and follow the
procedure to gain access to the key code number.
All "L" series, XT and Justy - refer to Service Bulletin 01-109-88.
Impreza - refer to 12-60-93 and May 1993 Helpline Update.
Passive Restraints
If you encounter a passive belt that is in the front (door open) position and moves to the rear (door closed) position with the door open, the front
limit switch wiring may be grounded or broken.
We have found that the interior trim molding which covers the front limit switch on the "A" pillar, has a metal clip that secures the trim molding to
the body at the dash, door jam area. This metal clip may penetrate the B/W or R/W wire. This will continuously provide a ground to the limit switch
and force it to the rear position. Tape must be removed in some instances to see the cut in the wire. When the area is located, you must repair the
wire. We recommend you cut, solder and use heat shrink tubing.
After repair is made, verify passive belt operation.Technical Service Bulletin # SHU0192
Date: 920101
We recommend using these gear oils first before performing extensive internal repairs, synchronizer, drive, driven gear replacement.
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NOTE:
401
Though these gear oils carry the common GL-5 specification don't be fooled. They are specially formulated using different additives
that are different from domestically sourced gear oils.
A cable which is TOO LOOSE may be disconnected or not positioned properly in the bell crank slot in the valve body. Up ratio of
pulleys will be too fast.
A cable which is TOO TIGHT may cause the ECVT to have problems with the pulleys staying in low ratio longer.
Always refer to the applicable Service Manual. Don't forget the ECVT Supplement for 1990 MSA5T9024D (ECU Diagnostics).
Also use Bulletin 16-38-90, Dated 4-2-90 titled "Intermittent ECVT Check Lamp Illumination, Trouble Code 21" can be found in
Service Bulletin Manual 12.
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402
Date: 861124
Unplug the connectors and clean the terminals thoroughly with contact cleaner. Use compressed air to dry the terminals.
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2)
Fill both sides of the connectors with dielectric silicone grease. See Figure 1.
3)
403
Connectors on vehicles located in high moisture areas have been filled with grease since March 8, 1986 starting with the following mvin's:
4-Door
Station Wagon
XT Coupe
238945
449576
315672
AND ON
Date: 920908
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404
When encountering a customer complaint of brake vibration on any Subaru vehicles, the procedures are required to ensure a proper repair.
BRAKE ROTOR RESURFACING PROCEDURE
Resurfacing rotors with excessive run out is best done on the vehicle when possible, using a Twin Arbor Vehicle-Mounted Brake Lathe, such as the
Ammco 710 model.
1.
2.
Measure the thickness of the rotor after resurfacing to confirm if it's within specification. (See specifications)
b.
If the thickness is less than specification, replace the rotor with a new one.
c.
Run out doesn't need to be re-checked after resurfacing the rotor when using the on-the-vehicle resurfacing lathe.
When using an off-the-vehicle resurfacing lathe. (i.e. Ammco Model 4000). (This method is not recommended.)
a.
Remove rust and foreign material completely from mounting area of rotor using solvent or wire brush.
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405
b.
Secure the rotor on both sides and mount rotor using a centering cone. See Figure 1.
c.
Measure the thickness of the rotor after resurfacing to confirm it is within specification. (See specifications)
d.
Reinstall the brake rotor on the vehicle using all lugs. Install the lugs with their flat side in and tighten slightly, using a socket or
wrench, then re-check run out.
e.
If rust was evident before resurfacing the rear rotor, replace the brake pads using Part Numbers: 26296AA061 for Legacys with Solid
Rotors and 26296AA081 for Legacys with Ventilated Rotors.
1.
Measure free play of bearing by pushing and pulling hub in an axial direction.
a.
b.
Front wheel bearing free play on all models except Legacy, SVX, and XT6 is not required to be measured due to the ball bearing
design.
2.
Mount rotor to the hub securely with all lugs, flat side in and tighten slightly, using a socket or wrench.
3.
Clean pad contact surfaces of rotor (especially where measurement will be taken).
4.
Attach dial indicator gauge on caliper mount or strut and measure maximum run out of rotor on both sides at a point of 5 mm inside from the
circumference of rotor by rotating rotor gradually. See Figure 2. Run out is best checked when the rotor is cool. (See specifications.)
5.
In case the run out of a new or resurfaced rotor is out of specification when re-checking, relocate the rotor to another position on the hub and
re-check run out. Repeat the process of relocating the rotor to compensate for minor run out variations between the rotor and hub.
6.
If relocating the rotor does not correct run out, check the hub run out for inaccuracy and repair as necessary.
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406
Brake rotors can be resurfaced more than once for poor run out or thickness variation if still within the minimum thickness standard after
resurfacing.
2.
Brake rotor discoloration or visible brake pad imprints on the rotor, do not warrant brake rotor replacement.
3.
Resurfacing or replacing rotors is not necessary unless a vibration complaint is confirmed or the rotor is scored because a brake pad was
allowed to wear to the backing plate.
4.
Never resurface or remove the zinc coating on a new rotor. The zinc coating will be eliminated after the first few stops.
5.
6.
Brake pads should be reused if not worn to their limit when a brake rotor is replaced or resurfaced for vibration.
7.
A major cause of brake vibration is inaccurate rotor resurfacing due to incorrect rotor lathe mounting and a brake lathe with excessive shaft
run out.
8.
When brake pads are worn to the minimum limit and brake pad replacement is necessary, only replace the brake pads. Rotor replacement or
resurfacing is not necessary.
9.
For any brake repair procedure always inspect the brake system for abnormalities. Example: Sticking or binding caliper, tight or binding
pads, uneven wear, rust, foreign material, lack of lubrication, etc.
Date: 891018
10-53-89
DATE
10-18-89
APPLICABILITY
SUBJECT:
A/C SYSTEM SERVICING
Whenever a compressor or major component, such as condenser assembly, is replaced, especially if the compressor is diagnosed as being "seized",
the receiver-dryer assembly must be replaced and the system hoses, etc. should be cleaned out. This will ensure that no metallic particles will clog
or damage components in system warranting further repairs.
NOTE:
All compressors and receiver-dryers requested by the Parts Return system must be capped with the oil retained. Use the caps from the
new compressor and receiver-dryer to properly seal the returned components. This return procedure will aid the manufacturers with
their failure analysis testing.
Date: 900129
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NUMBER
10-56-90
DATE
APPLICABILITY
1-29-90
SUBJECT:
407
HEATER GEARS
THIS BULLETIN SHOULD BE USED AS AN ADDENDUM TO SERVICE BULLETIN 10-50-89 DATED 05-29-89
Service Bulletin 10-50-89 has an error in the applicability information. Please correct the applicability information as follows:
Incorrect Applicability '87 to '89 "L" Series, excluding XT and Hatchback models.
Correct Applicability '87 to '89 "L" Series and XT, excluding Hatchback models.
---------------------------------------------------------------------------Modified lever and the plate worm gears have been used in production since June 6, 1986, starting with the following VIN's:
4 Door
Station Wagon
3 Door Coupe
XT
NOTE:
252366} and on
470962} and on
809197} and on
322979} and on
Heater gears past this modification should not be replaced for synchronization complaints. Use Service Bulletin 10-50-89 to align and
adjust the gears.
Date: 940308
OIL CHART
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408
Both types of PAG oil are available through Subaru Parts by ordering the following part numbers:
FOR ZXL200PG (DH-PR) USE PART # K0010FS100
FOR ZXL100PG (DH-PS) USE PART # K0010PS000
Each Part Number is for a pack of four (4) small containers. Each S-Type container is 60 ml (2.0 oz.). Each R-type container is 40 ml (1.4 oz.).
Date: 910920
09-20-91
APPLICABILITY
SUBJECT:
To ensure proper installation of the compressor and suction/discharge hose assembly, use the following guidelines, along with the installation
instructions found in the Genuine Subaru Accessory Air Conditioning Kit.
I.
Compressor Installation:
a.
b.
c.
d.
II.
Figure 1
Ensure that hose assembly is installed with the angled tubes away from the engine.
III.
Final Inspection:
Check high and low pressures using a manifold gauge set.
The following symptoms will be encountered if the compressor or the suction and discharge hose assembly are improperly installed
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409
upside down.
a.
b.
c.
NOTE:
The system will not engage without jumping the trinary switch.
The system will not accept the full 22 ounces of R-12 refrigerant.
The manifold gauge pressures will be opposite.
Example: low side; needle to maximum reading,
high side; extremely low reading.
ALWAYS CONSULT THE (GENUINE SUBARU ACCESSORY) INSTALLATION INSTRUCTIONS PROVIDED IN THE A/C KIT.
Date: 890313
15-68-89
DATE:
03-13-89
APPLICABILITY
SUBJECT:
ACCESSORY CHANGES AND REVISIONS
This bulletin includes updates which have been made to 1989 accessories and includes application charts.
Air Conditioning Systems
a.
Changes that will affect the A/C kit for station wagon, 4DR sedan, 3DR coupe, and XT models.
1.
b.
The basic A/C kits will remain the same. See the A/C Application Chart.
The A/C kit for the 89 Justy has been completely revised. P/N SOA332A110, see the A/C Application Chart.
1.
The condenser has the receiver dryer attached and is larger in size for more efficient heat transfer. An electric cooling fan attaches to the front
of the condenser.
No pulser assembly.
Compressor hoses have a different routing to aid serviceability.
Radio-Cassette
a.
Changes that will affect radio/cassette installation into station wagon, 4DR sedan, 3DR coupe, and XT models.
1.
A new base line cassette deck called the "Classic" will feature auto reverse. Fits L-Series and XT Models. P/N SOA416E104.
2.
A new mid-line cassette deck called the "Premium" will feature automatic tape search, metal capability and illuminated controls. This
unit will have application to LSeries and XT. P/N SOA416E115.
3.
Top line E.Q. cassette will remain the same. P/N SOA333E131.
4.
The Justy AM/FM combo cassette unit has been modified to plug directly into the vehicle's wiring harness. P/N SOA333D125 which
fits only '89 Justy models. The old unit P/N SOA333D115 will fit '89 models using adapter P/N SOA333E305.
The Justy antenna lead will be routed down the "A" pillar on the driver's side under the carpeting and up behind the glove box on the
passenger side.
5.
6.
The memory connector must be connected to properly test the radio-cassette combo and cassette players on L-series and Justy models.
This procedure should be performed at PDI. Refer to Service Bulletins 15-56-88 for L-series and 15-66- 88 for Justy.
Cruise Control
a.
Fog Lights
a.
Roof Rack
Bracket adapter kit P/N SOA385J205 will be required to adapt Justy fog light kits P/N SOA385J115 clear and P/N SOA385J116
amber to fit '89 Justy models.
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410
Justy roof rack P/N SOA367F115 will fit '89 models using a new template.
2.
The touring wagon roof rack P/N is SOA367F114 and is available in black epoxy - coated finish only.
L-series and XT models are available in a two piece design which allows access to the engine compartment without removing the cover.
This cover will fit L-series P/N SOA448L107 and XT P/N SOA448L108.
Wheel Covers
a.
Starburst wheel cover P/N SOA4721101 fits all L-series and XT models except XT6.
2.
3.
The 12" Justy wheel cover P/N 723832101 will only fit '87 - '89 DL Justy models. GL models use 13" wheels.
Only use the OEM style hubcap on GL Justy models. The Venture and Starburst wheel covers will not properly fit the 1989 Justy rim
type.
Floor Mats
a.
b.
Deluxe floor mats previously called Luxus mats carry over from 88 MY to '89 MY. See the Application chart.
NOTE:
Rear window dust deflector P/N SOA461L100 will not fit '89 Justy models.
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Date: 880920
SUBJECT:
Starting with the 1989 MY, all Subaru factory installed A/C systems and all accessory A/C systems will have the pressure-discharge service valve
decreased in size from a 7/16" (20 universal national fine thread) to a 3/8" (24 universal national fine thread). The purpose of the decreased size is
to distinguish the low pressure suction servicing valve from the high pressure discharge service valve during testing or charging.
NOTE:
Wynn's climate systems air conditioner part number SOA329A107 is currently using the 3/8" (24 universal national fine) pressure
discharge valve size.
Because most charging and testing equipment use a 7/16" (20 universal national fine) size fittings, an adaptor will be necessary.
Example: Snap-on part number ACT 107A Hi-port side adaptor.
Date: 940601
10.52SS
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416
As is always the case, if you have any questions or helpful information, contact the Helpline.
If a customer complains of mist coming from the A/C vents when the air conditioning system is operating, most likely, it is a normal condition
caused by many factors and should not be considered a problem.
The reason the mist is coming from the vents is because the evaporator is operating close to or at the freezing point and may even have a little ice
on the fins but not enough to affect its operation. The outside air is probably very humid, perhaps 85Z to 95Z. When this very humid air comes in
contact with the cold evaporator, it causes the moisture in the air to condense into a mist. You have probably observed a similar situation when you
opened the freezer on the refrigerator at home. This mist is then pushed through the vehicle's ducts by the fan and into the passenger compartment.
To correct the situation is simple. Since we can't change the weather conditions, we have to make a very minor adjustment to the vehicle's air
conditioning system. That adjustment is to move the temperature lever on the control panel slightly toward the warm position. All we want to do is
blend a little of the warm air in the heater core with the outside air to melt the coating of ice on the evaporator. The cooling of the vehicle will not
be affected since we are only moving the temperature lever very little. The customer will have to experiment to find the position that cures the
condition as it can change based on the weather conditions mentioned above. If there is little or no humidity in your area, you will probably not be
faced with this problem since it is the humidity that generally causes this complaint.
So if you have checked out the vehicle and can find nothing wrong, perhaps the weather is the cause of the problem and a few minutes explaining
this to the customer will make you happy and they'll keep their cool.
Service Bulletins
Air Conditioning Service Bulletins are listed. You may want to reference these when diagnosing a problem.
Should an A/C compressor or other component require replacement, it's important to adhere to the oil charge table listed in the service manual.
Each component retains a certain amount of oil even if removed and during replacement must be compensated for. For example, if a condenser is
replaced in a Calsonic equipped '91 Legacy, 2.9 fluid ounces must be added to the system to compensate for the estimated amount of oil that will be
taken out of the system when the original condenser is removed. On the other hand, since replacement compressors come with a full oil charge for
the whole system, oil must actually be removed from the compressor to avoid overcharging the system with oil. Overcharging the system with oil
will result in reduced cooling effectiveness while undercharging will result in increased system wear and possible failure.
Subaru recommends the use of a refrigerant recycling machine to help protect the environment.
Use only D-90PX refrigerant oil when repairing the SVX Zexel Auto A/C system. This oil is available through normal parts channels, using part
number 73019AA000 for an 8 fl. oz. container. The SVX Zexel variable displacement compressor DCW-17BE has a 5.0 fl.oz. capacity.
NOTE:
Always keep a tight lid on refrigerant oils. All refrigerant oils are "hydroscopic" which means they absorb moisture from the air. Moisture
contaminated oil can cause system leakage failures later on. D-90PX is almost clear or no color. If it appears brownishyellow tinted or has a
brown colored substance floating at the bottom of the container, discard it and order a new supply.
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Do not use any refrigerant other than R-12 in Subaru air conditioning systems. Our A/C systems are only designed for R-12 type refrigerant.
Recently, there has been information circulating about a refrigerant called SUVA-52 which is said to be an R-12 replacement with system
modifications. Subaru and the manufacturers of our air conditioning systems do not recommend the use of SUVA-52 or system modifications of
any kind.
Please be concerned about the earth's environmental conditions. Future Subaru models will use the alternative refrigerant R-134A. We will keep
you informed as these models are introduced. Please remember to recycle R-12 whenever you are servicing an automobile air conditioning system.
Do your part to protect our environment.
The 1993 SVX and future Subaru vehicles will have an A/C system which uses HFC134a as the refrigerant. There is no compatibility between R12
and HFC134a. Therefore, you will need special manifold gauges, and refrigerant charge recovery station dedicated for HFC134a.
The change to HFC134a is required to reduce the harmful effects to the atmosphere from CFCs in R12.
Prepare now for this change by sourcing the proper equipment.
Subaru will be releasing more information on this change in the near future.
HFC 134a, chemical name "Tetrafluoroethane", is available.
Caution:
Before servicing, always check the labels on the compressor, radiator support and other A/C components for the type of refrigerant required to
properly charge the system.
Label Color:
All R-134a system components are required to have light blue labels indicating R-134a as the only refrigerant to be used in this system. The
following components are labeled:
^
^
^
^
^
^
^
Compressor
Evaporator
Hoses (different charge valves)
Condenser
Receiver-Dryer
Expansion Valve
Pressure Switch
Note:
The introduction of any refrigerant other than R-134a will damage system components. The SOA Warranty Department is aware of this
information.
The 1994MY Legacy, Impreza and SVX models are equipped with the new 134a systems. However, the Loyale and Justy models will remain using
the previous R-12 systems. Keep this information in mind when servicing or diagnosing Subaru A/C systems.
R-134a is now the refrigerant of choice. This product does not contain suspected ozone depleting chlorofluorocarbons. The chemical compounds
and molecular structures of the old refrigerant R-12 and the new refrigerant R-134a are completely different. However, the temperature/pressure
relationships of the two are very similar.
R-134a and R-12 are not compatible. Under no circumstances should they be mixed.
If you suspect that a refrigerant system has been tampered with or may be contaminated, observe the following general rules.
Symptoms of a contaminated system may be any of the following:
High system pressure (could be extreme) the higher the mix of contamination the higher the pressure will be.
Poor cooling
Rapid cycling of the compressor
Inspect for:
Correct condenser fan operation
Debris in front of the condenser
Correct blower fan operation
Charge/caution label
Service ports, stripped threads (from wrong fittings)
Cloudy, milky sight glass
Contact customer for:
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Repair history
Dealers, independent shop repair.
It is very important that refrigerants be handled properly. Always wear protective gloves and goggles. For your safety and the safety of others, it is
imperative that the work area is properly ventilated. If a refrigerant release occurs, wait until the mist clears before continuing. R-12 and R-134 are
to be handled separately. The two (2) refrigerants cannot be mixed. The lubricating oils that are used in the R-12 and R-134a systems are
incompatible. Service tools cannot be intermixed. If you find yourself not sure of what to do when servicing an R-134a system, don't guess. Refer
to service manuals and service bulletins. As with all automotive repair work, good service depends on good diagnosis.
Here are a couple of tips to assist you when diagnosing Legacy A/C systems. Although confirmed and directed at Legacy vehicles using Zexel's
optional A/C systems with a variable displacement compressor, the diagnostics should apply to Calsonic systems as well. Keep in mind, there are
no absolute pressure readings when using a manifold gauge set due to temperature, humidity and load variations. Instead, key on what could be
considered an acceptable range, as well as the relationship between the high and low gauge readings.
The gauge reading examples given in the Service Manual are based on 91~F.
Compressor Failure (fixed at minimum displacement) - Look for a much smaller than usual difference between the low side and high side pressures.
In other words, the low side may appear slightly higher than normal and the high side slightly lower, as the two system sides move towards
equalization.
The 1991 Service Manual illustration for this condition (4-7, Page 41, Fig. 82) shows the low side at about 15 and the high at about 85, when in
reality a reading of about 50 and 75, low and high respectively, is more accurate.
Expansion Valve Failure - Excessive Restriction - Your manifold gauge readings will show the low side almost normal or slightly below normal
and your high side will definitely be lower than normal.
A look at the Service Manual illustration for this condition (4-7, Page 39, Fig. 75) shows readings of about 20 and 175, while in reality they would
probably be closer to 28 and 90, low/high respectively. In addition, if the expansion valve is clogged, stuck closed or inoperative, the expansion
valve inlet area will exhibit heavy sweating or frosting, as well as only slight or decreasing cooling performance as the condition worsens.
Be aware that a reading of 25-35 low side is not necessarily abnormal and that the high side readings must always be considered as well as the
low/high relationship.
This information is intended specifically for the above referenced models equipped with either Hitachi or Panasonic A/C systems, however, other
models and years using a pulse sensor system may have application as well.
These diagnostic tips will address a condition where upon engine start-up the A/C is turned on and the clutch engages and runs for several seconds
only to shut off by itself. The clutch may also become disengaged and stop the compressor from running if the engine is revved up slightly right
after engine start-up.
Should you experience a similar condition, and the A/C drive belt's condition and tension has been confirmed as good (important), suspect the A/C
pulser system and follow the checks outlined below.
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1.
2.
Find the A/C relay located under the hood on the firewall, RH (passenger) side.
3.
Ground the red wire with the black tracer or on turbo models the red wire with green tracer, using a wire or test light.
4.
If the compressor comes on and stays on, the pulser system is probably at fault.
419
The components of the pulser system that should be checked are listed below. Refer to the information contained in the appropriate Service Manual
to provide specific checking details.
^
^
^
^
^
Remember the function of the pulser system is to compare engine speed to compressor speed and to shut off the A/C compressor if the amount of
difference exceeds 2O% to 25% and falls into the lock detection range.
Air conditioning season is upon us and since factory installed air conditioning was not offered on Justy models from '87 to present, wiring and
technical information are limited to the installation instructions provided in the kits and not in the Service Manuals. To further assist the technician,
both quick facts and wiring schematics are provided.
HITACHI
1.
SOA332A105, which is the first A/C Kit offered for the Justy 87MY, uses a wiring harness for the dash to attach the A/C "ON/OFF" switch
and the blower motor.
2.
3.
The Hitachi A/C Kit # 110 uses a separate condenser fan mounted in front of the condenser.
4.
The last Hitachi A/C Kits made were # 110 for 89my.
5.
Carburetor models FICD is adjusted in a special sequence. See Service Bulletins 02-70-89 and 02-72-89.
WYNN'S
1.
2.
The Wynn's Kit does not use a condenser fan, it relies solely on the main radiator cooling fan.
3.
The Wynn's Kits # 110 will fit 89MY-92MY carbureted and the # 112 MPI.
NOTE:
THE SOA329Y100 KIT WHICH WAS USED TO UPDATE THE WYNN'S A110 KIT TO FIT MPI JUSTY MODELS IS NOT
AVAILABLE. YOU MUST USE THE A112 KIT.
4.
The Wynn's Kits use a Sanden compressor. Take care not to accidentally mount it upside down. See Service Bulletin 10-62-91.
5.
The receiver-dryer safety blow-out plug specification is 525 psi or approximately 325 Deg. F. for Wynn's A/C systems.
6.
For 1990 base Justy models (carbureted) manufactured after January 5, 1990, VIN 704943 and after, the Wynn's Justy A/C Kit # 110 requires
a spacer kit Part Number SOA329Y205. The compressor is moved closer to the firewall to allow clearance for the air suction valve
relocation.
Check the evaporator drain hose for kinks or clogs which might restrict proper condensation or water drainage. Also, make sure the firewall
outlet end of the drain hose is routed away from the catalytic converter.
As a suggestion, try using the "Max A/C" or recirculation mode for initial cool down only. Then switch to the "Normal A/C" mode. This allows
outside air to enter the evaporator. Changing the mode positions to selections other than "Max A/C" may reduce the conditions in which the
bacteria grows.
Also, when parking the vehicle, the duct system will remain in the last position programmed by the mode. Using a selection other than "Max
A/C" can also help reduce the odor causing environment.
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For chronic customer complaints, an evaporator cleaning agent such as "BG FRIGIFRESH" can be used.
NOTE:
OUR REPAIR RECORDS INDICATE THAT EVAPORATOR REMOVAL FOR CORE CLEANSING IS NOT NECESSARY. CLEANING
THE EVAPORATOR THROUGH THE FRESH AIR DUCT IS JUST AS EFFECTIVE.
If you encounter a customer complaint of A/C blowing warm air and after basic diagnostics (gauge readings, etc.), the compressor is found to be
seized or not pumping, examine the oil from the failed compressor for metal particles. If you find metal particles, make sure the entire system is
flushed using a solvent such as "Brake Clean"* (examples: Permatex; CRC; Snap; all offer a brake parts cleaner that dries with no residue) and
shop compressed air. Just changing a receiver-dryer may not be sufficient in stopping the particles from clogging the expansion valve and possibly
the bellows valve in the compressor. Compressed air can contain moisture, so allow the system to be evacuated longer than the 30 minutes which is
for a new system unopened to the outside atmosphere.
*NOTE:
Because of changing laws concerning refrigerant release into the atmosphere, air conditioning manufacturers are recommending alternative
system flushing procedures to comply with the Montreal protocol.
If you receive a customer complaint of a slight "chirp" or "squeak" when the compressor is engaged and also during A/C cycling, do not replace the
compressor. Verify proper belt tension and A/C system operation using the applicable service manual. If the A/C system is not used for a period of
time, the compressor and clutch assembly may require a break-in procedure to be performed. This procedure can be found in Service Bulletin
10-57-90, Dated 05-29-90, titled "A/C Compressor Inspections". As the customer uses the A/C or defrost modes, the "chirp" or "squeak" will
diminish. Also, the red clutch dust (rust like substance) is normal and will accumulate during normal usage. Do not replace the compressor or clutch
for these conditions.
Use a belt tension gauge approved for use on serpentine type belts.
Calsonic recommends 144-166 lbs. for a new belt.
Zexel recommends 145-165 lbs. for a new belt.
Locate the single pin connector B-33 in the left kick panel.
Tip: Connector B-33 is next to the PDI shorting loop for lean run.
Connector B-33 must be connected for the display to read in degrees Fahrenheit; disconnected, the display reads degrees Celsius.
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Date: 970606
Date: 890510
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16-32-89
05-10-89
The ECVT electromagnetic clutch has a characteristic rattling noise when operated at low speeds. This noise is not detrimental to the operation of
the vehicle.
The noise may be heard especially when moving slowly, such as in crowded city streets with the car window open.
Should a customer complain about this noise, the intensity can be reduced by installing a modified clutch control unit, if not already fitted.
These units are available under P/N 30522KA091 through normal parts channels.
Vehicles produced after 12/12/88 and VIN 707416 have already been fitted with the new clutch control unit. The new control unit can be identified
by the P/N 30522KA091 on the label.
Keep in mind that this is a non-destructive noise which is characteristic of this unit and cannot be totally eliminated. It is important that the
customer be made aware of this prior to performing any repairs in order to prevent disatisfaction and/or further complaints.
Date: 930112
12-19-91
APPLICABILITY
SUBJECT:
Date: 911219
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426
When replacing cylinder head gaskets on the above referenced engines, it is important to note that there is a required cylinder head bolt retorque
procedure. Should this procedure not be performed, head gasket oil seepage may develop.
For 1.8 Liter OHC engines, install the cylinder heads and torque head bolts in the normal manner as outlined in the 1990 Loyale Service Manual
Section 2-3, Page 38. After completing engine assembly, refer back to the Service Manual Section 2-2, Page 8, for cylinder head bolt retorquing
procedures.
When reinstalling the cylinder head on 1.2 Liter Justy engines, the following revised head bolt torquing procedure must be followed.
1.
Install the cylinder head on the crankcase with washers and head bolts. Tighten the bolts to the specified torque in the sequence as shown in
Figure 1.
a.
2.
Run the engine up to normal operating temperature. After the engine has cooled down, retorque head bolts to the specification noted in step
4.
Date: 921013
Use this information to update all Justy Service Manuals Section 2-5 "Service Procedure for Water Pump".
When installing a new mechanical seal to the water pump housing, coat the outer periphery of the mechanical seal using Three Bond 1303 or
*"Loctite" Brand # 271 or # 272, which is a red colored thread locking anerobic type thread sealant. Both "Loctite" # 271 or # 272 are
available at most major automotive parts stores.
*
B.
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427
Use the chart as an addendum to Service Bulletin 01-106-88 Dated 02-01-88. Also, update all Justy Service Manuals Section 1-3 chart for
"Sealants and Adhesives".
Date: 910509
09-29-91
DATE
05-09-91
APPLICABILITY
SUBJECT:
If you encounter a customer complaint of an exhaust pipe rattle between 2,500 and 2,600 RPM when accelerating slowly. It is possible the noise is
coming from the flex joint betveen the front and rear pipe.
Figure 1
To correct this condition, install two (2) washers, Part Number 031014000 under each spring at the flex joint. See Figure 1. Be sure to install two
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(2) new self locking nuts, Part Number 902350004 and torque to 156 in.lbs. +/- 43 in.lbs.
This countermeasure was employed in production starting with 91MY VIN 703595.
Flat Rate Information
The following operation can be claimed for vehicles still covered under the Limited Subaru Warranty using the following information:
ITEM DESCRIPTION/
FAILURE CODE
OPERATION
NUMBER
EXHAUST PIPE
FLEX JOINT WASHER
EAF-48
A239-041
LABOR
DESCRIPTIONS
FLEX JOINT WASHER
INSTALLATION
TIME
0.3
Date: 910715
Subaru of America has determined all 1987-1990 Model Year Federal/California Justy vehicles may experience breakage of the flex joint in front
of the rear exhaust pipe (EPR) resulting in an exhaust leak upstream of the rear catalytic converter. The cause of the failure is oxidation of the flex
joint under high exhaust gas temperature (high engine speed and high engine load) which exceeds the design temperature of the flex joint material.
A crack occurs in the flex joint as a result of the stress of vibration during the severe driving condition. Once a crack occurs, exhaust noise may be
heard by the vehicle operator.
Therefore, Subaru of America will notify all potentially affected 1987-1990MY Justy vehicle owners that if their vehicle has developed a
noticeable exhaust noise, they should contact their Subaru Dealer who will replace the rear exhaust pipe with an improved part and a new muffler at
no cost to the owner.
VEHICLES INVOLVED
The vehicles included in this campaign are all 1987-1990MY Federal/California Specification Justy models.
Potentially affected vehicles have been identified by Vehicle Identification Number computer listings. These computer listings contain the complete
Vehicle Identification Number, owner name and address data, and are furnished to the dealers with this bulletin. Owner name and address data
furnished will enable dealers to follow-up with owners involved in this campaign.
These listings may contain owner names and addresses obtained from State Motor Vehicle Registration Records. The use of such motor vehicle
registration data for any other purpose is a violation of law in several states. Accordingly, you are urged to limit the use of this listing to the
follow-up necessary to complete this campaign. Any dealer not receiving a computer listing with the campaign bulletin has no involved vehicles
currently assigned.
OWNER NOTIFICATION
SOA will prepare and mail an Owner Notification Letter and a two-part Recall Certification/Repair Order Form to the owners of all potentially
affected vehicles. The owner notification mailing is scheduled for mid-July 1991. A copy of the Owner Notification Letter and a sample two-part
Recall Certification/Repair Order Form are included in this bulletin.
DEALER CAMPAIGN RESPONSIBILITY
Dealers are to promptly repair all affected vehicles presented for repair which have developed a noticeable exhaust noise in the EPR with an
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improved part and a new muffler assembly at no cost to the owner regardless of the vehicle's age or mileage. When you are presented a two-part
Recall Certification/Repair Order Form by a Subaru owner, follow the instructions presented in the Service Procedure section of this bulletin.
In accordance with the service procedure of emission campaign WZQ-45 there is no reimbursement without the new EPR/muffler kit replacement.
(Please refer to section "Parts Information" for parts applicability.) Rear exhaust pipe/muffler kit replacement is based on your confirmation that the
vehicle has developed the exhaust noise/leakage symptoms in the flex joint portion of the EPR and the vehicle is included in the VIN ranges
specified. Replacement of the rear exhaust pipe/muffler assembly for vehicles which were previously repaired in accordance with Campaign
WZQ-45 is not necessary. For further details, please refer to the sections entitled "Service Procedure" and "Recall Impact on Customer
Satisfaction.")
Whenever a vehicle subject to this campaign or any open campaign is taken into vehicle inventory, or is in your dealership for service in the future,
you should check for exhaust noise/leakage symptoms. If a rear exhaust leak exists, be sure the campaign correction has been made before selling
or releasing the vehicle.
Owners of vehicles recently sold from your vehicle inventory within the VIN range listed are to be contacted by the dealer, and arrangements
should be made to make the required correction according to instructions contained in this bulletin.
PARTS INFORMATION
Quantities of the EPR/muffler and replacement exhaust gaskets are only available as a kit through your normal parts supply.
SERVICE PROCEDURE
1)
Verify that the vehicle is included in the VIN range listed and has not been repaired.
2)
Lift the vehicle and remove the existing EPR assembly following the procedures in the applicable Justy Service Manual Section 2-9 and
retain all attachment hardware.
NOTE:
UNDER THIS CAMPAIGN, ONLY ONE EPR/MUFFLER KIT REPLACEMENT IS ALLOWED PER VIN. DUPLICATE CLAIMS FOR
THE REPLACEMENT OF THE EPR/MUFFLER WILL NOT BE PROCESSED.
IF YOU ENCOUNTER A CUSTOMER COMPLAINT INVOLVING A RATTLE IN THE NEW EPR ASSEMBLIES P/N'S 744007870,
744007880, 744007890 AND 744007900 PLEASE REFER TO SUBARU TECHNICAL SERVICE BULLETIN 09-29-91.
3)
Install a new EPR/muffler kit using new exhaust gaskets included in the kit and the attachment hardware from Step 2. See campaign bulletin
section entitled "Parts Information" for parts applicability.
4)
5)
All replaced EPRs must be handled according to the current SOA warranty parts policy.
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430
Each vehicle corrected in accordance with the instructions outlined in this bulletin will require a "Campaign Completion Label." This label is to be
affixed to the surface of the radiator core support which will be visible when the vehicle is brought in for periodic servicing by the owner. Apply
the "Campaign Completion Label" only on a clean dry surface.
A quantity of 50 labels are being provided to each dealer with this bulletin. Additional quantities of these labels are available through your local
regional office or Distributor.
CLAIM PROCESSING INFORMATION - REIMBURSEMENT
Credit for the performance of the rear exhaust pipe/muffler kit replacement plus applicable exhaust gaskets will be provided from the two-part
Recall Certification/Repair Order Form. Therefore, it is very important that all information on the form be completed and correct.
All claims for reimbursement should follow the procedures outlined below.
You must complete the repairing dealer section of the two-part Recall Certification/Repair Order Form and remove and retain the first copy for
your records.
Star System Dealers may enter the applicable information using the Campaign Claim (RY) routine.
Non Star System dealers will be reimbursed upon submission of the remaining copy of the Recall Certification/Repair Order Form to your
Distributor/Region in an envelope with postage prepaid.
Dealers will be credited with 0.6 labor hours at their approved warranty labor rate plus dealer cost and handling allowance for the rear exhaust pipe
replacement/muffler kit and applicable exhaust gaskets on the two-part Recall Certification/Repair Order Form. Retail states will receive
reimbursement at suggested retail cost.
As indicated in Step 3 of the Service Procedure, attachment hardware should be reused. However, if it is necessary to replace the attachment
hardware an MSA-400A must be submitted listing individual part numbers. The MSA-400A must be submitted following normal procedures, using
operation number 101-101 (0.0 hours), failure code WZQ-45 and override code WZQ-45.
OWNER REIMBURSEMENT
If an owner of an affected vehicle inquires about reimbursement for the rear catalytic exhaust pipe plus applicable exhaust gaskets and attachment
hardware repair costs which was performed prior to this campaign (WZQ-45) and the owner paid for these repairs, please instruct the owner to
follow the procedures stated within 90 days from the date on the owner notification letter.
The owner must forward the original or original carbon copy of the repair invoice, which has complete information including date of repair, vehicle
mileage, vehicle identification number and name, with correct address and telephone number, to the address listed below:
Subaru of America
Attention: Recall Headquarters
Subaru Plaza
P.O. Box 6000, 2235 Rt. 70 West
Cherry Hill, NJ 08034-6000
Please have the owner send original receipts only and retain a photocopy for his/her records. Please assure the owner that we will attempt to process
his/her reimbursement request as quickly as possible, but it may take as long as 90-120 days for this process to be completed.
RECALL IMPACT ON CUSTOMER SATISFACTION
The recall is a positive effort on our part to satisfy our owners and should be presented as such to the customer.
If a customer has an exhaust system problem that is not directly related to Campaign WZQ-45 take the extra effort to explain your findings to
him/her. This may address the customer's concern in the event that additional diagnosis and/or service is required at the customer's expense. This
extra effort to explain the situation will show the customer that you value him/her.
Recognize and respect the inconvenience this situation may be for the customer and thank them for their interest in keeping their Subaru properly
maintained.
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Date: 950201
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432
Yokohama has set up a Customer Relations team that is best suited to handle complaints that have to do with these original equipment tires. (As
you know, original equipment tires are warranted directly by the manufacturers.)
Yokohama tire dealers can also handle these complaints, but they are not always in the best position to evaluate all of the circumstances based on
all factors known to Yokohama Tire Corporation.
To ensure that your customers receive proper consideration of their complaints with Yokohama, a special toll-free phone line has been established
exclusively for Subaru dealers. In the event your customers have concerns, call the appropriate Yokohama Customer Relations number:
1-800-722-9888 8 a.m. to 4:45 p.m. Pacific Time
1-800-231-9987 8 a.m. to 4:45 p.m. Central Time
1-800-678-3279 8 a.m. to 4:45 p.m. Eastern Time
When calling the toll-free number:
^
Provide the requested information. (The Yokohama Representative may ask questions about the vehicle's service and maintenance history as it
relates to tire wear. Be prepared!)
The Yokohama Representative will then arrange an adjustment based on the vehicle and customer particulars presented.
It's as simple as that!
If you experience any difficulties with this procedure or if you have any questions, contact your District Technical Manager or Area Service Office.
Thank you for your cooperation. Your assistance in expediting these customer concerns will be appreciated by Yokohama - and more importantly,
by our customers.
IMPREZA SHIFT LOCKS THAT WON'T UNLOCK WHEN COLD
If you encounter an Automatic Impreza with a shift lock that will not release from park position only when cold, check to see if any beverage has
been spilled onto the console from the cupholder. We have received reports of shift lock mechanisms that become sticky only when cold after
having soda or coffee spilled onto the solenoid, linkages. or switches. Evidence of the spill can be seen when the console cover is removed to
inspect the mechanism.
ERRATIC WARNING LIGHT OPERATION
When diagnosing a vehicle that has erratically operating (flashing, dim illumination, etc.) of the handbrake/brake fluid warning lights. you might
want to check the charging system and the charge light system. The charge light system (which receives a ground through the alternator field when
the alternator is not charging) is used to check the bulbs of the handbrake/brake fluid warning lights (and some other warning lights on select
vehicles).
IDLE QUALITY COMPLAINTS ON 95 LEGACY
If you encounter a complaint of idle quality on a 95 LEGACY, especially during warm up, check to see if there is corrosion between the spark plug
terminal tips and the spark plug wire's contact.
SYNTHETIC ENGINE OIL - AN UPDATE
FHI has liberalized their position on the use of synthetic engine oils in Subaru engines. Synthetic engine oils can be used in SUBARU engines if the
user follows the engine oil recommendations prescribed in the Owner's Manual. SUBARU has not tested the compatibility of all synthetic oils with
engine seals, but the petroleum industry does adhere to standards for the refining process which meet SUBARU requirements.
SUBARU does not guarantee the performance of any brand of engine oil.
ENGINE 0IL USAGE GUIDELINES
^
ONLY USE ENGINE OIL THAT MEETS OR EXCEEDS THE API CLASSIFICATION DESIGNATED IN THE OWNER'S MANUAL FOR
THE VEHICLE.
ONLY USE ENGINE OIL THAT MEETS THE VISCOSITY REQUIREMENTS FOR THE AMBIENT TEMPERATURES UNDER WHICH
THE VEHICLE WILL BE OPERATED AS OUTLINED IN THE OWNER'S MANUAL.
THE ENGINE OIL MUST BE CHANGED AT THE INTERVALS SPECIFIED IN THE WARRANTY AND MAINTENANCE BOOKLET
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FOR THE VEHICLE. SOME SYNTHETIC OIL REFINERS RECOMMEND EXTENDED OIL CHANGE INTERVALS. SUBARU DOES
NOT RECOMMEND ANY DEVIATI0N FROM THE SPECIFIC INTERVALS IN THE OWNER'S MANUAL.
We hope this helps to answer questions about the use of Synthetic engine oil in SUBARU engines.
Date: 910215
01-125-91
DATE
02-15-91
APPLICABILITY
SUBJECT:
You can help your customers increase their tire life by performing some simple maintenance during their periodic inspections.
The tires should be checked frequently for proper air pressure, wear, and cuts. Check air pressure when the tires are "cold", that is, after the vehicle
has been parked for three hours or more. Correct pressures are specified in the tire placard. Do not let air out of warm tires to adjust pressure.
Tire wear will vary with each wheel. To increase the life of tires and keep wear uniform, it is best to rotate them every 6,200 miles (10,000 km) or
at the 7,500 mile maintenance period.
When rotating tires, replace any unevenly worn or damaged tire. All four tires must be the same size and diameter. After rotating the tires, adjust
tire pressure and be sure to check wheel nut tightness.
Failure to rotate tires regularly will cause uneven wear, such as cupping of rear tires.
Make sure that both front and rear suspensions are aligned properly. Improper alignment will cause uneven tire wear and affect the vehicle
handling.
All manufacturers of tires used as original equipment on Subaru vehicles recommend these procedures as a minimum precaution. These suggestions
are covered in the Subaru Owner's manuals.
Date: 891110
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434
Cut out and tape or paste the attached FHI correction information to page 46 in section 2-1 of the 1989 Justy Service Manual. Adding the correction
directly to the applicable Service Manual will ensure the proper information is conveyed each time the manual is used.
Please note these instructions for future FHI Service Manual correction information.
Date: 891130
10.52SS
Page 48
APPLICABILITY
SUBJECT:
435
TRANSMISSION (4EAT)
If the engine or transmission is removed, for any reason, from a vehicle equipped with a 4-speed automatic transmission, extra care must be used
during reinstallation.
If the torque converter and oil pump drive shaft are not fully seated into the oil pump rotor assembly, severe damage to the oil pump will occur
when bolting the engine and/or transmission together. The mounting bolts should never be used to pull together the units. When the torque
converter is installed correctly, the engine and transmission will slide together flush without using any bolts.
NOTE:
When installing the engine or transmission, the units must be kept parallel to each other to prevent any damage to the oil pump drive shaft
and oil pump.
Date: 890816
14-13-89
DATE
08-16-89
ALL SUBARU VEHICLES WITH FUEL INJECTION
SUBJECT:
S0A has tested and approved the use of the Kent-Moore Fuel Injector Cleaner for on-car cleaning of fuel injectors. Features and benefits of this
cleaning system include:
^
fuel injector cleaner uses readily available inexpensive fuel injector cleaning fluid.
fuel injector cleaner completely replaces vehicle's fuel supply system during cleaning operation.
The fuel injector cleaner, available through Kent-Moore Tools under P/N J35800, consists of a hand pressurized reservoir tank complete with
gauge, relief valve, and hose with needle shut-off valve. The fuel injector cleaner can be used with the following approved injector cleaner solvents.
^
^
^
Although designed specifically for GM port fuel injected engines, the fuel injector cleaner can be easily adapted for use on Subaru vehicles.
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To adapt the fuel injector cleaner for use on Subaru vehicles, discard adapter assembly 12232A supplied with fuel injector cleaner and substitute
commonly available brass fittings as necessary to end up with a 5/16" male hose fitting end. See Figure 1 on the following page.
Since the fuel injector cleaner is replacing the fuel supply system in its entirety, the following recommendations must be adhered to when using the
Kent-Moore Fuel Injector Cleaner on Subaru vehicles.
Depressurize the fuel system by disconnecting the fuel pump (unplug at pump) and run engine until it stalls. Use caution when disconnecting
fuel lines as sow residual pressure will remain. Use of protective eyeware is recommended. The fuel pump remains unplugged during the
cleaning process.
Using the 5/16" male hose end fitting, correct the fuel injector cleaner directly to the most accessible underhood fuel line location, usually at
the discharge side of the fuel filter. Always hook in after the fuel filter to prevent running cleaner through the filter.
The vehicles fuel return line must be blocked to prevent cleaning fluid from entering the fuel tank. Use pinching pliers on the return hose or
remove the line and physically plug. It is important that cleaning fluid does not anter the fuel tank.
Limit reservoir tank pressure to 20 psi, not 25 as stated in the Kent-Moore instructions.
^
^
Cleaning procedure can be repeated if necessary, however no more than three cleanings should be performed at one time.
After completing the cleaning operation, close the needle shut-off valve and run engine until it stalls to purge engine of cleaning fluid.
Follow the instructions and recommendations included with the cleaner except for the exclusions noted in this bulletin.
This item can be ordered from Kent-Moore directly by using their toll free number, 1-800-345-2233.
Date: 890816
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437
The following corrections need to be made to the 1989 Justy Service Manual publication number G406BE (issued October 1988 B) section 3-2,
page 88.
Date: 900122
07-43-90
DATE
01-22-90
Attached is the manufacturer's testing and charging procedures for OEM and Subaru replacement batteries.
Part Number
SOA4071110
Application
All models 1977 to present
except Legacy vehicles
Specifications
^
^
^
^
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438
^
SOA4071120
^
^
^
^
^
NOTE:
Both of these batteries can be used in the Justy. The post position of the SOA4071120 matches that of the OEM Justy battery,
however.
General Information
The most accurate means of checking the state of charge of a lead acid and/or maintenance-free battery is measuring the specific gravity of its
electrolyte. This is accomplished using a good quality battery hydrometer. The hydrometer should be the hydrometer-thermometer type such as
Snap-on BB4B which permits the user to adjust the observed specific gravity reading based on the temperature of the electrolyte.
The specific gravity range for state of charge is:
1.265
1.235
1.205
1.170
1.140
1.110
1.299
1.265
1.235
1.205
1.170
1.140
Full Charge
3/4 Charge
1/2 Charge
1/4 Charge
Barely Operable
Completely Discharged
Testing Procedures -
Safety Precautions
Visual Inspection
1)
2)
3)
Important - Replace damaged battery after the cause is determined and eliminated.
Check State of Charge
1)
2)
3)
Connect digital voltmeter across battery terminals. Read voltage with no current flowing.
If voltage is less than 12.45, charge battery.
If voltage is 12.45 or higher, check for possible surface charge. Batteries charged or used in vehicle within last 24 hours must have
surface charge removed - Proceed to step 4. Otherwise, proceed to load test.
4)
To remove surface charge, connect a carbon pile load tester (such as Sun VAT 40) across the battery terminals and apply a load equal to
1/2 the cold cranking amp (CCA) rating of the battery for 15 seconds.* Read battery terminal voltage again. If still 12.45 volts or above,
proceed to load test. If not, charge battery.
Verify that electrolyte is above top of plates in each cell prior to charging or load testing. If electrolyte is below plates, battery may explode if
charged or load tested. If electrolyte is low, add distilled water to cell to bring to proper level as indicated on battery case.
The proper test of specific gravity involves checking each of the cells in a battery in comparison to one another. If, after fully charging the battery,
one or more cells vary from the remaining cells by 0.050 or more, the battery should be replaced. Be certain that the float in the hydrometer floats
freely while taking these readings.
In some instances it may not be advisable or possible to use this method to check state of charge. This would include when the battery is still in the
car (risking acid spills), or when the battery has non-removable vent caps such as the Subaru replacement batteries. In these cases, an
approximation of specific gravity can be obtained using a digital voltmeter. Connect the voltmeter across the battery terminals. Read this terminal
voltage or open circuit voltage (OCV) with no current flowing. The numerical value of this open circuit voltage is 0.84 higher than the numerical
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439
A battery is found to have a 12.66 terminal voltage (OCV). 12.66 divided by 6 cells = 2.11 volts per cell.
2.11 Volts per Cell
.84 Conversion Factor 1.27 = 1.270 Specific Gravity (Approx.)
This information is useful to determine if the battery is sufficiently charged to load test and, if needed, how long and at what charge rate it should
be charged.
NOTE:
This OCV method is only an approximation. Actual hydrometer readings should alvays be used when possible. Keep in mind that
specific gravity affects the freezing point of the battery. This relationship is as follows:
Specific Gravity
1.280
1.250
1.200
1.150
1.100
1.050
-------------------------
Freezing Point
90~F
-62~F
-15~F
+5~F
+19~F
+27~F
This is especially important for vehicles stored in cold climates. A battery with a very low charge can freeze at +27~F compared to a 3/4 charged
battery at - 62~F.
If battery being tested is not listed above, consult the specification chart in the Service Manual for model number and CCA rating.
3)
4)
Determine battery temperature by touch and compare voltage reading with load test table.
If voltage is less than table, replace battery. If equal to or greater, return battery to service.
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Important -
Important -
Important -
For batteries which have discharged and remain uncharged for a long period of time, it will be necessary to first remove sulfation from the battery
plates. First apply a high rate of charge (30 amps) for 1 to 1-1/2 hours observing the precautions in step 4 of "Single Battery Charging". Following
this, apply approximately a 6 amp charge until 3 successive specific gravity checks at 1 hour intervals reveal no increase in specific gravity
readings. (May take as much as 20 - 24 hours with a 6 amp charger).
OBSERVE ALL SAFETY PRECAUTIONS
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Date: 950301
Some SUBARU IMPREZA'S are equipped with air suction valves (ASV). These valves may make some noise for brief periods of time during
initial cold start up and driving. They sound very much like lifter noise.
This condition is considered to be a NORMAL OPERATING CONDITION and NO REPAIRS should be made. We should also remember that this
is an emission control device and can not be legally tampered with.
The noise reported usually shows up at ambient temperatures of approximately 40 degrees F. or lower with engine speeds of 2,000 RPM's or
higher. The noise may go away during this time if your foot is removed from the gas pedal and may return if the throttle is again applied. Once the
engine has warmed up slightly, the noise goes away and will not return again until the engine has had an extended cool down period. Usually
overnight.
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If you have a customer complaining of a noise in his engine when cold. it may very well be the ASV'S that are causing the noise. Question the
owner about when the noise is there and how the vehicle is being operated before attempting any repairs.
If you have any questions concerning this matter, contact the Technical Helpline.
Battery Replacement
We have noticed a high warranty replacement rate for 95 LEGACY batteries. Subaru Service has been testing all of the returns for the last two
months. To our surprise not one battery failure has been confirmed. All replacements that we inspected fell into three categories:
1)
2)
3)
Batteries in Dealer inventory vehicles must be maintained by the dealer. We ask at this time that each dealer review their charging and replacement
policy. Discharged batteries should be recharged and tested, not replaced. If a vehicle has been in inventory for a long time, do the customer a favor
and recharge the battery before delivery. Refer to previous Service Bulletins for procedures.
We will be reviewing service bulletins and past updates to standardize this policy. Any information you may have or want to contribute can be
faxed to the SOA Service Department at (609) 488-3136, Attention: Tom Strain.
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443
Page 132 -
Make the same corrections to connector B2 in the three figures shown on this page
Page 135 -
Please call your Area Service office or your DTM to obtain Subaru printed materials, such as bulletins, recalls, copies of pages from service
manuals, dealer letters, questionnaires, copies of Service Helpline update articles, etc.
In general:
01 dealers
02 dealers
03-07 dealers
09-14 dealers
Note:
There are some dealers on the borders of district areas that are closer to adjacent Area Service offices. Please contact the office that normally
services your dealership.
05-17-99
Date: 890517
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444
FIGURE 1
1988 & 1989 JUSTY SERVICE MANUALS
SUBJECT:
The following correction needs to be made to 1988 and 1989 Justy Service Manuals concerning Trouble Code 52 - Clutch Switch. It is located in
the 1988 manual (publication no. G404BE 7/87 A) in section 2-1, page 41. It also appears in the 1989 manual (publication no. G406BE 10/88 B) in
section 2-1, page 57. See figure 1.
02-71-89
DATE
10-18-89
APPLICABILITY
TURBO VEHICLES
SUBJECT:
MAINTENANCE REMINDER
Date: 891018
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445
Turbo vehicle cooling systems, by their nature, are operated under very severe conditions of heat and pressure.
It is important that the cooling system hoses are inspected as recommended in the maintenance requirements at 30,000 mile intervals. This is the
minimum interval for inspection of cooling hoses.
As a service to your customers, it is recommended that hoses, oil change history and oil levels, coolant levels, etc., be inspected whenever a vehicle
is being serviced.
Hoses such as those carrying coolant to and from the turbo charger may be easily neglected because of their location. The coolant inlet hose is
covered with a heat shield making it more difficult to inspect. The easiest way to inspect this hose is from underneath the vehicle. Leakage at this
hose can result in extensive damage to engine and turbo charger if left unattended. See Figure.
Your attention to this service will be appreciated by your customers.
Date: 880915
If you receive a customer complaint of the rubber "Subaru F.I." label becoming loose or falling off the intake boot, it will be necessary to rebond
the rubber label with a rubber compatible epoxy or bonding cement.
The intake boot retention lip has been modified in production for firmer retention of the intake boot label starting with the manufacturing date of
5/1/88 or after the following VIN numbers:
230936: 4D 457536: S/W 810636: 3D
Date: 901210
09-27-90
DATE
APPLICABILITY
2-10-90
ALL CATALYST EQUIPPED EXHAUST PIPES
SUBJECT:
CATALYTIC CONVERTER RECYCLING
THIS BULLETIN SUPERSEDES ALL INFORMATION PREVIOUSLY RELEASED CONCERNING CATALYTIC CONVERTER
RECYCLING.
EFFECTIVE MONDAY, DECEMBER 10, 1990, THE PREVIOUS PROGRAM OF CUTTING INLET AND OUTLET PIPES AND
RETURNING THE CATALYTIC CONVERTER ONLY, IS BEING REPLACED. UNDER THE REVISED PROGRAM, ALL COMPLETE
FRONT AND REAR CATALYST EQUIPPED EXHAUST PIPES ARE SUBJECT TO RETURN FOR RECYCLING. THIS PROGRAM IS
MANDATORY FOR ALL EXHAUST PIPES PAID FOR UNDER WARRANTY OR A CAMPAIGN/RECALL PROGRAM.
A PARTS REQUEST WILL BE ISSUED FOR ALL PIPES APPLICABLE TO THE RECYCLING PROGRAM WHEN CLAIMED ON A
MSA400A WARRANTY CLAIM FORM. A REQUEST WILL NOT BE ISSUED FOR PIPES CLAIMED UNDER A RECALL PROGRAM,
HOWEVER, THESE PIPES ARE STILL SUBJECT TO RETURN. IT IS THEREFORE EXTREMELY IMPORTANT TO UNDERSTAND HOW
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446
THE PIPE WAS CLAIMED AND CREDITED TO ENSURE PROPER HANDLING AND AVOID A SYSTEM DEBIT OF THE CLAIM. ALL
PIPES RETURNED UNDER THIS PROGRAM ARE TO BE SHIPPED TO:
SUBARU OF AMERICA 7040 CENTRAL HIGHWAY* PENNSAUKEN, NJ 08109
ATTN:
RECYCLE PROGRAM
*PLEASE NOTE, THIS ADDRESS IS DIFFERENT FROM THAT OF OTHER PART RETURNS.
1.
2.
All pipes claimed by submission of this form will not be automatically requested but are STILL SUBJECT TO RETURN. Since no
request will be issued, these may be forwarded upon completion of the repair and claim approval.
These pipes must be clearly identified with a minimum of the VIN, CLAIM NO., DEALER NO. and PART NUMBER. This may be accomplished
by securing a parts tag or marking on the pipe itself.
IMPORTANT NOTES
1.
As with other parts returns, all pipes must be forwarded to arrive no later than 30 days from credit approval.
2.
Pipes are to be shipped via RPS (Roadway Package Systems) where this service is available. Where unavailable, UPS is to be used. Surface
rates are to be utilized.
Pipes shipped using common truck carriers or express, where excessive shipping charges are incurred, will be refused and returned to the
dealer.
(The current RPS barcode labels for New Jersey can be used for the 7040 address. Should additional quantities of labels be needed,
contact your local RPS representative.)
3.
Be aware that certain EPRs (Exhaust Pipe Rear) do not contain a catalyst and are not necessary for return. ( '87MY AND PRIOR 4WD
FEDERAL SPECIFICATION VEHICLES ARE NOT EQUIPPED WITH A REAR CATALYST.)
If an EPR is installed in conjunction with a front pipe which is replaced because of a campaign/recall, the EPR will be requested
automatically (claimed on MSA-400A), IF CATALYST EQUIPPED. The front pipe (claimed on two-part recall certification form) will
not be automatically requested but still must be returned within 30 days.
4.
All warranty or recall replaced catalyst equipped exhaust pipes (front and center) must be returned. Failure to return a replaced exhaust pipe
will result in automatic debit for the claim or recall certification.
THE POLICY OUTLINED ABOVE IS IN EFFECT UNTIL FURTHER NOTICE.
Date: 900402
16-38-90
DATE
APPLICABILITY
04-02-90
SUBJECT:
Unique vehicle operating conditions occurring at the same time for more than one (1) second may cause the ECVT check lamp to illuminate along
with a "false" trouble code 21 (torque signal system).
The operating conditions which must occur simultaneously are:
1.
2.
3.
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4.
5.
6.
447
The torque signal is generated by comparing engine output torque with transmissible steel belt torque capacity under low line pressure. The engine
and belt torque are then calculated in the MPFI control unit and networked to the CCU.
A momentary loss of traction on wet or icy roads is an operating condition example where trouble code 21 could occur. Keep this information in
mind when diagnosing "CHECK ECVT" lamp illumination and no accompanying driveability complaints.
Field Fix
Adjust the throttle position svitch open (non-conducting) point to as close to 20 mm (0.79") as possible. Although the service manual states a range
of 16-24 mm (0.63" - 0.94") as being acceptable, 20 mm is the preferred setting for optimum performance. Of course, the proper adjustment
sequence should always be followed when making these sensitive adjustments. This sequence is:
1.
THROTTLE CABLE ADJUSTMENT - Ensure the throttle is fully opening by depressing the pedal inside the vehicle. Adjust as
necessary according to service manual.
2.
SWITCH ADJUSTMENTS - Adjust both accelerator and throttle position switches as described in the service manual. Use the new
spec. suggestion as stated above for the throttle position switch. Keep in mind both switches are closed and conducting with the pedal at
rest and your foot not touching the pedal. Both switches remove a ground when the switches open and stop conducting.
3.
CONTROL CABLE ADJUSTMENT - Check and adjust the transmission control cable adjustment. Be sure to push and pull the cable
rather than deflect when checking free play.
NOTE:
FHI testing has proven these suggestions will address most customer complaints.
The possibility of a malfunction in the torque signal system should not be overlooked. See the 1989 Justy Service Manual 3-2 pages 89
and 90 for a listing of the systems related to the torque signal system which should be thoroughly checked as well.
1990 MY Justy vehicles use a control unit which has a higher tolerance to these vehicle operating conditions. This should prevent the occurrence of
a false trouble code 21.
Date: 891120
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448
FIGURE 1
If you encounter a customer complaint of "popping" noises when the radio or cassette deck is operating, use this information to identify and repair
the problem. See Figure 1.
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449
FIGURE 2
The cassette deck in the console cassette box will be changed to the updated cassette deck and returned. See Figure 2.
Date: 941202
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450
Follow the instructions supplied with the repair kit to ensure a proper repair.
GRID REPAIR
Rear window defogger grids can be repaired using a kit available from Loctite Corporation Part Number 13067.
Effective immediately, dealer warranty repairs will not be accepted for replacement of rear windows because of open defogger grids.
Repairs should not exceed 4 in length on any one line.
Diagnosis of Grids
Locate the exact point of the break in the grid line as follows:
1.
Turn on ignition switch and rear window defogger switch.
2.
Connect the positive lead of a voltmeter to the right rear window defogger grid contact.
3.
With the negative voltmeter lead, touch the defogger grid line at its mid-point on the rear window.
4.
Place protective covering over work area to prevent staining of upholstery in event of spillage of materials.
Make sure the glass is cleaned before attempting the repair.
The stencil enclosed in the kit is wider than the Subaru grids, therefore, electrical tape may be used to create the proper size stencil.
Thoroughly shake the bottle of conductive resin.
Apply the resin with the brush, making sure to overlap both ends of the broken line with the resin.
After the surface is tack free, about one (1) minute, repeat resin. Do this three (3) times. Recap the bottle of resin tightly.
Wait 20 minutes and then carefully remove the electrical tape.
Wait 24 hours before turning the defogger on.
Clean the brush for future applications using acetone.
Date: 881212
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SUBJECT:
451
Left hand and right hand shoulder belt buckles and shoulder belt tongues with attaching hardware.
2.
3.
Installation instructions.
Copies of the installation instructions for each model are on the following pages of this bulletin.
NOTE:
Remember to place the Use, Safety Tips, and Maintenance Instructions in the Owner's Manual for future reference. A copy of this
information is on the reverse side of this page.
[9999910351]
Please affix this shoot to the back cover & your Owner's Manual.
How to Use Rear Shoulder Belt To increase the shoulder belt's webbing length, hold the tongue perpendicular to the webbing and pull away as
shown in illustration A. When seated insert the tongue into the buckle. Check to be sure the belt is buckled securely by pulling the upper webbing.
To tighten the belt pull the end as shown in illustration B. To release the shoulder and lap belts press the button on each buckle and pull away.
Do not use shoulder belt without lap belt. Using shoulder belt alone could increase your risk of injury in an accident.
Seat Belt Safety Tips To help reduce the risk or severity of injury, all persons in the vehicle should fasten their seat belts before driving away.
Never use one belt for more than one person at a time. In an accident, two people in the same belt will increase the risk and severity of injury.
Never use a belt that is twisted or reversed. In an accident, this can increase the risk or severity of injury. Never wear the shoulder belt under your
arm.
The shoulder belt is not to be used without a lap belt. Shoulder belts alone do not provide full restraint. All belts should be secured to fit snugly in
order to provide full restraint. Loose fitting belts are not effective to prevent or reduce injury. Keep foreign objects from the buckle or retractor
because anything inside could prevent them from working properly.
Safety Belt Maintenance To clean the webbing, use a mild soap solution and water. Inspect the seat belts and attachments periodically for cracks,
damage, loose bolts or worn webbing. Replace the seat belt as necessary. Replace seat belt assemblies after use in any serious accident. Keep sharp
edges or damaging objects from belts and other parts of the seat belt system. Use care to keep the webbing free of polishes, oils and harsh
chemicals; particularly battery acid. Never attempt to bleach or redye the webbing since this could seriously affect its strength. Never attempt to
modify or make changes that will prevent the seat belt from operating properly.
Model Applications:
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452
CAUTION: Improper installation could adversely affect the performance of the seat belt system. Subaru of America strongly recommends these
rear seat shoulder belts be installed by an Authorized Subaru Dealer.
1.
2.
3.
4.
5.
6.
7.
8.
9.
Lift up the rear seat lower cushion to provide access to both lap belt buckle mounting bolts.
Remove and discard the 5/8 inch bolts which secure the original equipment lap belt buckles.
Install each of the shoulder belt buckles using the attached 5/8 inch bolt and washers, on the top of the respective lap belt buckles. Properly
position as shown in Figure 1, tighten each bolt to specified torque, 18-25 foot pounds.
Return the rear seat cushion to the seating position.
Loosen the garnish trim around each C pillar. Then loosen the front section of each upper quarter trim panel.
Measure and cut 75 mm x 17 mm (3 in. x 5/8 in.) opening on the top of each quarter panel at a location 170 mm (6-3/4 in.) rearward from the
forward edge of the panel. See Figure 2.
To install the shoulder belt tongue; first align the guide pin into the locating hole then tighten the attached 5/8 inch bolt and washers, to
specified torque, 18-25 foot pounds. See Figure 2.
Reinstall the quarter panels and C Pillar garnishes.
Place the Use, Safety Tips, and Maintenance Instructions in the Owner's Manual for future reference.
10.52SS
3-Door Coupes 1986 Thru 1988 4-Door Sedans 1985 Thru 1988
3-Door Coupes 1986 thru 1988 4-Door Sedans 1985 thru 1988 (P/N 64174GA710)
Page 66
453
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454
CAUTION: Improper installation could adversely affect the performance of the seat belt system. Subaru of America strongly recommends these
rear seat shoulder belts be Installed by an Authorized Subaru Dealer.
1.
2.
3.
4.
5.
6.
7.
8.
Remove rear seat lower cushion to provide access to the lap belt buckle mounting bolts.
Remove and discard the 5/8 inch bolts which secure the original equipment lap belt buckles.
Install each of the shoulder belt buckles using the attached 5/8 inch bolt and washers, on the top of the respective lap belt buckles. Properly
position as shown in Figure 1, tighten each bolt to specified torque, 18-25 foot pounds.
Reinstall the rear seat cushion.
Remove the upper quarter trim panels and transfer the position of the anchorage location to the trim panel. See Figure 2.
Make 15/16" diameter holes through the trim panels making certain the holes line up with the anchorage location.
Reinstall the trim panels and install the shoulder belt tongues utilizing the attached 5/8 inch bolts and attached washers. Tighten each bolt to
specified torque, 18-25 foot pounds. See Figure 2.
Place the Use, safety Tips, and Maintenance Instructions in the Owner's Manual for future reference.
TYPICAL 3-DOOR COUPE SHOULDER BELT INSTALLATION (4-DOOR SEDAN INSTALLATION SIMILAR)
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Improper installation could adversely affect the performance of the seat belt system. Subaru of America strongly recommend's these
rear seat shoulder belts be installed by an Authorized Subaru Dealer.
Remove rear seat lower cushion to provide access to the lap belt retractors mounting bolts.
Remove and discard the 5/8 inch bolts which secure the original equipment lap belt retractors including belt tongues.
Install each of the shoulder belt buckles using the attached 5/8 inch bolt and washers, with a spacer, on the top of the respective lap belt
retractors and tighten each bolt to specified torque, 18-25 foot pounds. See Figure 1.
Reinstall the rear seat cushion.
Remove both upper quarter trim panels and transfer the position at the anchorage location to the trim panel. See Figure 2.
Make 15/16" diameter holes through trim panels making certain the holes line up with the anchorage location.
Reinstall the trim panels and install the shoulder belt tongues utilizing the attached 5/8 inch bolts and washers. Tighten each bolt to specified
torque, 18-25 foot pounds. See Figure 2.
Place the Use, Safety Tips, and Maintenance instructions in the Owner's Manual for future reference.
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457
CAUTION: Improper installation could adversely affect the performance of the seat belt system. Subaru of America strongly recommends these
rear seat shoulder belts be installed by an Authorized Subaru Dealer.
1.
2.
3.
4.
5.
6.
7.
8.
Remove rear seat lower cushion to provide access to the lap belt retractors mounting bolts.
Remove the 5/8 inch bolts which secure the original equipment lap belt retractors.
Install each of the shoulder belt buckles using the originally equipped 5/8 inch bolt along with the respective lap belt retractors. Place the
originally equipped plain washer, spacer and spring washer in order between the body panel and lap belt retractor as shown in Figure 1.
Reinstall the rear seat cushion. Fold forward the rear seat back to gain access through the gap between the seat back and a body panel.
Tighten each bolt to specified torque, 18-25 foot pounds. See Figure 1.
Remove both rear quarter trim panels and transfer the position of the anchorage location to the trim panel. See Figure 2.
Make 15/16" diameter holes through the trim panels making certain the holes line up with the anchorage location.
Reinstall the trim panels and install the shoulder belt tongues utilizing the attached 5/8 inch bolts and attached washers. Tighten each bolt to
specified torque, 18-25 foot pounds. See Figure 2.
Place the Use, Safety Tips, and Maintenance instructions in the Owner's Manual for future reference.
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459
CAUTION: Improper installation could adversely affect the performance of the seat belt system. Subaru of America strongly recommends these
rear seat shoulder belts be installed by an Authorized Subaru Dealer.
1.
2.
3.
4.
5.
6.
7.
8.
Remove rear seat lower cushion to provide access to the lap belt retractors mounting bolts.
Remove and discard the 5/8 inch bolts which secure the original equipment lap retractors.
Install each of the shoulder belt buckles using the attached 5/8 inch bolt and washers on top of the respective lap retractors and tighten each
bolt to specified torque, 18-25 foot pounds. See Figure 1.
Reinstall the rear seat cushion.
Remove the upper quarter trim panels and transfer the position of the anchorage location to the trim panel. See Figure 2.
Make 15/16" diameter holes through the trim panels making certain the holes line up with the anchorage location.
Reinstall the trim panels and install the shoulder belt tongues utilizing the attached 5/8 inch bolts and attached washers. Tighten each bolt to
specified torque, 18-25 foot pounds. See Figure 2.
Place the Use, Safety Tips, and Maintenance instructions in the Owner's Manual for future reference.
Date: 891018
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DATE 10-18-89
APPLICABILITY
SUBJECT:
460
1989 JUSTY
IRREGULATOR RADIATOR FAN OPERATION
If you encounter a customer complaint of the engine cooling fan relay clicking consecutively at intervals of every two or three seconds after the
engine is at operating temperature, it is possible to add a ground wire kit to increase the cycle time (P/N S0A635012). The cooling fan relay is
located at the left side dash area.
2)
3)
Disconnect the two connectors from the engine to body harness. F-45 (2 pole gray) and F-46 (16 pole black). See 1989 Justy Service
Manual, SECTION 6-3, PAGE 61.
4)
Remove the lance support (yellow plastic guide) from the engine harness connector F-46 as shown in Figure 1.
FIGURE 2
5)
Remove the tape from section (A) to the tip of the corrugated tube as shown in Figure 2.
FIGURE 3
6)
Remove the (2) black/red wires, terminals 10 and 14 of connector F-46 engine side of connector (See Figure 3).
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461
7)
Discard the removed terminals by cutting the (2) black/red wires 10 mm back from the terminals. The cut ends must be wrapped with
electrical tape.
8)
Insert the 2 terminals of the new wiring harness into terminal locations 10 and 14 of connector F-46 which were removed in step 6.
After inserting the terminals, confirm that they are completely locked in place.
9)
FIGURE 4
10)
Wrap electrical tape around the corrugated tube which was previously removed in step 5.
11)
Secure the additional wiring harness together with the engine wiring harness by using the three tie-wraps supplied in the kit. See Figure
4.
FIGURE 5
12)
Bolt the round terminal end of the additional wiring harness onto the intake manifold together with existing ground wiring harness.
(Ground location GE) See Figure 5.
13)
14)
15)
Reconnect the negative battery terminal.
The ground control circuit has been modified in production since 1/9/89 with engine no. 971617 starting with vin 714468.
Parts Information
Ground Harness Kit - P/N S0A635012
Warranty Information
Operation
Failure Code
Time
A 189-151
VAU-48
0.6 hours
15-69-89
Date: 890327
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DATE:
SUBJECT:
462
03-27-89
APPLICABILITY
ALL 1989 JUSTY MODELS WITH ECVT
JUSTY A/C HOSE PROTECTOR INSTRUCTIONS
The following instructions will need to be used when installing a Justy air conditioning kit on ECVT vehicles only.
NOTE:
The hose protector and ty-wrap must be used on all Justy ECVT models regardless of counter weight design.
Date: 910815
08-15-91
APPLICABILITY
SUBJECT:
1989 and later Justy vehicles utilize a resin plastic type valve cover and a molded valve cover gasket. A modified gasket has been made available
and should be used when servicing requires the removal of the resin valve cover.
A.
The part number for the modified valve cover gasket is 13294KA071.
B.
When replacing the gasket, use the information outlined in the appropriate MY service manual.
NOTE:
CAUTION: The modified gasket is for use with RESIN PLASTIC valve covers ONLY!
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463
For engines prior to 1989 MY with aluminum valve covers, continue to use gasket P/N 13294KA000.
Date: 880908
9-8-88
APPLICABILITY
9-8-88
ALL "L" SERIES, XT, AND JUSTY VEHICLES
SUBJECT:
If the door lock/ignition key should become lost or misplaced and the key code information is unavailable or incorrect, the key code number that is
used to make a duplicate key can be found on the passenger door lock cylinder lever. Referring to the applicable Service Manual Section 5-2,
follow the procedure below to gain access to the key code number.
The number on the lock cylinder lever will have a total of 5 digits. Drop the first digit and the remaining 4 digits will be the key code number.
Example:
Number found - 68048 Drop the first digit - 6 The Key Code Number is - 8048
Date: 890123
The following chart shows the OE and a commonly available U.S. Equivalent for the rust proofing products used on 89 Subaru vehicles.
Use these products or their equivalent when performing repairs which require removal of the original rustproofing or when replacing body panels.
Note:
All of the U.S.A. equivalent rust proofing products are trademarks of the 3M Corporation.
The vehicle undercoating locations can be found in the 1989 Subaru Service Manuals.
Date: 920317
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464
DATE: 03-17-92
APPLICABILITY
SRS AIR BAG EQUIPPED VEHICLES
SUBJECT:
RECOMMENDED PARTS REPLACEMENT WHEN THE
AIR BAG IS DISCHARGED IN A COLLISION
IMPORTANT:
WHEN SERVICING THE SRS AIR BAG SYSTEM, ALWAYS FOLLOW THE SERVICE PROCEDURES, PRECAUTIONS AND
WARNINGS INDICATED IN THE APPLICABLE SUBARU SERVICE MANUALS AND RELATED SERVICE BULLETINS. FAILURE TO
DO SO MAY RESULT IN PERSONAL INJURY AND/OR DAMAGE TO THE SYSTEM.
ALWAYS DISCONNECT THE VEHICLE'S BATTERY AND WAIT A MINIMUM OF 10 MINUTES PRIOR TO SERVICING THE SYSTEM.
The following information is intended to be a guide for inspection and servicing of the SRS Air Bag System which has been discharged in a
collision. The parts to be replaced are determined by a proper inspection of the entire SRS System and related components. Each situation depends
on the severity of damage incurred. In all cases, if a component part or wiring is found to have been damaged, the component must be replaced
using only new Genuine Subaru parts. Under no circumstances should a damaged component part or wiring be repaired.
1.
Air Bag Module Assembly - The air bag module must be replaced once it has been deployed.
2.
Steering Wheel, Combination Switch, Control Unit and all Air Bag Wire Harness - Visually check for deformities, heat damage, cracks or
breakage. If any irregularities are found, replace the component.
3.
Front Sensor Assembly - If there is damage to the bumper, fender or tie down hook, check the front sensors and bracket assemblies. Visually
check for deformities, heat damage, cracks or breakage. If any irregularities are found, replace the component.
4.
Steering Column Assembly - Remove the column assembly for inspection. Using a feeler gauge, measure the clearance between the column
bracket and the capsule. Refer to Figure 1. Each side should have a clearance of 0.5 mm. If the clearance is greater than 0.5 mm, the column
has collapsed and must be replaced.
5.
After all repairs are completed, verify proper operation of the system by confirming the "Air Bag" check warning light located on the dash
will illuminate when the ignition switch is turned on. The light should remain illuminated for 8 seconds and then go out. Verify that the light
remains out for at least 30 seconds. If the light remains illuminated longer than 8 seconds or comes on after 30 seconds, a problem remains
within the system and must be corrected. Refer to the applicable section of the Subaru Service Manual for testing and diagnosis procedures.
Date: 960712
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465
NUMBER: 11-48-96
DATE: 07-12-96
APPLICABILITY: All Subaru Models
SUBJECT:
State Emission Testing
Many states have established vehicle emission testing programs in accordance with Federal and California requirements. Both the U.S. EPA and
California consider the underhood Vehicle Emission Control Information (VECI) or tune-up label as an integral part of state emission inspections
because it provides information on critical emission-related parts which must be maintained in order for the vehicle to meet applicable emission
standards. Additionally, these labels are used to ensure correct vehicle testing and hence minimizing false failures and customer dissatisfaction by
identifying the proper vehicle testing classification.
Upon customer request or during normal dealer vehicle service activity, if it is determined that the Vehicle Emission Control Information or tune-up
label is missing or requires replacement due to hood replacement, please follow the label replacement ordering guidelines in Subaru Parts Bulletin
PT-74 11-91 dated 10/15/91 (included). There is no charge for replacement labels. Vacuum hose routing diagram labels can be obtained in the same
manner. Label installation locations are identified in the applicable model year service manual.
Date: 881101
Date: 000601
Plug the lower hose connection of the fuel cap adapter. (J-44357 Evap Kit)
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2.
466
Thread the hose of the pressure tester to the upper hose connection.
Install the gas cap on the fuel cap adapter.( Tighten to 2-3 clicks)
Set the pressure hold switch of the pump to the open position.
Allow the pressure to build to its highest level and close the pressure hold switch. The pressure should hold for at least 1 minute.
Remove the gas cap from the fuel cap adapter. Replace the gas cap, if the pressure did not hold within 6 inches of H20 as specified on the
# 1-44357 Evap Kit gauge. Hold the part for return to SOA, if requested.
Thread the hose of the pressure tester to the fuel cap adapter (# J-44903).
Install the gas cap on the fuel cap adapter. (Turn the cap to full lock position.)
Set the pressure hold switch of the pump to the open position.
Allow the pressure to build to its highest level and close the pressure hold switch. The pressure should hold for at least 1 minute.
Remove the gas cap from the fuel cap adapter. Replace the gas cap, if the pressure did not hold within 6 inches of H20 as specified on the
# J-44357 Evap Kit gauge. Hold the part for return to SOA, if requested.
If you have any questions, please contact the Technical Support Line.
Date: 001101
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467
Certain early model SUBARU vehicles were built with a vapor hose connecting to the evaporative canister with a small spring inserted to maintain
the hose integrity while under vacuum conditions. See Figure 1 below for spring location. Under State I/M Program conditions of clamping this
vapor hose, the spring prevents the clamp from creating a proper seal, which results in a false pressure test failure. SUBARU strongly recommends
State I/M programs exempt the models listed in Figure 2 from the functional evaporative pressure test.
Additional Guidance
For pre-1996 SUBARU vehicles, which are deemed testable, SUBARU provides the following recommendation:
WARNING!
Improper clamping may damage the vapor hose. Clamping should only be performed using a noncutting surface grip pliers or similar tool.
Ensure that the fuel tank system is pressurized in an even and consistent manner with the applied pressure not exceeding 14.5 inches of water or
fuel system damage may occur. Improper pressurizing may also damage the 2-way roll over valve.
Date: 881222
10.52SS
Page 81
NOTE:
468
On vehicles requiring the 7811 or 7814 access code, if the wrong code is entered according to vehicle type, the monitor will display
some data, however, the data list will be incomplete.
Date: 891031
14-14-89
DATE
10-31-89
APPLICABILITY
SUBARU SELECT MONITOR
SUBJECT:
SELECT MONITOR WARRANTY EXCHANGE PROGRAM
SUBARU OF AMERICA PROVIDES WARRANTY COVERAGE (EXCHANGE) FOR THE PERIOD OF ONE YEAR FROM THE ORIGINAL
DATE OF PURCHASE BY THE DEALER.
WHAT IS COVERED
The Warranty Exchange Program will cover any Select Monitor unit that fails within one year from the date of purchase by the dealer due to
manufacturer defect. Cartridges will be covered for a period of 90 days from date of purchase.
WHAT IS NOT COVERED
The Warranty Exchange Program does not cover Select Monitor units which have failed due to mis-use or physical damage such as:
-
failure to unit caused by over current condition; ie, more than battery voltage.
failure to unit caused by improper operation; ie, touching cable to battery (+) positive cable/terminal.
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469
EXCHANGE PROCEDURES
The following are the procedures for shipping a failed Select Monitor or cartridge for exchange:
1.
2.
Attach the failed cartridge and or harness (if applicable). If only the harness or cartridge is failed, ship only that part with the completed
shipping form.
3.
NOTE:
4.
We recommend that you insure the shipment in case the shipment is lost or damaged.
Subaru of America will then ship an exchange unit pre-paid to the applicable dealer within 5 days of receipt of the failed unit.
Date: 911216
10.52SS
Page 83
DATE:
470
12-16-91
APPLICABILITY
SUBJECT:
If you encounter a complaint of a tailgate handle sticking due to a build up of salt corrosion, the operation of the handle can be returned to normal
with a simple lubrication procedure.
1.
Free-up the handle by spraying the spring, pin and moving portion of the handle with a penetrating lubricant while working the handle in and
out slowly.
2.
When the handle moves freely, apply lithium grease to the same portions.
Make sure you wipe off any lubricant overspray from painted surfaces.
Lubrication of the handle spring and pin should be included in your PDI procedures as well as during normal maintenance services.
This simple step will help ensure the satisfaction of your customers with their Subaru.
Date: 930413
Date: 050415
10.52SS
Page 84
471
When adding, replacing or servicing the cooling system always use Genuine Subaru Long Life Coolant. Genuine Subaru Long Life Coolant is a
phosphate (non-amine) type and is specially formated for all Subaru vehicles equipped with aluminum engines and radiators. Coolant of other types
may not provide the proper protection to aid against corrosion of aluminum parts. If an equivalent must be used, make sure it is a phosphate
(non-amine) type. As a reminder, use of Genuine Subaru Long Life Coolant is mandatory on all repairs paid for by Subaru of America, Inc, that
require the replenishment of coolant. This holds true for any claim type.
Do not use flushing machines.
If a flushing machine has been used to service other brand vehicles with copper radiators, a chemical reaction between copper ions and Subaru
coolant may occur. This could also cause clogging of the radiator.
If regular flushing is required, only use fresh tap water. Do not use hard water. Hard water will create calcium build-up which will clog the radiator.
Whenever the coolant is changed, you must add Genuine Subaru Cooling System Conditioner. Genuine Subaru Cooling System Conditioner has
been tested and approved for aluminum engines and radiators.
Do not use after-market coolant reinforcement agents, sealers and/or flushing agents as those chemicals could corrode aluminum parts.
Date: 920306
10.52SS
Page 85
472
Make sure that the forward clutch rotates freely in the clockwise direction and is locked in the counterclockwise direction, as viewed from the front
of the vehicle.
One-Way Clutch 3-4
The one way clutch (3-4) is provided to prevent the counterclockwise rotation (as viewed from the front of the transmission) of the rear internal
gear assembly of the rear planetary gear during 1st gear ratio, 2nd gear ratio and 3rd gear ratio of the "D" range, "3" range, "2" range and "1st hold
range". In "D" range 4th gear, the rear internal gear assembly rotates clockwise so that the one way clutch rotates freely to allow the shift from 3rd
to 4th gear ratios to occur.
NOTE: BE SURE TO USE THE TEXT WHICH FOLLOWS TO PROPERLY CHECK THE INSTALLED CONDITION OF THE ONE WAY
CLUTCH 3-4.
Assemble the rear internal gear, and secure the outer race. Make sure that the internal gear is locked in the counterclockwise direction, and free to
rotate in the clockwise direction.
Date: 881122
FIGURE 1
When using an Automatic Transmission Gasket Seal Kit please follow the application chart.
P/N
X3131AA001
X3131AA002
NOTE 1: P/N X3131AA002 can be used in place of P/N X3131AA001 but not vice versa.
NOTE 2: P/N X3131AA002 includes 2 oil pump housing gaskets (See Figure 1). The oil pump gaskets are not interchangeable.
Carefully match the new gasket with the original gasket. The oil pump gasket included in kit P/N X3131AA001 should also be
checked with the original gasket.
Date: 890705
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Page 86
NUMBER
473
16-34-89
DATE
07-05-89
JUSTY WITH ECVT TRANSMISSION
SUBJECT:
Note:
The procedures described in the Service Manual are valid and can be used.
THIS BULLETIN IS FOR INFORMATION ONLY. IT DESCRIBES AN ALTERNATE PROCEDURE TO THE ONE FOUND IN THE 1989
JUSTY SERVICE MANUAL PUBLICATION NO. G406BE FOR CHECKING THE FOLLOWING ITEMS:
1)
2)
3)
Note:
This information is contained in the 1989 Update Technicians Reference Booklet #TT05017. All numbers shown are in mm.
Tools:
Caution should be used when taking measurements. Readings should be measured between the inner & outer edge of the machined bearing/snap
ring seat areas or measurements will be inaccurate.
If either the pulleys or the pulleys and side case are being replaced, formula # 1 and formula # 2 must be used.
Please follow the Service Manual's washing and cleaning instructions prior to taking measurements.
B=
Lp =
Depth between side case mating surface and primary pulley
bearing seat (Average of 4 measurements.)
Depth between side case mating surface and secondary pulley
bearing seat (average of four measurements.)
Ls =
24.45 mm:
A constant
0.054 mm:
Another constant
NOTE:
*
Perform the measurements; refer to the chart in the Service Manual for the correct selection.
Lp
Pg. 39 TRB
Ls
Pg. 40 TRB
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474
89 MY Update
89 MY Update
This procedure differs from the Service Manual. This procedure calculates the actual end play clearance.
All adjustments for end play are made by changing the selected snap ring.
Formula:
(X = C - D)
X=
C=
D=
Desired end play 0 to minus 0.08 mm. (The closer to 0.08 mm the better.)
Pg. 41 TRB
Pg. 41 TRB
89 MY Update
89 MY Update
Measurement C
Measurement D
If the end play is beyond specification, measure the thickness of the selective snap ring and refer to the Selective Snap Ring chart in section 3-2,
page 74 of the 1989 Justy Service Manual.
For example:
If X = + 0.02 mm and the existing snap ring is 1.43 mm thick, than a 1.51 mm snap ring must be used. Since a 1.53 mm shim is not on the chart,
this will bring the end play closer to its ideal. 1.43 + .10 = 1.53 - since ideal end play = - 0.08 mm, observed end play = + 0.02 mm. Adjust shim
size by + 0.10 mm
The thicker snap ring will decrease end play.
This procedure involves measurements and/or adjustments of both the primary pulley selective snap ring and the secondary pulley alignment shim.
Formula LD = Lp - Ls
LD =
Calculated value
Lp =
Ls =
Since this procedure involves replacing the side case, there will be two "LD" calculated values, "LD1" and "LD2". LD1 = old case values LD2 =
new case values
EXAMPLE:
NO. 1
To determine LD1 and LD2 measure Lp and Ls on both the new and the old side cases using tool P/N 499575600, then subtract Ls from Lp.
An example is shown below.
Old Case, LD1
Lp = 64.60 mm
Ls = 31.70 mm
LD = Lp - Ls
LD = 64.60 mm - 31.70 mm
Lp - 64.70 mm
Ls - 31.60 mm
LD = Lp - Ls
LD = 64.70 mm - 31.60 mm
10.52SS
Page 88
LD1 - 32.90 mm
475
LD2 = 33.10 mm
NO. 1
Using the same measurements as in the previous example, the values for Lp1 and Lp2 were:
Lpl = 64.60 mm
Lp2 = 64.70 mm
Here Lp2 is larger than Lp1, so the equation becomes:
Lp2 - Lp1
64.70 mm - 64.60 mm - 0.10 mm
Where Lp2 is greater than Lp1 by 0.10 mm, we see that in the chart on Adjusting Pulley End Play in the 1989 Justy Service Manual section 3- 2,
page 76, case # 2 applies to this situation. It says to use a snap ring one range thicker than the old snap ring. If the old snap ring was 1.59 mm thick,
you would then select a 1.67 mm snap ring (P/N 805062026) from the chart on the right hand column of page 76 in the same manual.
Date: 890522
Whenever it is necessary to service the ECVT valve body, it is important the Service Manual Procedures are followed as outlined in SECTION 3-2,
PAGE 58, of the 1989 Justy Service Manual.
Special attention should be given in the folloving areas:
^
When cleaning the valve body, all roll pins, E-clips and O-rings which were removed during servicing should be replaced with new
parts.
Clean kerosene should be used to wash the valve body and related parts.
After all parts are washed, they should be blown off with compressed air, then soaked in ECVT fluid (Dexron-ATF).
DO NOT use any cloth rags or gloves when working on any transmission components to prevent lint contamination.
DO NOT force valves into place, but lightly push then into place by hand.
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476
When installing the low speed spring, use a thin plate as shown in Figure 1 to protect the shift control valve bore. After installing the
spring, temporarily install the shift control valve to adjust the centering of the low speed spring.
Date: 920414
Date: 901001
Piston rings
Valves
Ignition system
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Page 90
477
Each has a characteristic effect on vacuum and you judge their performance by watching variations from normal.
It is important to judge engine performance by the general location and action of the needle on a vacuum gauge, rather than just by a vacuum
reading. Gauge readings which may be found are as follows:
NORMAL ENGINE OPERATION
At idling speed, an engine at sea level should show a steady vacuum reading between 14" and 22" HG. A quick opening and closing of the throttle
should cause vacuum to drop below 5" then rebound to 23" or more. See figure 1.
GENERAL IGNITION TROUBLES OR STICKING VALVES
With the engine idling, continued fluctuation of 1 to 2 inches may indicate an ignition problem. Check the spark plugs, spark plug gap, primary
ignition circuit, high tension cables, distributor cap or ignition coil. Fluctuations of 3 to 4 inches may be sticking valves. See figure 2.
INTAKE SYSTEM LEAKAGE, VALVE TIMING, OR LOW COMPRESSION
A vacuum reading at idle much lower than normal can indicate leakage through intake manifold gaskets, manifold-to-carburetor gaskets, vacuum
brakes or the vacuum modulator. Low readings could also be very late valve timing or worn piston rings. See figure 3.
EXHAUST BACK PRESSURE
Starting with the engine at idle, slowly increase engine speed to 3000 RPM, engine vacuum should be equal to or higher than idle vacuum at 3000
RPM.
If vacuum decreases at higher engine RPM's, an excessive exhaust back pressure is probably present.
CYLINDER HEAD GASKET LEAKAGE
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478
With the engine Idling, the vacuum gauge pointer will drop sharply, every time the leak occurs. The drop will be from the steady reading shown by
the pointer to a reading of 10" to 12" Hg or less. If the leak Is between two cylinders, the drop will be much greater. You can determine the location
of the leak by compression tests. See figure 4.
FUEL CONTROL SYSTEM TROUBLES
All other systems in an engine must be functioning properly before you check the fuel control system as a cause for poor engine performance. If the
pointer has a slow floating motion of 4 to 5 inches - you should check the fuel control.
BULLETIN RECAP
^
If you suspect an engine problem, connect a vacuum gauge to the intake manifold.
Correct the engine problem before doing extensive calibration work on the transmission.
Date: 911101
It is best to start pressure tests with mainline pressure. Mainline pressure should be checked in each range: P, R, N, D, 3, 2, 1. Each range, except
Park and Neutral, should be checked under three conditions: Slow idle, fast idle, and wide open throttle. A form, as in figure 1 should be made to
record the readings.
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479
If all pressures are within specification at slow idle then the pump and pressure regulator are functioning properly.
If all pressures are low at slow idle, it indicates a potential problem in the pump, pressure regulator, filter, low fluid, or internal leakage. To help
verify where the problem is, check pressures at fast idle. If all the pressures now read normally, it usually indicates a worn pump but the problem
could still be internal leaks.
Internal leaks will usually show up in a particular range. For example a forward clutch leak would have normal pressure in Park, Reverse and
Neutral but have low pressure in all forward ranges. A direct clutch leak will show a pressure drop when the transmission shifts to third and low
pressure in reverse because in most cases, the direct clutch is on in third and reverse.
A restricted filter will usually show up as a gradual pressure drop at higher engine RPM because the filter cannot pass as much fluid as the pump is
trying to draw.
A stuck pressure regulator valve will show up as fixed line pressure which means the same pressure all the time. The pressure may vary with engine
RPM which means low pressure at slow RPM and higher pressure at higher RPM. There will be no boost in pressure from the TV or modulator
system and no reverse boost.
If pressures are high at slow idle it indicates a pressure regulator or throttle pressure problem. On most cars, the modulator controls throttle
pressure. If the transmission has a throttle pressure tap, it will tell you if the throttle pressure circuit is the problem. On GM units without a throttle
pressure tap, remove the TV plunger. If line pressure is now normal then it's a TV problem, if not it's a pressure regulator problem.
Pressures also need to be checked at stall or wide open throttle (WOT). When doing a stall test, always observe safety precautions such as checking
for broken mounts or bad brakes. Testing should always be done under operating conditions. To do a stall test, put the selector in the range to be
tested and with one foot firmly on the brake, press the accelerator to the floor then note your pressure reading. Some technicians will pull the
vacuum line off or pull the TV cable with the engine at fast idle. That is not operating conditions and will not detect a problem of trapped vacuum
or a cable problem.
If all pressure at stall are low, then you should pull the TV cable to maximum or disconnect the vacuum line. If the pressures are now OK, the
problem is in the cable or vacuum system. If the pressures are still low, then the problem is in the pump or control system.
If all pressures at stall are high, then look at the idle pressures. If the idle pressures are also high then this could be a pressure regulator or throttle
system problem. If idle pressures are normal then the problem is in just the throttle system.
The reverse stall test is also a maximum pump output test. If you suspect a weak pump then this test will help find it. Often this will show up as low
pressure at reverse stall but all other pressures including idle will be normal. If a person wanted to become really proficient with a pressure gauge
they should first put a pressure gauge on their own vehicle and leave it there for exactly one week. Every time they drive the car they should watch
the gauge. After one week, they should then put the pressure gauge on every single car in the shop that DOES NOT have a problem. Don't use the
gauge on cars WITH problems yet. After 30 days of using a gauge on units that work properly, they can then start using the gauge on units with
problems. The technician is accustomed to normal readings, abnormal readings will stand out like a sore thumb.
To fix today's transmissions, every professional technician must be proficient in the use of a pressure gauge. The only way to gain this proficiency
is to use the pressure gauge daily. Practice makes perfect.
Date: 920801
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Page 93
480
The ECVT transmission works on totally different principles as compared to conventional automatic transmissions. This transmission uses an
electromagnetic powder clutch instead of a torque converter. An electric current is induced into the powder clutch causing it to transmit engine
torque to the transmission.
Instead of using planetary gear sets, bands, and clutches, this transmission uses a set of hydraulically controlled variable diameter pulleys and a
steel belt for ratio changes.
To a technician who is not familiar with this transmission operation, a test drive will reveal what may be interpreted as slipping or characteristics
usually associated with vehicles equipped with very high stall speed converters.
The ECVT is capable of an infinite number of ratios between 2.5:1 and .5:1. The ratio change is very gradual and smooth which results in a
shiftless transmission.
In the words of one technical writer, "If you think of a conventional automatic as a three-way light switch, the ECVT operates like a dimmer
control.
ELECTROMAGNETIC POWDER CLUTCH SERVICE INFORMATION
Removing the starter will allow access to the brush holder. Remove the brush holder to check for wear, contamination etc.
The wear limit indicator is the scribed mark on the brushes. The brushes must not be contaminated with oil.
BEARING: New brush holder # 30510KA040.
Check the bearing for seizure, wear, noise or improper rotation.
The bearing must run smoothly, without any signs of rough spots.
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481
Always handle the powder clutch carefully to avoid damage to the slip rings. Clean the slip rings with a soft cloth and electrical contact cleaner,
brake cleaner, etc. Install the brush holder only after the engine transmission and powder clutch are bolted together as an assembly.
CONTINUITY CHECK:
Measure the resistance between the slip rings using an ohmmeter. If it is 2 to 4 ohms the slip rings are functioning properly.
If continuity does not exist, or resistance is extremely low, replace the clutch.
INSULATION CHECK:
Check insulation resistance between each slip ring and aluminum bracket of the electromagnetic powder clutch using an ohmmeter (set in the max.
ohm range). If continuity exists, replace the electromagnetic powder clutch.
Do not attach the test probes to the slip rings with alligator clips as this may scratch them.
Use an ammeter in series with the brush feed wires to monitor clutch current.
The rated current applied to the coil in the clutch is divided into three steps, determined by how far the accelerator pedal is depressed, and road
speed.
Accelerator pedal released............................................................................................................................................................................... 0.4-1.8 A *
Accelerator pedal pressed lightly......................................................................................................................................................................... 3.0 A **
Accelerator pedal pressed heavily.................................................................................................................................................................... 3.51 A ***
*
10.52SS
Page 95
1.
Do not turn the powder clutch over. Always store it with the hub up or the powder may spill out of the opening.
2.
3.
Do not attempt to dis-assemble the powder clutch. No internal parts are serviceable. The powder clutch is serviced as an assembly only.
4.
Do not steam clean or wash the powder clutch in a solvent tank as this will contaminate the powder inside.
5.
Do not remove the drive plate from the engine as it is properly balanced with the flywheel.
482
10.52SS
Page 96
Before you attempt to separate the case halves be sure to first remove the pump and rotate the pitot tube from the 9 O'clock position, to the 12
O'clock position to prevent damaging the pitot tube.
When re-assembling the unit, place the rear case half over the pulley's with the pitot tube in the 12 O'clock position. Once the case halves are
assembled, rotate the pitot tube back to the 9 O'clock position, before installing the pump.
BELT HANDLING PRECAUTIONS
The belt is made up of 280 individual segments and 10 steel bands. Special care must be exercised when handling the belt to prevent accidental
dis-assembly of the belt.
Install tie-raps on the belt before attempting to remove it from the pulley.
Always store the belt with the tie-raps on. Never remove the tie-raps until AFTER it is installed on the pulleys.
483
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Page 97
484
There are 2 switches activated by the accelerator pedal which inform the computer of throttle opening. The adjustment and operation of these
switches is critical for proper transmission operation. Both switches are normally closed, and open when the accelerator is depressed the specified
amount.
Date: 950101
10.52SS
Page 98
485
Using figures one and two, tighten nuts to specifications illustrated in the following tables.
Note
Some vehicles use torque-to-yield bolts. These bolts should be tightened an additional amount beyond the listed torque specification. The extra
amount is listed in degrees.
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486
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487
Honda/ Hyundai/ Infiniti/ Isuzu/ Lexus/ Lincoln/ Mazda/ Mercury/ Mitsubishi/ Nissan/ Oldsmobile
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Page 101
488
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489
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490
Date: 870801
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Page 104
491
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Page 105
492
2.
Place ring in bore of drum where they will be running. (See Figures 1 & 2)
3.
Sealing rings should be snug in bore; rings should fit all around the drum. (drum could be out-of-round)
4.
Air check all drums. (Use 30 PSI air pressure only.) If air escapes you have leaks -- better find now, than later. This represents lost clutch
pressure, and could result in soft application and burned friction material.
5.
Following these steps will help you save money, plus help you build better units.
Date: 870901
10.52SS
Page 106
1.
493
Excessive CONVERTER HUB RUN-OUT. This may, or may not be due to a faulty torque converter.
The torque converter can be checked visually, and with a dial indicator. (See Figure 1) Hub run-out should not exceed .010".
2.
BROKEN, BENT OR CRACKED FLYWHEELS can also cause run-out. If the torque-converter-to-flywheel bolts have been loose, the
flywheel holes can become egg-shaped, or the torque converter pads may wear into the flywheel, causing run-out.
3.
Another possibility is WEAR IN THE CRANKSHAFT, where it supports the torque converter pilot.(See Figure 2)
Often the crankshaft is only worn in a small area where the torque converter pilot has been against it.
If only a portion of the crankshaft is worn, rotate the crankshaft until the worn area is at 12:00 o'clock.
When the torque converter is pushed forward into the crankshaft, the torque converter pilot will bottom on a good portion, and should center
properly.
Date: 890801
10.52SS
Page 107
494
Shift Speed
Pressure
Speedometer ratios
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495
Speedometer Ratios
Finally, let's look at speedometer ratios.
Suppose we put an exchange transmission in a car, and now the speedometer is off, because the speedometer drive gear has a different tooth count.
What do we have to do to the driven gear to correct it?
Let's say the old drive gear had 7 teeth and the old driven gear had 21 teeth. The exchange unit had 8 teeth on the drive gear.
Old Drive Gear divided by the New Drive Gear = Ratio
7 teeth divided by 8 teeth = 0.875
Old Driven Gear divided by Ratio = New Driven Gear
21 teeth divided by 0.875 = 24 teeth
A 24 tooth driven gear will correct the speedometer error.
Let's do one more speedometer change. This time the old drive is 9, and the new drive is 10. The old driven gear is still 21.
Old Drive Gear divided by New Drive Gear = Ratio
10.52SS
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496
Date: 890901
As you start work on a transmission, read your ATRA bulletins pertaining to that transmission. (If you do this every time, before you know it
you'll have the bulletins memorized.)
2.
3.
4.
Flat file pumps, valve bodies, and cases. (Just a few strokes with the file to knock off high spots and handle burrs.)
5.
6.
7.
8.
9.
10.
11.
12.
Check all oil control rings, and rubber products in their bores for proper fit.
13.
Replace all major support bushings and bushings that control lube oil.
14.
15.
Pre-lube pumps.
16.
17.
18.
19.
20.
Date: 891001
10.52SS
Page 110
497
Now for the tricky part -- which gear do you consider the input, and which one the output? Figure 1 shows a planetary gear set with 34 teeth on the
ring gear and 20 teeth on the Sun gear.
FOR GEAR REDUCTION, one of the gears is held stationary, and the other is used for the INPUT. THE TOOTH COUNT FOR THE OUTPUT
GEAR IS THE SUM OF THE SUN GEAR AND THE RING GEAR, so if you are using the Sun gear for the input, then the ring gear + the Sun
gear divided by the Sun gear = Ratio.
EXAMPLE: 34 + 20 divided by 20 = 2.7:1 This is how 1st gear on a THM 700 R4 is calculated. (See figure)
When the ring gear is used as the input, then the ring gear + the Sun gear divided by the ring gear = Ratio.
EXAMPLE: 34 + 20 divided by 34 = 1.58 This is now 2nd gear on a THM 350 is calculated. (See figure)
FOR OVERDRIVE, the sum of the ring gear + Sun gear is used for the input tooth count.
So, IF THE SUN GEAR IS HELD, then the ring gear divided by (ring gear + Sun gear) = Ratio
EXAMPLE: 34 divided by (34 + 20) = .63:1 Look familiar?
10.52SS
Page 111
The A4LD, the THM 200-4R, the A-140E, the A-40D, the THM 325-4L are some of the units that use this method of getting overdrive. (See
figure)
If the ring gear is held, then the Sun gear divided by (ring gear = Sun gear) = Ratio
498
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Page 112
499
As I said earlier, the THM 440 T4 is sort of a backwards version of a Simpson gear set, so in figuring the ratio for 1ST GEAR -- it is identical,
except you substitute the words "front" and "rear" in the appropriate places. Front ring divided by front sun x rear Sun + rear Sun + rear ring
divided by rear ring = Ratio
This is considered a compound gear set, and for this example I'll use an AOD, which has:
The formula for first gear is: Ring gear divided by rear Sun gear = Ratio
10.52SS
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500
EXAMPLE: (30 + 36) divided by 30 x 72 divided by (72 + 36) = Ratio 66 divided by 30 x 72 divided by 108 = 1.47
THIRD GEAR is Direct, or 1:1
FOURTH GEAR is: Ring gear divided by (ring gear + front Sun gear) = Ratio
EXAMPLE: 72 divided by (72 + 36) = .67:1
REVERSE on a Ford AOD is: Ring gear divided by front Sun gear.
EXAMPLE: 72 divided by 36 = 2:1
Date: 900201
Different ATF's (Automatic Transmission Fluid) can have different frictional properties which can produce different shift characteristics. You may
have already experienced problems like lock-up shudder, or squawks on shifts and have corrected them by changing the fluid. This alone tells, you
that friction material and fluids are critical in today's cars.
MEETING THE O.E.M. SPECIFICATIONS
The first thing to consider when choosing an ATF is "Does it meet the O.E.M. specification?" ATF's wishing to be labeled as DEXRON II and/or
MERCON must first meet the respective minimum requirements. It's important to note that even though the specification for DEXRON II and
MERCON are currently very similar, THEY ARE NOT IDENTICAL. Also note, even fluids which meet the same specification may not be
identical. One fluid may just meet a specification and, another may far surpass it. You should know what your fluids properties are! You can get
that information from your fluid supplier.
EVALUATING YOUR FLUID
Ask your supplier to prove (certify) that the fluid meets O.E.M. specifications (MERCON OR DEXRON II). He will do that by supplying you with
the license (certification) number issued to him by the O.E.M.
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501
A DEXRON-II license number (sometimes referred to as a "D" number) will always start D-2. A typical DEXRON license number can be seen in
Figure 2.
MERCON license numbers will be six digits starting with M as shown in Figure 3..
TRY TO MEET SEVERAL SPECIFICATIONS!
DEXRON II and MERCON have different minimum specifications, so a product that meets BOTH specifications may be better then those meeting
only one spec. Meeting other specs, in addition to the first two can be an added benefit. If a fluid is licensed as DEXRON II AND MERCON as
well as others like Allison C-4, or Caterpillar TO-2/TO-4, it means the fluid had to pass more tests and may be a better fluid.
Lastly, demand that the license numbers be placed on all your invoices especially if you buy in bulk. If your supplier is unwilling, it is very likely
that they are supplying you an unlicensed fluid. Licensed suppliers are required to supply the license numbers to their customers as part of their
agreement with the O.E.M.
OTHER THINGS TO CHECK
So now you've narrowed your choices down to a few suppliers that have O.E.M. license numbers. How do you compare two fluids that meet the
same O.E.M. Spec.? Ask your supplier to give you the viscometrics on the fluid you buy.
An excellent "bench mark of the overall quality of a fluid is its viscosity at -40 degrees. This is measured in "centipoise" or "cPs". DEXRON II
specification says viscosity will be no more then 50,000 cPs @ - 40 degrees. (Some poor fluids have tested at over 1,000,000 cPs) In general, the
lower the number, the better the fluid.
Keep in mind that as the number goes down the price of the fluid usually goes up. (You get what you pay for) Most good fluids will average around
10.52SS
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502
35,000 cPs. Hydrotreated (or Hydrocracked) fluids average around 20,000 cPs or less. (Hydrotreating is a refining process done to the base oil to
clean out contaminants or impurities) Synthetic ATF's average 10,000 cPs or less, and some are as low as 5000 cPs. Viscosity at -40 degrees is a
function of the base stock from which the ATF is made. A low number indicates a premium base oil OR an expensive refining process.
(Hydrotreating)
FOR ADDITIONAL INFORMATION:
Transmission Digest August '89
Page 91 December '89 Page 51
BULLETIN RECAP
^
Try to get a fluid that meets more than one spec (e.g DEXRON II AND MERCON)
Check the viscosity at -40 degrees. The lower the number the better.
Date: 890224
SUBARU
SUBARU
JUSTY
JUSTY Technical Service Bulletin # 0111289
Date: 890417
01-112-89
DATE
04-17-89
1989 JUSTY SERVICE MANUAL, C406BE, SECTION 3-2, PAGE 37
SUBJECT:
^
The amount of lubricating oil in U.S. quarts listed in the 1989 Justy Service Manual, G406BE, section 3-2, page 37 is incorrect.
The proper amount should be 3.3 to 3.6 U.S. quarts. This quantity is to be used when refilling a disassembled ECVT unit.
However, it is recomended that a slightly smaller quantity be used and adjusted to read full using the dipstick.
Date: 880804
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503
FIGURE 1
A customer complaint of the air inlet control lever not holding in the "circulate" position may be corrected by readjusting the air inlet control lever
cable. Follow the procedure below to readjust the air inlet control cable.
^
Open the glove box and pull out the stopper clips (towards the inside) so the glove box can turn fully downward.
Release the cable housing from the cable housing clamp located behind the air inlet control linkage. If the vehicle is equipped with A/C, it
will be necessary to reposition the pulser amplifier to gain access to the air inlet control linkage. See figure 1.
Remove the rubber stopper located behind the air inlet control linkage and discard. See figure 1.
Resecure the air inlet control cable housing in the clamp while holding the air inlet control linkage against the stopper. See figure 1.
The air inlet control cable adjustment has been implemented into Justy production starting with VIN #723783.
Date: 910329
16-44-91
DATE
03-29-91
APPLICABILITY
SUBJECT:
4WD DASH LAMP ILLUMINATES WHEN VEHICLE IS NOT ENGAGED IN 4WD MODE
If you receive a customer complaint of a Justy 4WD ECVT model that illuminates the 4WD dash indicator lamp while in FWD, during moderate to
hard acceleration, climbing hills or steep grades, an improperly installed 4WD transfer shift fork rod might be the cause.
VERIFY THE CUSTOMER COMPLAINT BEFORE ATTEMPTING THE REPAIR PROCEDURE
^
Verify the 4WD shift lever switch, 4WD solenoid, 4WD lamp switch N/C and related electrical components are operating correctly using
the applicable service manual.
With the vehicle on a lift and the tires not touching the ground, put the vehicle in gear and ensure the vehicle is in FWD mode only. If so,
use the procedure below.
NOTE:
If 4WD is engaged, consult the applicable Service Manual for troubleshooting information.
Lift the vehicle to obtain access to the 4WD transfer extension case.
Page 117
504
Remove the spring pin from the 4WD transfer shift fork.
10.52SS
The fork is installed with the larger end at the bottom. Some may have a green mark next to the spring pin hole, the green mark
should be located at the bottom when reassembled.
Mark the transfer shift rod and rotate it 180~ or 1/2 turn.
Carefully pull out and push in on the fork to ensure the transfer rod detent check ball is locking the rod in FWD and 4WD modes. You
should feel the detent lock-in.
NOTE:
If no detent check ball resistance occurs when moving the transfer rod, remove the check ball access cover and spring located
on the top of the transfer extension case. Using a magnet, remove the check ball and inspect. Repair as necessary.
Date: 881012
P/N SOA636415
P/N SOA475T100
P/N 81072GA140
P/N 81072CA150
10.52SS
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505
10.52SS
Page 119
506
Starting with a squared off wire end, strip off about 1/32" more insulation than the terminal barrel length.
Orient the wire and terminal correctly and crimp.
10.52SS
Page 120
3)
4)
507
Perform a mechanical crimp (on the insulation) if the terminal end is so equipped.
Take care not to damage the stabilizer portion of the terminal.
A sliding resistance test can also be performed at the control unit where it is impossible to get at the other end to confirm continuity. An old
discarded control unit can be used as a tool. Carefully disassemble the control unit and remove the pin terminals. The pin terminals can now be
inserted into the plastic connector and the sliding resistance can be felt. One control unit can provide enough pin terminals for several technicians.
Date: 890517
11-36-89
DATE
05-17-89
ALL 1989 SUBARU VEHICLES
SUBJECT:
OPERATION OF U.S. SPECIFICATION VEHICLES IN EUROPE AND THEIR RETURN TO THE UNITED STATES.
This Service Bulletin is being supplied as supplemental information to Service Bulletin number 11-31-88, dated 8-31-88, which can be found in
your database by accessing any 1988 Subaru and selecting "EMISSIONS". The information contained in the above referenced Service Bulletin also
applies to all 1989 Subaru vehicles.
Please refer to that bulletin when a question arises concerning the operation of 1989 Subaru vehicles on leaded fuel.
Keep in mind that these procedures are the responsibility of the vehicle owner. Whenever possible, the vehicle should only be operated on unleaded
fuel.
8-31-88
APPLICABILITY
SUBJECT: OPERATION OF U.S. SPECIFICATION VEHICLES IN EUROPE AND THEIR RETURN TO THE UNITED STATES
This Service Bulletin is being supplied as supplemental information to Service Bulletin Number 11-27-87, dated 05-15-87, found in 1987 Driving
Performance
10.52SS
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508
CHART 1
Due to the increased availability of unleaded fuel in many European countries, we strongly recommend that all U.S. specification Subaru vehicles
be taken to Europe AS IS and operated on unleaded fuel ONLY. (Optional non-catalytic exhaust pipe part numbers are provided in Chart 1 on the
reverse side of this page for all 1988 Subaru models. These exhaust pipes are not available in the United States and can be obtained through the
European dealer.)
NOTE:
However, should unleaded fuel still be unavailable in the European country in which the U.S. specification Subaru vehicle is being operated, some
modifications of the vehicle are required upon its arrival and again upon its return to the United States. We recommend, upon arrival, the
replacement of the restricted fuel filler pipe in order to use leaded fuel in the vehicle. The customer should take the vehicle to a local Subaru dealer
and have an unrestricted fuel filler pipe installed. (The unrestricted fuel filler pipe is not available in the U.S. See Chart 1 for applicable part
numbers.) The vehicle owner should keep the original restricted fuel filler pipe for reinstallation prior to bringing the car back to the U.S.
In addition to the normal scheduled maintenance required every 15,000 miles on all 1988 Subaru models as listed in the applicable Subaru Owner's
Manual, the exhaust systems must be inspected every 7,500 miles.
Also, the vehicle should not be continually driven at high speeds of 90 mph (150 km/h) and over. We recommend that all applicable speed limits be
observed at all times.
CHART 2
Upon return of any U.S. specification vehicle to the U.S., the owner is required to ensure that the vehicle meets U.S. emissions specifications. The
10.52SS
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509
NOTE:
CHART 1
The above non-catalyst exhaust pipes are NOT available in the U.S.
CHART 2
The service items required to be performed when a 1988 Model Year U.S. specification Subaru vehicle is returned to the United States are outlined
below:
10.52SS
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510
CHART 2
NOTE:
a)
Vehicle driveability and performance are dependent on available fuel octane rating and quality. Recommended octane requirements
are provided on page 3 of the 1988 MY Subaru Hatchback, 3 Door, 4 Door, Station Wagon and Justy Owner's Manual and on page 5 of
the 1988 MY Subaru XT Owner's Manual. In addition, we recommended the usage of fuels with adequate detergency.
b)
Upon reimportation, the original restricted fuel pipe MUST be re-installed or replaced with a new assembly.
c)
Catalytic converter and oxygen sensor replacement are required upon return of a 1988 MY U.S. specification Subaru vehicle to the
United States. Current EPA policy does NOT permit the usage of aftermarket catalytic converters for replacement purposes, even if
the vehicle is beyond 5 years or 50,000.
d)
TURBO/MPI VEHICLES SHOULD BE OPERATED ON UNLEADED FUELS ONLY. EUROPEAN OPERATION IS NOT
RECOMMENDED.
e)
WARRANTY INFORMATION
The cost of modifications are NOT reimbursable under the terms of the Subaru Limited Warranty. Furthermore, the Subaru
Limited Warranty clearly indicates on page 4 of the 1988 Subaru Warranty and Service Booklet that a vehicle must be taken to an
authorized Subaru dealer in the United States for warranty repairs. Subaru of America operates only in the United States and
cannot provide warranty coverage for vehicles unless they are repaired by authorized Subaru dealers in the United States.
Date: 900122
03-45-90
DATE
APPLICABILITY
01-22-90
SUBJECT:
To ensure proper operation and maximum clutch life, the following procedure for clutch cable free play inspection and adjustment should be
followed.
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511
FIGURE 1
Inspection of Free Play:
1)
2)
To inspect clutch cable free play, you must first remove the release fork return spring at the release fork. This is necessary to accurately
check the cable free play. (See Figure 1.)
The clutch cable free play should then be inspected at the clutch pedal.
FIGURE 2
3)
The clutch cable free play at the clutch pedal should measure. 10 mm to 25 mm (0.39 in. to 0.98 in.) (See Figure 2.)
If this measurement is correct, reinstall the release fork return spring. If this measurement is NOT correct, follow the Adjustment of Free
Play procedures below.
FIGURE 1
Adjustment of Free Play
1)
To adjust clutch cable free play, first remove the release fork return spring. This is necessary to accurately adjust and check clutch cable
free play. (See Figure 1.)
10.52SS
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512
FIGURE 3
2)
3)
Adjust the clutch cable free play until a measurement of 2.1 mm to 4.1 mm (0.083 in. to 0.161 in.) is obtained at the clutch release fork.
(See Figure 3.)
After adjusting the clutch cable free play, reinstall the release fork return spring.
NOTE:
Revised Clutch Cable Free Play Specifications: "Release Fork Return Spring must be Removed"
Free Play at Clutch
Pedal
10 mm to 25 mm
(0.39 in. - 0.98 in.)
2.1 mm - 4.1 mm
(0.083 in. - 0.161 in.)
Date: 811112
11-12-81
REPLACEMENT
1.
Release the parking brake and raise the vehicle using recommended lifting points.
2.
Disconnect the oxygen (02) sensor cord (if vehicle is so equipped), Take care to grasp the cord at the boot to prevent damage to the
cord.
3.
a)
Loosen the nuts which secure the front exhaust pipe to the engine and hold its flanges loosely on the engine as shown in Figure 1.
NOTE
Be sure to support the Exhaust System to prevent bending or kinking.
10.52SS
Page 126
b)
Remove the bolts which secure the front exhaust pipe to the rear exhaust pipe.
c)
Remove the bolts from the exhaust pipe mounting bracket as shown in Figure 2, next page.
d)
513
4.
Separate the transverse link from the cross member by removing the transverse link connecting bolt as shown in Figure 3.
5.
Drive out the spring in which secures the DOJ to the axle drive shaft using a 6 mm (0.24) steel drift punch, as shown in Figure 4, and pull out
the DOJ by hand.
6.
Straighten bent claw of the boot bands on both the large and small end of the DOJ boot. Do this with a screw driver using care not to damage
the boot if the boot is not to be replaced. See Figure 5.
7.
Slide back the big end of boot from the DOJ outer race. Pry out the circlip from the groove near the DOJ opening as shown in Figure 6.
10.52SS
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A.
514
Pull DOJ outer race off the inner race assembly as shown in Figure 7.
9.
10.
Remove the C type snap ring which holds the DOJ inner race to the axle shaft assy. with the snap ring pliers as shown in Figure B.
Remove the DOJ inner race from the axle shaft.
Slide the boot off the axle shaft assembly if it is to be replaced.
IF DOJ IS TO BE REUSED:
11.
Clean thoroughly, wash grease away from the axle shaft splines.
12.
Disassemble the inner race, clean the balls, cage and inner race itself. Inspect the races and balls for scoring or damage.
13.
II. REASSEMBLY
14.
15.
16.
Install the DOJ inner race with the cage positioned correctly on the axle shaft splines. Secure it by fitting the C type snap ring into the
groove of the axle shaft with snap ring pliers.
17.
Apply 20 to 30 grams (0.7 to 1.0 oz) of grease (Part no. 623 029 980 - Molylex No. 2) to the cage pockets.
18.
19.
Apply another 20 to 30 grams (0.7 to 1.0 oz) of grease (Part no. 623 029 980) thoroughly to the inner surface of the DOJ outer race.
20.
Install the outer race onto the inner race with the balls aligned with the tracks on the outer race and install circlip.
NOTE 1:
Check that the circlip ends are not positioned in any of the ball tracks of the outer race.
NOTE 2:
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515
Check that the circlip is completely fitted into the groove by pulling the axle shaft outward lightly.
21.
Apply 20 to 30 grams (0.7 to 1.0 oz) of grease (Part no. 623 029 980) to the DOJ's interior.
22.
Apply 20 to 30 grams (0.7 to 1.0 oz) of grease (Part no. 623 029 980) to the boot interior and fit the big end of the boot onto the outer
race. Clean the band grooves on the boot if they are stained with grease or other substance.
23.
Secure the boot ends in position with the now small and large bands.
24.
Install the DOJ onto the transaxle drive shaft, aligning the spring pin holes. Drive in a new spring pin.
25.
Connect the transverse link with crossmember and install the transfer link mounting bolt. Torque it to the proper specifications. Torque
3.0 - 4.0 kg-m (22-29 ft-lb)
26.
Mount the front exhaust pipe using new gaskets and connect the oxygen (02) sensor cord (if so equipped).
27.
16-41-90
DATE
APPLICABILITY
08-14-90
ALL 1989 ECVT JUSTY MODELS
SUBJECT:
The following trouble shooting informtion is intended to supplement # G406BE 1989 Justy Service Manual.
This trouble code can be caused by an open or shorted circuit in the CFC control system or by a defective CFC solenoid.
Date: 900814
10.52SS
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516
INSPECTION PROCEDURE
Figure 1
10.52SS
Page 130
517
Figure 2
TROUBLESHOOTING CHART A
1)
Ignition switch off
2)
Disconnect connector F75 from ECVT control unit.
3)
Ignition svitch on
4)
Measure voltage betveen terminal # 4 of connector F75 and body ground. It should measure approximately 12 volts. (See figure 2.)
Figure 3
If this value is obtained, proceed to Troubleshooting Chart B. If it is not obtained, repair harness, connectors or fuse.
TROUBLESHOOTING CHART B
1)
2)
3)
11-27-89
ALL 1989-1990 SURARU MODELS
SUBJECT:
Date: 891127
10.52SS
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518
FIGURE 1
The paint code sticker location for L-Series, Justy, and XT has changed from front radiator support panel to the driver's side strut tower. Legacy
models have the paint code information stamped into the metal plate found on the driver's side strut tower. See Figure 1.
Date: 881212
SUBARU OF AMERICA IS NOT RESPONSIBLE FOR ANY INACCURACIES IN THE PAINT FORMULA INFORMATION
INCLUDED IN THIS BULLETIN. BECAUSE THESE FORMULAS ARE UPDATED ON A CONTINUING BASIS, PAINT
MANUFACTURERS HAVE REQUESTED THAT DEALERS CONTACT THEIR LOCAL JOBBER/DISTRIBUTOR FOR THE
MOST UP-TO-DATE FORMULA INFORMATION.
The following colors are used on 1989 Subaru vehicles:
COLOR
Splendor Red
Platinum Silver (M)
Charcoal Gray (M)
Extra Black
Rio Red
Slate (M)
Mica Ruby
Mica Black
Arctic White
Pewter (M)
Bermuda Blue (M)
Pearl White Mica
CODE
726
821
916
074
946
943
947
952
982
944
955
891
COMMENTS
Carryover from 1988
Carryover from 1988
New for '89
Carryover from 1980
New for '89
New for '89
New for '89
New for '89
New for '89
New for '89
New for '89
Carryover from 1988
10.52SS
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519
Acme, Rogers and Martin-Senour Stock Number is UB-41929. Also, DuPont Base/Clear Stock Number is H-9181 for Acrylic Enamel and Acrylic
Lacquer.
PAINT FORMULA INFORMATION FOR RIO RED CODE 946
MANUFACTURER: DUPONT
STOCK NUMBER: H9099LH "Lucite" Acrylic Enamel
Tints
Pint
Quart
437L
Orange
1.0
1.5
401L White
18.5
36.5
405L Black
39.0
77.5
429L Red
104.5
209.5
432L Bright Red
188.5
377.5
465L Binder
447.0
893.5
STOCK NUMBER: H9099JM "Cronar" Polyoxithane Enamel
Tints
Pint
Quart
859J
Bright Red
64.3
128.6
802J
LS White
121.8
243.7
807J
LS Black
153.7
307.4
864J
Magenta
174.5
349.0
865J
Dark Violet
185.1
370.3
1888J
Binder Clear
455.3
910.6
NOTE: Use similarly colored undercoat for best coverage.
MANUFACTURER: SHERWIN-WILLIAMS
STOCK NUMBER: 35-40835 Acrylic Enamel
Tints
1 Qrt.
Gallon
F5W80
26.8
107.2
F5B81
56.8
227.2
V2V269
305.0
1220.0
F5R121
577.0
2308.0
V6V175
622.0
2488.0
F5E86
935.0
3740.0
STOCK NUMBER: 34-40835 Acrylic Lacquer
Tints
Pint
Quart
L4B320
5.2
10.4
L4W301
19.0
38.0
L4M321
199.0
398.0
L4E317
460.0
920.0
Acme, Rogers, and Martin-Senour stock number is 40835.
PAINT FORMULAS FOR SLATE (M) CODE 943
MANUFACTURER: SHERWIN-WILLIAMS
STOCK NUMBER:
ACRYLIC ENAMEL CLEAR-COAT
TI
1 QRT.
GALLON
F5Y107
F5R121
F5L70
UM2002
F5B118
V2V109
V6V300
10.0
22.5
38.8
208.0
392.0
617.0
628.0
40.0
90.1
155.2
832.0
1568.0
2468.0
2512.0
STOCK NUMBER:
ACRYLIC LACQUER
NOT AVAILABLE AT THIS TIME
UM2001
878.0
317.6
358.0
382.7
394.2
397.4
400.7
MANUFACTURER: SHERWIN-WILLIAMS
STOCK NUMBER: 35-40836 ACRYLIC ENAMEL CLEAR COAT
TINTS
QUART
GALLON
UM2003
F5N122
F5R119
F5R130
F5R121
V6V300
V2V109
15.5
46.6
124.0
285.0
549.0
576.0
886.0
Page 133
520
3512.0
10.52SS
62.1
186.3
496.0
1140.0
2196.0
2304.0
3544.0
STOCK NUMBER:
TINTS
F5Y107
F5R121
F5L70
F5W110
V6V175
V2V269
Page 134
521
GALLON
1.3
3.5
6.6
1756.0
1936.0
4124.0
PINT
1 QRT.
492L Blue
4.0
8.5
419L Org. Blue
20.0
39.5
442L Brill Alum
62.5
125.5
412L Cr. Alum
152.5
305.0
475L Binder
443.0
885.5
STOCK NUMBER: H9095J "CRONAR" POLYOXITHANE ENAMEL B/C
PINT
1 QRT.
35.1
70.3
62.6
125.2
79.9
159.8
91.9
183.8
96.7
193.5
99.2
198.4
1850J B/C Balancer
1860J B/C Balancer
MANUFACTURER: SHERWIN-WILLIAMS
10.52SS
TINTS
813J Med. Coarse Al
807J LS Black
815J Multigrad Alu
814J Coarse Alum
827J Blue
828J HS Fast Blue
314.5
432.6
629.0
865.2
10.52SS
Page 135
522
1 GAL.
20.5
46.1
148.7
396.0
764.0
1164.0
1304.0
3508.0
Date: 891018
13-52-89
DATE
10-18-89
APPLICABILITY 1989 TO PRESENT, ALL MODELS WITH FACTORY RUSTPROOFING
SUBJECT:
FHI OEM anti-chipping/stone guard coating Product is Epico 1500 Acc. Please add the following anti-chipping/stone guard coat equivalents to
Service Bulletin 13-48-89, dated 01-23-89. See figure below for the application locations on the vehicle
Manufacturer
Description
*
PPG
DX-54
SEM
Chip Guard # 39804
Both the stone guard and anti-chipping material are the same. However the anti-chipping coating has a smooth texture and the stone guard is
semi-course. More information can be found in the applicable Subaru Service Manual, section 5-1.
*Note:
10.52SS
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523
and wet sanding the edges for a more uniform appearance. Contact your local paint representative for more information.
Date: 920212
Wash PP or TPO surface with mild soap and warm water to remove grease, contaminants or mold release agents. Dry with a lint free cloth.
2.
Wash with Pre-Kleano/Wax and Grease Remover to remove wax and silicone. Dry with a lint free cloth.
3.
Scuff lightly with 3M-Scotchbrite Ultrafine # 7448 (Grey) Pad, then use pressurized air to remove sanding residue or dirt.
4.
5.
Spray Polypropylene Primer according to label instruction: 1 to 2 medium coats, depending on individual manufacturer specifications. Allow
to dry 15-30 minutes before spraying top or base coat, allow minimum 5 minutes flash between coats and 15 minutes final flash before
applying clearcoat. Be careful not to exceed primer flash time or scuffing using grey Scotchbrite Pad will be required for topcoat adhesion.
NOTE: MOST POLYPROPYLENE PRIMERS REQUIRE NO MIXING, AND ARE READY TO SPRAY.
The key to "good" paint adhesion is the use of proper primer material. Each paint manufacturer has specific primer and application instructions for
coating POLYPROPYLENE (PP) or THERMAL POLY-OLEFIN (TPO) type plastic. Consult your local jobber/distributor.
Date: 950428
Slide plastic siphon tube over brass connector under bottle cap.
Snap the black deflector tip under the brass spray nozzle.
Washing instructions
1.
2.
10.52SS
Page 137
3.
4.
524
Note
The KATS gun assembly must remain upright to prevent liquid remover leakage through the vent hole.
5.
Choose the proper dilution setting by moving the stem. (See chart for settings).
6.
7.
Generously spray the vehicle starting at the bottom and working up to the top.
8.
Allow 2 minutes of soak time, making sure the entire vehicle stays wet with the solution.
9.
After the 2 minute soak time, rinse the vehicle thoroughly. Pay close attention to cracks and crevices that can trap the solution.
10.
Dry the vehicle using the chamois. During this time, inspect for any un-removed coating. If it is necessary to remove additional coating,
repeat the washing instructions on that area only.
Note
This product is safe and biodegradable when used according to package instructions.
DILUTION SETTINGS
Five preset dilution settings provide the versatility to handle various weather conditions or transit coating thicknesses.
The Decoating Gun is available at the address below:
HANSON-LORAN CO., INC.
6700 Caballero Blvd.
Buena Park, CA 90620
Phone: (714) 522-5700 Fax: (714) 522-5834
Date: 920205
10.52SS
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525
Using the materials listed below, hand apply a small amount of polishing compound to a small affected area. Polish the area vigorously according to
the material directions.
Clean off the area and examine the surface. If the water spots are removed satisfactorily, use the hand applied compound and polishing
recommendations. If the water spots are not successfully removed by hand use, then machine buffing or surface sanding may be required. Surface
sanding should only be done after buffing attempts prove unsuccessful.
NOTE:
A BODY SHOP PROFESSIONAL IS PREFERRED WHEN SURFACE SANDING AND MACHINE BUFFING BECAUSE OF THE HIGH
LEVEL OF SKILL REQUIRED.
MATERIALS REQUIRED
Hand Application
1.
2.
Medium Compound - 3M Imperial Microfinishing Compound, Part Number 06031 (Gal.) Paste or equivalent.
Finishing Polish - 3M Imperial Machine Glaze, Part Number 05991 (Qt.) or equivalent.
Medium Compound - 3M Imperial Microfinishing, Part Number 06031 (Gal.) Paste or equivalent.
Fine Compound - 3M Imperial Microfinishing Glaze, Part Number 05992 or equivalent.
Final Polishing - 3M Perfect-It Foam Polishing Pad Glaze, Part Numbers 05995 (White) for light colors and 05996 (Dark) for dark
colors.
THE COMPOUNDING AND POLISHING INFORMATION WAS DEVELOPED BY THE MANUFACTURES OF THESE
PRODUCTS. BECAUSE THESE INSTRUCTIONS ARE UPDATED ON A CONTINUOUS BASIS, MANUFACTURES OF
COMPOUNDS AND POLISHES HAVE REQUESTED THAT DEALERS CONTACT THEIR LOCAL PAINT AND CHEMICALS
JOBBER/DISTRIBUTOR FOR THE MOST UP-TO-DATE INFORMATION.
Make certain the paint surface is clean and dry before using the Perfect-It Glaze and Foam Pad. Compound residue can contaminate the foam
pad adversely affecting the finish. Excess water can dilute the Perfect-It Glaze causing poor performance.
2.
High speed polishers will cause the Perfect-It Glaze to dry fast and can cause smearing. Recommended speed is 1500-2000 rpm.
3.
Buff a small section two feet by two feet or smaller. This is especially important in hot weather or when buffing areas where obstructions
such as door handles, moldings or wheel well areas make buffing difficult.
4.
Use small amounts of glaze. Apply only enough glaze to allow one to two series of wet passes over the section before the glaze begins to dry.
Using too much glaze will cause the pad to load prematurely and increase the possibility of smearing.
5.
Keep the glaze on the outer one-third of the pad face. Hold the foam pad at a slight angle while triggering the polisher to spread the glaze.
this technique will aid in concentrating the glaze on the outer one-third of the pad face and prevent the center of the pad from loading.
6.
A Perfect-it(TM) Foam Polishing Pad is worn out and should be replaced when either the foam face or the fabric backing is no longer
functional. The fabric backing will eventually wear out with repeated attachment/removal from the back of pad. Because of the excellent
10.52SS
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526
durability of the foam face, some Perfect-it(TM) Foam Polishing Pads will need to be replaced before the foam face wears out.
7.
Remove waxes or paint sealants before buffing new or used cars. Waxes and sealants can cause smearing of Perfect-it(TM) Glaze.
Date: 891018
Description
DX-54
Chip Guard # 39804
10.52SS
Page 140
Both the stone guard and anti-chipping material are the same. However the anti-chipping coating has a smooth texture and the stone guard is
semi-course. More information can be found in the applicable Subaru Service Manual, section 5-1.
527
10.52SS
Page 141
528
*Note:
PPG recommends over reducing the DX-54 for a smoother texture and wet sanding the edges for a more uniform appearance. Contact your
local paint representative for more information.
Date: 910702
LABOR
DESCRIPTIONS
N/A
A/C Refrigerant
Recovery and Recycling
C010-105
TIME
0.3 hours
Date: 950523
10.52SS
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529
The manufacturer is developing a remedy designed to prevent failure of the buttons that are not currently broken.
System: Interior; Seat belts; Belt buckles.
Note: the manufacturer has not supplied the model vehicles included in this campaign.
Note: If your vehicle is presented to an authorized dealer on an agreed upon service date and the remedy is not provided free of charge within a
reasonable time, please contact Subaru at 1-800-782-2783. Also contact the National Highway Traffic Safety Administration's auto safety hotline at
1-800-424-9393. Technical Service Bulletin # 06-32-03
Date: 031101
The labor operation numbers for brake rotor resurfacing on vehicles has not changed. Listed below is the new time allowance.
REPAIR PROCEDURE
Use the following procedure along with the troubleshooting chart.
Road test the vehicle to confirm brake vibration. If vibration is felt where braking, verify at what speed. Typically, front rotor vibration is felt at
higher speeds (above 50mph) and in the steering wheel (circumference direction and/or side to side). If this is the case, the front rotors and pads
will need to be inspected.
Typically, rear brake vibration is felt at lower speeds (below 50mph). Vibration will also be felt in the floor of the vehicle, pedal, seats and dash. If
this is the case, the rear rotors and pads will need to be inspected.
To check for rear drum vibration, road test the vehicle at lower speeds. Be extremely careful not to lock the rear brakes. With the parking brake
release button pushed in, pull the parking brake lever slowly and gently, which applies the rear parking brakes. If vibration is felt, the rear drums
and shoes will need to be inspected.
Always refer to the applicable service manual for brake, brake drum, and rotor specifications. When resurfacing always check rotor/drum thickness
before and after. These measurements must be noted on the repair order. If the rotor/drum is out of specification after resurfacing, it will need to be
replaced.
10.52SS
Page 143
530
Date: 890824
10.52SS
Page 144
531
Use the following information to properly adjust the idle speed for engine and alternator electrical load when the air conditioner, blower fan or
headlights are engaged.
Tools Needed:
^
A short thin bladed, flat blade screwdriver - Snap-on P/N SSD234A or equivalent
Vacuum line plugs and a vacuum cap - Snap-on set P/N YA829 or equivalent.
Adjustment Procedure:
1)
Make sure the vacuum line from the intake manifold to the air cleaner in blocked off.
Figure 1
2)
3)
Temporarily connect the single pin black "Read Memory" connector (752) and the two pin green "Test Mode" connector (F51) located under
the driver's side of the dash board. See Figure 1.
Start the engine. Ensure proper operating temperature by waiting until the carburetor choke plate is fully open (or when the engine is not
running in the fast idle warm-up mode.) Do not attempt to adjust cold.
10.52SS
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532
Figure 2
4)
Using the chart and diagram in Figure 2, identify the type of transmission either manual or ECVT and perform the specified adjustments in
the sequence given. See Figure 2.
10.52SS
Page 146
533
Figure 3
Note:
For manual transmissions, step number 2, see explanation 5, Figure 3.
Manual Transmissions Only
5)
Use this procedure for condition number 2 (A/C on, blower fan on, and radiator fan on, if equipped). Locate the vacuum hose which connects
the solenoid on the firewall to the top of the adjustable orifice. Temporarily disconnect the vacuum hose at the adjustable orifice and block it
off. Also, the adjustable orifice must be capped. See Figure 3.
NOTE:
This adjustment in step 2 can only be performed while the compressor is running because when the compressor cycles off, the
lever controlled by the actuator will move away from the adjusting screw.
Figure 1
6)
Verify the idle speed adjustments are correct. Turn the ignition off and disconnect the "Read Memory" and "Test Mode" connectors.
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7)
8)
Start the engine and make sure the engine idles properly under all electrical and engine load conditions specified in the chart in Figure 2.
NOTE:
The idle speed with the read memory end test mode connectors disconnected will be slightly higher in rpm. This condition is normal
because the EFC system is controlling the idle speed.
Date: 891015
02-72-89
DATE
10-15-89
APPLICABILITY 1989 JUSTY EQUIPPED WITH ACCESSORY AIR CONDITIONING (S0A332A110 OR S0A329A110)
SUBJECT:
This figure cannot be found in the 1989 Subaru Justy Service Manual because Justy models are not equipped with factory A/C.
Date: 061031
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For demonstration purposes the photos are of a 2.5L SOHC engine, however the procedure applies to all engine types.
535
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536
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Using a gasket scraper, carefully clean any carbon deposits and rubber coating found on the surface of cylinder block and cylinder head.
CAUTION:
Keep the scraper as flush as possible to the surface to avoid damage to the mating surface of cylinder block and cylinder head.
537
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Disclaimer
Date: 061128
Wash and clean the rubber seal surface(s) "A" using clean water and a soft bristle brush.
2)
Carefully open the negative pressure valve. Using clean water and a soft bristle brush wash and clean the mating surface "B" between the
valve and the rubber seal.
Note:
Clean thoroughly. Failure to do so will prevent the cap from holding pressure.
3)
After cleaning, check valve-opening pressure of cap using a cap tester according to the applicable service manual.
4)
Clean the filler neck sealing surface of any and all contaminants.
Note:
If the valve opening pressure stays within the predetermined specification the cap is reusable. Only replace caps that failed the pressure
test.
Special note:
If the vehicle has any record of overheating the cap may not be reusable even afier cleaning due to the deterioration of the sealing materials.
WARRANTY/CLAIM INFORMATION
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For vehicles under the Basic New Car Limited Warranty period, this repair may be claimed using the table.
Date: 070312
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540
Reminder:
When rotating tires on a vehicle equipped with TPMS (Tire Pressure Monitoring System) make sure to re-register the tires.
Disclaimer
Date: 070831
When adding, replacing or servicing the cooling system, always use Genuine Subaru Long Life Coolant. Genuine Subaru Long Life Coolant is
a phosphate (non-Amine) type and is specially formulated for all Subaru vehicles with aluminum engines and radiators. Coolant of other types
may not provide the proper protection to aid against corrosion of aluminum parts.
Whenever the coolant is changed, you must add Genuine Subaru Cooling System Conditioner. Genuine Subaru Cooling System Conditioner
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has been tested and approved for aluminum engines and radiators.
^
Do not use after-market coolant reinforcement agents, sealers and/or flushing agents as those chemicals could corrode aluminum parts.
Warranty Information
Any coolant system failure and/or damage resulting from that failure that is a direct result of using a coolant flushing machine is not a matter for
warranty.
Date: 070829
Remove one lug nut from each wheel. If wheel studs are dirty, clean with a wire brush prior to installing locks. Use extreme care to prevent
damage to the wheel.
2)
3)
Using the special wheel lock key and a torque wrench, tighten each wheel lock to the proper lug nut torque specification (refer to the
applicable Subaru Service Manual).
NOTE:
For ease of installation and removal, the wheel lock should always be the last lug nut tightened on each wheel and should always be the first one
removed.
WARNING:
Use of an impact wrench may cause permanent damage to the wheel lock and key.
Warranty Information
Wheel locks and/or keys that are damaged due to improper installation and/or removal is not a matter for warranty.
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Disclaimer
Date: 080117
The battery posts and cable ends are free of corrosion, dirt, sealer, and in good condition.
Be sure to record the customer's radio station, and satellite radio station pre-sets as they will be lost during the test, along with any seat memory
settings.
You may NOT use an aftermarket 9V memory device in the power outlet to retain any ECU memory.
Any aftermarket accessories will also need to be disconnected. These items will affect the test results and may cause false readings or
misdiagnosis.
Pen and paper for recording radio and satellite radio pre-sets
10 MM wrench
16 gauge by-pass wire, about 12 inches long, w/ proper securing attachments at each end
Test Procedure:
1)
2)
Connect one end of by-pass wire to the battery's negative post then connect the other end to negative battery cable end Simply wrapping then
twisting the stripped back ends of the by-pass wire around the post and terminal will be sufficient Reinstall the negative cable on the battery
post
3)
Wait 5 minutes before proceeding to the next step. This will allow the system voltage to stabilize. During this time, be sure the glove box
door, trunk, tailgate, and all vehicle doors are closed and their corresponding lamps are off. Also, be sure that the head lamps, fog lamps, and
all switches are off. The ignition key needs to be removed, and the doors must be locked (make sure not to lock the keys in the car). Remove
the negative battery cable, making sure the by-pass wire has not lost contact. If contact is lost, you will need to start at step # 2 again.
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4)
543
Make sure your voltmeter is set to milliamp (mA) setting. Connect the test leads of your voltmeter to the negative battery cable and the
negative battery post. Remove the by-pass wire you installed in steps # 2 and # 3 and measure the current draw.
After the 5 minute stabilization period, the measured draw should be a maximum of 150 milli-amps. This maximum draw value is read with
the key out of the ignition switch.
If your results are greater than the above specification, further diagnosis will be necessary to determine the source of the excessive current
draw. This should be done using normal electrical circuit testing until the source of this excessive draw is determined and repaired.
After confirming the repair, the customer's radio presets and clock time should be reset properly.
Date: 080213
Using a portable radio, set the radio to the same frequency and station being disturbed by static. From the outside of the vehicle, slowly move
the radio's antenna across the defogger grids. When interference is encountered, inspect that specific area closely for a break. Depending upon
the size of the break, a magnifying glass and/or eyeloupe may be required.
Once the break is identified, it should be repaired using the Permatex(R) repair kit instead of replacing the rear glass.
Note:
Make sure to carefully read and follow the instructions and precautions that are included with the Permatex(R) repair kit.
^
The repaired area must be completely opaque and have a resistance reading of essentially zero (0) ohms across the repair.
There may be more than one break. If the first break repair does not eliminate the static, re-inspect and repair any other breaks as necessary.
WARRANTY/CLAIM INFORMATION
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Note:
For vehicles within the Basic New Car Limited Warranty period the warranty covers repairs needed to correct defects in material or
workmanship.
Damage to the rear window defogger/antenna grid which is the result of an outside influence is not covered under warranty Examples are: improper
cleaning of the glass, window tinting, scratches and/or cuts from objects coming in contact with the grids, etc
For vehicles within the Basic New Car Limited Warranty period, this repair can be claimed using the table above.
Disclaimer
Date: 031118
Other components that may require repair due to abuse, racing or unauthorized modifications include, but are not limited to refer to table above.
If a determination for the cause of the failure cannot be made, the dealer must consult its District Service Operations Manager for authorization
prior to proceeding with repairs under warranty.
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Some examples of abusive driving are exceeding maximum recommended RPMs, excessive torque transferred to the transmission during
acceleration from a complete stop (dumping the clutch), downshifting at high RPMs and missing shifts.
The term "racing" refers to all forms of racing whether street, drag, rally, sanctioned or unsanctioned, etc. Any damage that results from racing is
not warrantable.
EXAMPLES
Disclaimer
Date: 080909
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549
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The tables shown above contain additional information for recommended materials listed in the repair manuals for individual models. For
additional warranty submission information please refer the materials policy in Section 13.9 of the CDS Policies and Procedures Manual.
Disclaimer
Date: 060101
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The next step would be to follow this compression test with another called a "WET COMPRESSION TEST where a SLIGHT amount of oil is
added to the cylinders to help the rings seal. If too much oil is added, there is the danger of seizing the engine by HYDROSTATIC LOCK. If
compression readings increase, then this is usually an indication that the rings are bad, although it is normal to get slightly increased readings even
on a good engine.
We recommend you perform a CYLINDER LEAKDOWN TEST where air is put into the cylinders and you look for leakage, regardless of the
outcome of the compression tests. The throttle plate should be open, remove the engine oil dipstick/filler cap and radiator cap. Air pressure should
be regulated to 100 PSI if possible. We recommend the use of a Leak Down Tester, if available, to perform this test. Maximum allowable leakage is
10% (as per SUN Corporation). The cylinder being tested should be at Top Dead Center to be certain the valves are closed. With the cylinder
pressurized, check for leakage. Air out the throttle body indicates a bad intake valve; out the tailpipe, a bad exhaust valve; out the dipstick tube, oil
filler tube, bad rings (some leakage here is normal due to ring design); bubbles in the radiator could indicate head gasket problems or cracked
cylinder wall(s). Once the source of leakage has been determined, it is easy to determine your course of action.
If the engine passes these tests and EVERYTHING involved in the tests has been done correctly, then the cause of the rough idle is elsewhere.
Perhaps it is electrical or fuel related.
If you have any questions concerning this matter or the tests involved, contact the Technical Helpline. Technical Service Bulletin # 0606-04
Date: 060601
1) Apply a thin coat of Molykote AS-880N (P/N: K0777YA010) or equivalent to frictional portion between pad and inner shim.
2) Apply a thin coat of Molykote AS-880N or equivalent to both faces of inner shim.
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4) Apply a thin coat of Molykote M7439 or equivalent to caliper support. Technical Service Bulletin # 0206-08
554
Date: 060201
05-47-10
Date: 100427
SAFETY WARNING
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Speed Rating:
The tire's speed rating is void if the tire is repaired, retreaded, damaged, abused, or otherwise altered from its original condition. Thereafter, it
should be treated as a non-speed rated tire.
While the comprehensive procedures and recommendations for tire repair are beyond the scope of this manual, a proper tire repair includes the
following:
^
The tire is demounted from the wheel for a complete inspection, inside and out. Some damage to the tire may only be evident on the interior of
the tire.
The puncture injury is 1/4 inch (6 mm) or less and must be within the tread area as shown in the graphic. This helps ensure long-term tire and
repair durability.
A patch is applied to the interior of the tire and the puncture hole is filled with a suitable plug/stem filler. This helps ensure that the interior of
the tire is adequately sealed to prevent inflation pressure loss and prevents contamination of the steel belts and other plies
from the elements (such as water) in the outside world.
Additional notes about tire repairs:
^
Not all punctured or damaged tires can be properly repaired; consequently, some tires must be replaced. NEVER repair a tire with any of the
following conditions:
Wear to the tire's built-in tread wear indicators or to 2/32 inch (1.6 mm) remaining tread depth in any area of the tread.
With a puncture or other damage outside the repairable tread area (as shown in the graphic).
Any tire repair done without removing the tire from the wheel is improper. The tire must be demounted from the wheel and the interior
inspected for damage that may not be evident on the exterior of the tire.
Using only a plug/stem, or using only a patch, is not a safe or proper repair. A patch must be applied to the interior of the tire and the puncture
hole must be filled with a suitable plug/stem filler to prevent inflation pressure loss and contamination of the steel belts and other plies.
Tubes, like tires, should only be repaired by a qualified tire service professional.
Some vehicle manufacturers do not recommend using repaired tires. Consult your vehicle owner's manual or contact the vehicle manufacturer
before operating a repaired tire on your vehicle.
ASK how your tire will be repaired. ALWAYS insist on a proper tire repair.
Emergency/Temporary Sealant or Filler Repairs: An emergency/temporary sealant or filler injected into the tire, such as by aerosol can or
injection/squeeze-tube, is not a proper repair and voids the tire Limited Warranty. A tire injected with such sealant/filler must be replaced by
a qualified tire service professional as soon as possible.
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SAFETY WARNING
Disclaimer
Date: 060501
If your particular vehicle is not listed or the ECM calibration identification number (CID) matches the one shown on the sheets, then reflashing is
not an option. NOTE: Reflashing will NOT address/fix a car that has an actual mechanical issue causing a rough idle. You will need to investigate
the problem further to determine the cause. If the car idles fine and just has the misfire code(s), there is a good chance the reflash will fix it.
Does the engine idle fine, but, have a misfire code? If so, it might be a fuel mixture problem. Check the vehicle history to see if the car has been in
before for this problem. In some cases, you'll find it has been. If so, was the misfire on the same or another cylinder? If the code was on another
cylinder, it might be a fuel related problem. Hopefully you DIDN'T clear the code(s) so you can use the Subaru Select Monitor to pull up the Freeze
Frame Data. You'll want to look at the Short Term Fuel Trim (STFT) and the Long Term Fuel Trim (LTFT) readings in the data list. These will
give you an idea of what the Air/Fuel Ratio Sensor (A/F) is doing in determining the fuel trim delivered to the cylinders. If the A/F sensor is
functioning properly, the numbers you should be seeing for the STFT & LTFT should be somewhere between a +5% to a -5%. Slightly higher
readings are ok but if you have a reading in the double digits, typically T2% or higher, it usually indicates there is a problem with the A/F sensor.
Trouble shooting of the A/F sensor should be performed to determine if it is functioning properly or another condition (vacuum leak etc.) is
influencing the A/F sensor readings. Our A/F sensor readings will max out at 37.5 %. If the number is a positive (+) the car is running lean. This is
usually when we see the misfire and rough running concerns. There is simply not enough fuel getting into the cylinder to support combustion. This
is referred to as a lean miss. A negative (-) number is of course a rich mixture and is not usually a cause for a misfire.
If the car has an actual rough idle, there are many things that you can do to track down the cause. Check the plug wire(s), coil(s), plug(s), and
injector(s). If the code is always on a particular cylinder, try swapping that injector with a known good cylinder and see if the code follows the
injector. Then swap a plug, then coil. This is what we'll suggest if you call us. If the code moves with the injector, then you have a bad injector. If it
doesn't follow the injector, there is most likely something wrong internally with that particular cylinder however, the pins in the injector connector
will need to be checked to see if they might be the problem. If everything external has been inspected and ruled out as the cause, the problem must
be something internal to the engine. It could be a carbon buildup on the valves or varnish in the valve guides. It could also be a valve adjustment
that is too tight. Further tests are necessary.
Hook up a vacuum gauge to a source of engine vacuum (below the throttle plate). A good running engine will have between 16" to 22" of intake
manifold vacuum depending on the altitude. The needle should be steady on the gauge and not bounce around. A slight quiver to the needle is
acceptable. If the needle is bouncing around 1" or more, it shows you there is a cylinder sealing problem (valves or rings). Most often it is the
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valves causing the problem. However, this test doesn't pinpoint the exact cylinder(s) at fault. If there is a misfire code, you can be reasonably sure
that the code indicates the problem cylinder(s). If there is no misfire code, you'll need to perform a compression and cylinder leakdown test. We
always recommend that a compression test be followed up by a leakdown test as we've seen many cases where an engine might pass a compression
test but, fail the leakdown test. Most importantly an accurate leakdown test will help identify where you should look for the leak:
intake valve, exhaust valve, or rings. when you perform a leakdown test, always follow the procedure recommended by the equipment manufacturer
to assure that the test results are accurate. Refer to the 04/95 Tech TIPS (available on the STIS website) for additional information concerning
compression and leakdown testing.
If your testing has determined that the valves are the problem and you've checked the adjustment, the head(s) will need to be removed for further
inspection. If the cause is then determined to be a carbon buildup, usually just cleaning the valves and the guides is all that is necessary to repair the
problem. If the valves are reinstalled into their original positions (and they should be), everything should be fine, but you can lap the valves in by
hand if you wish to insure a tight seal. We do not recommend cutting or grinding the valves or their seats at any time.
^
In closing, there are other things that can cause rough idles and misfire codes. These are just the most common ones we deal with here on the
Techline and the methods we suggest you use.Technical Service Bulletin # 0106-03
Date: 060101
Date:
051001
The following information is supplied to assist in your understanding of the causes of wiper streaking and chattering complaints and should be
considered a maintenance tip. If you notice any of these concerns, many times they are due to residue on the wipers, windshield, or both. To correct
these concerns, start by cleaning the windshield and the wiper blades rubber inserts. Clean the windshield and the wiper inserts with a neutral
non-abrasive cleaner, such as washer solvent using a sponge or soft cloth. Do not use petroleum products, thinner, or other solvents, as these will
dry and damage the rubber and possibly the windshield. In terms of warranty handling if physical damage is not present and if cleaning would not
resolve the concern, only the wiper's rubber inserts should require replacement. In the event that a direct replacement insert for the original
equipment blade is not available from Subaru, the wiper blade assembly should be replaced with a Genuine Subaru replacement blade assembly
(denoted by a part number beginning with SOA such as S0A591U218). Please see June 05 Tech Tips for specific information relating to 05 Legacy
and Outback applications. The chart shown below contains a list of the available replacement wiper inserts and blade assemblies from SOA Parts.
Please refer to www.subarunet.com > Fixed Operations> Price Book/CD Instructions> Price Book - Front Section > Wiper Blades and Refills for
the latest chart.