Subaru Justy L3-1.2 2wd Carb Repair PDF

1989 Subaru Justy Hatchback 4WD L3-1.2L SOHC (Carb) Copyright 2011, ALLDATA 10.
40 Page 1
Vehicle: Initial Inspection and Diagnostic Overview
Meter Types
1. Use a digital or analog multimeter with a minimum 10k ohm resistance.
2. Remove the blown fuse and disconnect all loads for that circuit.
Finding A Short Circuit
3. Connect a test lamp in place of the fuse.
4. Establish conditions that turn the test lamp on.
EXAMPLE
a) Ignition SW ON
Subaru Justy Hatchback 2WD L3-1.2L SOHC (Carb) 1
1989 Subaru Justy Hatchback 4WD L3-1.2L SOHC (Carb) Copyright 2011, ALLDATA 10.40 Page 2
b) Ignition SW ON and SW 1 ON
c) Ignition SW, SW 1 and Relay ON (connect the relay)
5. 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
Vehicle: Component Tests and General Diagnostics
Continuity and Resistance Check
Meter Types
2. Disconnect the battery or connector so there is no power between the check points.
3. Set the ohmmeter to the appropriate range.
Continuity And Resistance Check
4. 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
Meter Types
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.
Fig. 2 Engine Identification
Powertrain Management: Application and ID
Emission Systems Application Chart
DISPLACEMENT..................................................................................................................................................................... 1.2L (1189cc, 72.55cid)
CYLINDERS........................................................................................................................................................................................................ Inline 3
DEVICES AND SYSTEMS:
AIR................................................................................................................................................................................................................ Air Injection
EFC....................................................................................................................................................................... Electronic Fuel-Controlled Carburetor
EGR............................................................................................................................................................................ Exhaust Gas Recirculation System
EVAP.................................................................................................................................................................... Evaporative Emission Control System
FR......................................................................................................................................................................................................... Fillpipe Restrictor
HAC................................................................................................................................................................................. High Altitude Compensator [1]
PCV...................................................................................................................................................................... Positive Crankcase Ventilation System
TAC........................................................................................................................................................................................... Thermostatic Air Cleaner
TWC+OC.................................................................................................................................. Three-Way Catalytic Converter and Oxidation Catalyst
UIL.......................................................................................................................................................................................... Up-shift indiactor light [2]
[1] Federal only
[2] FWD M/T only
Powertrain Management: Application and ID
Engine Systems Identification
ENGINE VIN [1]............................................................................................................................................................................................................ 8
DISPLACEMENT..................................................................................................................................................................... 1.2L (1189cc, 72.55cid)
CYLINDERS........................................................................................................................................................................................................ Inline 3
FUEL SYSTEM [2]................................................................................................................................................................................................... EFC
IGNITION CONTROL SYSTEM............................................................................................................................................ Electronic EFC Control
COMPUTER CONTROL SYSTEM.......................................................................................................................................................... EFC System
[1] The sixth digit of VIN denotes engine code.
[2] Electronic Fuel-Controlled Carburetor with oxygen sensor feedback.
Engine: Service and Repair
The engine and transmission are removed as an assembly on these vehicles.
1. Disconnect battery ground cable and drain cooling system.
2. Remove front bumper and grille.
3. Disconnect hoses and all electrical connections, then remove radiator.
4. Disconnect hood release cable, then remove upper radiator support.
5. Remove air cleaner assembly.
6. Disconnect hoses from carburetor, heater unit, brake booster and 4WD to front wheel drive changeover, if equipped. Mark all hoses to aid
installation.
7. Disconnect clutch cable from clutch housing and accelerator cable from carburetor.
8. Disconnect speedometer cable at transmission.
9. Disconnect ignition coil to distributor electrical connections at distributor.
10. Remove pitching stopper rod from bracket.
11. Raise and support vehicle, then remove engine undercovers.
12. Disconnect exhaust pipes from manifold, then the gearshift rod from transmission.
13. Disconnect propeller shaft from transmission, if applicable. Cap opening to prevent loss of fluid.
14. Remove transverse link.
15. Using suitable drift, remove spring pin and disconnect front axle from transmission.
16. Support engine using suitable hoist, then remove engine/transmission mounting brackets.
17. Raise engine slightly, then remove center member and crossmember.
18. Lift engine/transmission assembly out of vehicle.
Fig. 2 Exploded View Of Engine Mount
19. Reverse procedure to install noting the following:
a. Refer to SPECIFICATIONS and Fig. 2 for torque values.
b. Refer to DRIVE BELT SERVICE for belt routing and tension data.
c. Refer to Cooling System/Service and Repair for drain and refill procedure.
Balance Shaft: Service and Repair
1. Remove timing belt cover, timing belt, rocker assembly, camshaft and cylinder head.
2. Remove oil filter, then the alternator, wiring harness and alternator bracket.
3. Remove engine mounting bracket and mounting stay.
4. Lock flywheel with suitable tool, then remove attaching bolts and flywheel.
5. Remove oil dipstick and dipstick tube, then the flywheel housing.
6. Remove oil pan attaching bolts and the oil pan.
Fig. 31 Exploded View Of Crankcase, Oil Pump & Water Pump
7. Remove water pump cover and impeller, then the water pipe, Fig. 31. Use a screwdriver to prevent balancer shaft from rotating when
removing impeller.
8. Remove oil pump cover attaching bolts, then the cover and inner and outer rotors.
9. Remove crankcase cover.
10. Remove connecting rod cap nuts, then tap piston/rod assemblies from underneath with hammer handle and remove assemblies from
crankcase.
Fig. 32 Exploded View Of Crankshaft, Pistons, & Balance Shaft
11. Remove balancer chain, chain guide and oil pump sprocket, Fig. 32.
12. Remove main bearing cap attaching bolts, then the caps and crankshaft.
13. Carefully remove balancer shaft from crankcase.
14. Press piston pins from connecting rod small end using suitable tool.
15. 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.
Fig. 33 Assembling Piston To Connecting Rod
16. Assemble piston to connecting rod so that intake valve recesses on piston and crescent mark on connecting rod are positioned as shown, Fig.
33.
17. Install rings onto pistons. Ensure R1 (top ring) and R2 (second ring) marks on compression rings face upward.
18. 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.
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.
19. Install main bearing halves into crankcase.
Fig. 34 Installing Drive Chain
Fig. 35 Piston Ring Installation
20. Install chain and crankshaft, then align marks on sprockets with gold links on chain as shown in Fig. 34.
21. Install main bearing caps with arrows facing front of engine. Tighten bolts to specifications.
22. 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.
23. Install connecting rod bearing caps. Tighten nuts to specifications.
24. Install rear oil seal using suitable tools.
25. Install crankcase cover together with air suction manifold bracket.
26. Install oil pump inner rotor, outer rotor and cover. Ensure inner rotor shaft aligns with groove in sprocket.
27. 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.
28. Install oil pan with new gasket. Tighten bolts to specifications.
29. Install flywheel housing.
30. Install oil dipstick tube and dipstick.
31. Install flywheel and attaching bolts. Lock flywheel using suitable tool and torque attaching bolts to specifications.
32. Install oil filter, engine mounting bracket and mounting stay.
33. Install alternator mounting bracket and alternator.
34. Install cylinder head, camshaft, rocker assembly, timing belt and timing belt cover as outlined previously.
Cylinder Head Assembly: Service and Repair
1. Remove timing belt cover, timing belt, rocker assembly and camshaft.
2. Remove exhaust manifold, then disconnect wiring harnesses from intake manifold.
3. Remove air suction valve and pipe, if applicable.
4. Remove intake manifold attaching bolts, then the intake manifold together with carburetor.
Fig. 30 Cylinder Head Bolt Tightening Sequence
5. Remove cylinder head bolts in reverse sequence as that shown in Fig. 30, then remove cylinder head from crankcase.
6. Using suitable valve spring compressor tool, compress valve springs and remove retainer keys.
7. Remove retainers, springs, valves and valve seals.
8. 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.
9. Coat valve stems with engine oil, then install valves into guides.
10. 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.
11. Install cylinder head onto crankcase using new gaskets.
12. Apply engine oil to head bolt threads, then install bolts through cylinder head and into crankcase.
13. Torque cylinder head bolts to specifications in three steps in sequence shown, Fig. 30.
14. Install intake manifold and carburetor assembly. Tighten bolts to specifications.
15. Install air suction valve and pipe, if applicable, then reconnect wiring harnesses at intake manifold.
16. Install exhaust manifold and tighten bolts to specifications.
17. Install camshaft, rocker assembly, timing belt and timing belt cover.
Drive Belt: Service and Repair
Where applicable, always replace drive belts in pairs.
First Drive Belt
Fig. 62 Alternator Mount & Slide Bolt Location
Fig. 55 Drive Belt Routing & Tension Data
1. Loosen alternator mount and slide bolts, Fig. 62.
2. Remove drive belt.
3. Install drive belt. When proper belt tension is achieved, as specified in Fig. 55 tighten alternator slide and mount bolts, Fig. 62.
4. For new belt installation, readjust belt tension to specifications after running engine for five minutes.
Second Drive Belt
Fig. 63 Idler Pulley Retaining Bolt & Nut Location
1. Loosen idler pulley retaining bolt and nut, Fig. 63.
2. Remove drive belt.
3. Install drive belt. When proper belt tension is achieved, as specified in Fig. 55 tighten idler pulley retaining bolt and nut, Fig. 63.
4. For new belt installation, readjust belt tension to specifications after running engine for five minutes.
Oil Pressure Sender: Locations
Engine Compartment Electrical Components
On Crankcase
Intake Manifold: Description and Operation
Fig. 8 Intake Manifold
PURPOSE
Routes incoming air into combustion chambers and supports the carburetor and various engine compartment components.
LOCATION
On the back side of the cylinder head.
Intake Manifold: Service and Repair
Intake And Exhaust Manifolds
Refer to illustration for replacement.
Timing Belt: Service and Repair
REMOVAL
1) Loosen the bolts which secure the alternator, and remove the V-belt.
2) Using CRANK & CAMSHAFT PULLEY WRENCH (499205500), loosen the crankshaft bolts.
NOTE: Do not remove the crankshaft bolts.
3) Turn the crankshaft pulley until the #3 piston is set at TDC.
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.
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.
6) Tighten the bolts in the order of (A) and (B).
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.
Timing Component Alignment Marks: Locations
Caution: Incorrect removal or installation of the timing belt can result in damage to internal engine components.
For complete Timing Belt Removal and Installation information: See: Timing Belt/Service and Repair
Fig. 1 Timing Mark
Timing Marks
Water Pump: Service and Repair
Water Pump Assembly
REMOVAL
1. Drain engine oil and coolant.
2. Remove oil dip stick, guide tube and guide tube seal.
3. Remove V-belt and alternator.
4. Remove crankshaft pulley. To prevent crankshaft from turning, use crank and camshaft pulley wrench (tool #499205500) and puller (tool
#899521421) or aftermarket equivalents.
5. Remove outer cam belt cover.
NOTE: The timing belts will need to be removed. Refer to TIMING BELT.
6. Remove cam belt tensioner spring and tensioner.
7. Remove cam drive plate from end of crankshaft and remove belt.
NOTE: Before removal, mark belt with direction of rotation to facilitate correct reinstallation.
8. Remove camshaft drive pulley from crankshaft.
9. Remove camshaft driven pulley. To prevent camshaft from turning, remove pulley with crank and camshaft pulley wrench (tool #499205500)
or aftermarket equivalent.
10. Remove inner cam belt cover and cover mount.
11. Remove flywheel housing.
12. Remove oil pan and gasket.
DISASSEMBLY
1. Remove water pump cover. Lock balancer shaft with a screwdriver to prevent turning, unscrew impeller retaining bolt and remove impeller.
2. Remove crankcase cover.
Mechanical Seal Removal
3. Press out mechanical seal with mechanical seal press (tool #498835400) or aftermarket equivalent. The seal can also be removed with
mechanical seal remover (tool #499715400) and mechanical seal remover plate (tool #499685510).
INSPECTION
1. Check ceramic seat for cracks.
2. Check contact surface between mechanical seal and ceramic seat for wear or damage.
3. Check impeller for corrosion or damage.
4. Check oil seal lip for wear, damage or hardening.
5. Check all related parts for wear, cracks or other damage. Replace any components not in serviceable condition.
ASSEMBLY
Mechanical Seal Installation
1. 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.
2. Install crankcase cover. Always use a new gasket.
3. 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.
Water Pump Impeller Installation
4. 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.
5. Install pump cover with a new gasket.
6. Install remaining components in reverse order of removal.
7. Fill cooling system with approved coolant. Add correct quantity of oil to crankcase.
8. Warm engine to operating temperature. Check that coolant is circulating and system is full. Ensure that there are no leaks.

Cooling System: Service and Repair
Fig. 73 Air Vent Plug Location
1. With engine cool, open radiator drain plug and drain coolant into a suitable container.
2. Remove radiator pressure cap. Never open cap with engine hot.
3. Remove and drain coolant reservoir.
4. If equipped, remove drain plug(s) from engine. When coolant is completely drained, install the plug(s).
5. Close radiator drain plug.
6. Install coolant reservoir.
7. On 2.2L/4-135 engine, remove air vent plug from radiator, Fig. 73.
8. On all engines, slowly add coolant to radiator until fluid level reaches filler neck.
9. Slowly add coolant to reservoir until fluid level reaches Full mark.
10. Install radiator and reservoir caps.
11. Start and run engine at 2000-3000 RPM. When operating temperature is achieved, stop the engine.
12. With engine cool, remove radiator and reservoir caps. Never open cap with engine hot.
13. Add coolant as needed until fluid level is as specified in steps 8 and 9.
14. Install radiator and reservoir caps.
15. On 2.2L/4-135 engine, install air vent plug.
Radiator Cooling Fan Motor: Service and Repair
REMOVAL
Fig. 1 Electric Cooling Fan Assembly
1. Disconnect battery negative cable.
2. Disconnect fan motor electrical connector, then the harness from shroud, Fig. 1, if necessary.
3. Remove shroud retaining bolts, then the shroud.
4. Remove fan motor mounting nuts, then separate motor from shroud.
5. Remove cooling fan mounting nuts, then separate cooling fan blades fan motor.
INSTALLATION
1. Place cooling fan on fan motor, then install mounting nuts, Fig. 1. Apply a suitable locking compound to mounting nuts then securely tighten.
2. Place fan motor on shroud and install mounting nuts. Ensure fan does not contact shroud when installed.
3. Assemble shroud to radiator.
4. Connect fan motor electrical connector, then secure wiring harness to shroud.
5. Connect negative cable to battery.
Radiator Cooling Fan Motor Relay: Locations
Component Locations
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
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
Îdle-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.
Îdle-up actuator is on the carburetor, near choke linkages.
^FICD actuator is on the front of the carburetor body.
MANUAL TRANSMISSION
^Fast Idle Control Device (FICD), A/C idle-up solenoid, is on the firewall near the windshield wiper motor.
Îdle-up actuator is on the carburetor.
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
VEHICLE SPEED SENSOR
The vehicle speed sensor is an integral part of the speedometer in the combination meter assembly.
Radiator Cooling Fan Motor Relay: Testing and Inspection
*** UPDATED BY TSB#074289 DATED OCTOBER 1989
Radiator Fan Relay Schematic
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.
Wire color code identification:
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg: Light green
Gr: Gray
Radiator Fan Relay Diagnostic Chart (a)
Radiator Fan Relay Diagnostic Chart (b)
RADIATOR FAN RELAY SYSTEM DIAGNOSTIC CHART
TSB INFORMATION
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.
To correct this condition, follow the procedure below.
1) Disconnect the negative terminal from the battery.
2) Remove the air cleaner.
3) Disconnect the two connectors from the engine to body harness. F-45 (2 pole gray) and F-46 (16 pole black). See 1989 J usty 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).
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) Insert the new lance support into connector F-46.
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) Reconnect connectors F-45 and F146.
14) Reinstall the air cleaner.
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
Coolant Temperature Sensor/Switch (For Computer): Description and Operation
Coolant Temperature Sensor
PURPOSE
The coolant temperature sensor reports engine temperature to the ECU. Temperature information is used to properly compute air/fuel and
ignition configurations.
LOCATION
CONSTRUCTION
The coolant temperature sensor has two terminals, each connected to a separate thermistor element. One is utilized by the EFC System
control unit and the other is for the temperature gauge. This sensor can also be referred to as a thermosensor.
OPERATION
Water temperature data is sent to the ECU whenever the ignition is on. Changes in sensor temperature alter the thermistor resistance. When a
known voltage is passed through the sensor, the output voltage is dependant upon the resistance off the sensor.
Coolant Temperature Sensor/Switch (For Computer): Testing and Inspection
Coolant Temperature Sensor Schematic
A faulty coolant temperature sensor will set code 21 in the on-board diagnostic system. Refer to the schematic diagram and test the coolant
sensor with the diagnostic chart.
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg:Light green
Gr: Gray
Coolant Temperature Sensor Diagnostic Chart
COOLANT TEMPERATURE SENSOR DIAGNOSTIC CHART
Heater Core: Service and Repair
Heater Core
1. Disconnect battery ground cable.
2. Drain coolant.
3. Loosen clamps, then remove hoses from the heater unit.
4. Separate left and right defroster ducts from nozzles and remove ducts from heater unit.
5. Disconnect blower motor and fan switch electrical connectors.
6. Disconnect heater unit air mix and mode cables.
7. Remove heater unit to instrument panel attaching bolt.
8. Open glove box then, while pulling stopper clips inward, lower the glove box.
9. Disconnect inside-outside air control cable at blower assembly.
10. Remove instrument panel as follows:
a. Remove steering wheel as outlined previously in this section.
b. Remove defroster duct.
c. Disconnect heater control cable from inside-outside air selector rod at heater unit.
d. Disconnect speedometer cable.
e. Disconnect electrical harness connector.
f. Remove instrument panel attaching bolt covers, attaching bolts, then instrument panel.
11. Remove blower assembly and heater unit attaching bolts.
12. Carefully remove heater unit.
13. Remove heater core cushion.
14. Loosen and remove heater core holder.
15. Remove heater core from heater unit.
16. Reverse procedure to install.
Thermostat: Testing and Inspection
INSPECTION:
Replace the thermostat if the valve does not close completely at an ambient temperature or if the following test shows unsatisfactory results.
Thermostat Testing
- Immerse the thermostat and a thermometer in water.
- Raise water temperature gradually, and measure the temperature and valve lift when the valve begins to open and when the valve is fully
opened.
- During the test, agitate the water for even temperature distribution.
- The measurement should be to the specification:
Starts to open:
EFC model: 83.5-86.5C (182-188F)
Fully open:
EFC model: 100C (212F)
Catalytic Converter: Description and Operation
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.
Catalytic Converter Configuration
Ignition System: Description and Operation
PURPOSE
To produce a spark that will ignite the air/fuel mixture within an engine's cylinders, ignition systems generate high voltage and direct it to
spark plugs at each cylinder. Voltage must be high enough to jump the spark plug gap under compression and it must be supplied at the
correct time under a wide range of operating conditions.

DESCRIPTION
This vehicle uses an ECU controlled electronic ignition system. Components include:
1. Ignition coil.
2. Distributor with integral crank angle sensor.
3. Ignitor.
4. Distributor cap and high tension wiring for distributing high voltage to the spark plugs.
CRANK ANGLE SENSOR
The crank angle sensor provides the ECU with signals regarding engine rpm and #1 cylinder TDC (camshaft position). Together with other
inputs, the ECU calculates ignition timing over the range of vehicle operating conditions.
IGNITER
An ECU controlled igniter is used as a switch to regulate current flow through the coil primary circuit. Each time current flow is interrupted,
high voltage is induced to fire the spark plugs. Except for the initial setting, timing is determined by the ECU.
SECONDARY IGNITION COMPONENTS
A distributor cap, rotor and high tension wires are used to direct high voltage from the coil to each spark plug at the appropriate time as
calculated by the ECU.
Ignition System: Testing and Inspection
NO SPARK TEST AND INSPECTION
Spark Tester
1. Disconnect #1 ignition wire at the spark plug.
2. Install a spark tester into the end of the spark plug boot.
3. Have an assistant crank the engine over and check for spark at the tester.
4. Repeat this process at each spark plug.
^ If any cylinder does not show spark, test and inspect secondary components.
^ If all secondary components test O.K., test and inspect primary components.
^ If all cylinders test O.K., inspect for fouled spark plugs and clean or replace as necessary.
5. If no faults are found in the above tests, proceed to Computers and Control Systems for further diagnosis.
Firing Order: Specifications
Firing Order: 1 - 3 - 2
Ignition Timing: Testing and Inspection
IGNITION TIMING
Timing Marks
1. Completely warm up engine.
2. Connect Test Mode connector (green connector under dash).
3. Ensure that transmission is in neutral and lights, rear defogger and heater fan are "OFF."
4. Hook up timing light, start engine and check timing.
5. If adjustment is necessary, loosen bolts and rotate distributor. Clockwise rotation advances timing and counterclockwise rotation retards
timing. Retighten bolts when adjustment is complete.
6. Stop engine and disconnect Test Mode connector.
Ignition Timing (BTDC):
M/T in neutral: 5 @ 800 rpm
A/T in neutral: 5 @ 850 rpm
Crankshaft Position Sensor: Description and Operation
Crank Angle Sensor
PURPOSE
Provides crankshaft angle and engine RPM inputs to the EFC control unit (ECU).
LOCATION
The crank angle sensor is a magnetic pick-up coil sensing mechanism located in the distributor.
OPERATION
The crank angle sensor consists of the following components:
^Distributor housing.
^Reluctor with three triggers per cylinder.
^Pick-up coil
As the reluctor turns, the triggers interupt the magnetic feild created by the pick-up coil. The pick-up coil in-turn sends a signal to the ECU.
The signals sent to the ECU are as follows:
^Trigger #1 - Turn on primary voltage to ignition coil.
^Trigger #2 - Turn off primary voltage to ignition coil.
^Trigger #3 - Turn on ignitor (fire the coil).
Crankshaft Position Sensor: Testing and Inspection
Wiring Diagram
Diagnostic Chart
Diagnostic Chart
Diagnostic Chart
Crankshaft Position Sensor: Service and Repair
Removal and Replacement
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.
4. Install hold down screw and tighten slightly.
5. Install distributor cap and wires.
6. Connect electrical connector.
7. Adjust timing.
Crankshaft Position Sensor: Service and Repair
Disassembly and Reassembly
Distributor
DISASSEMBLY
1. Remove cap retaining screws, then the cap.
Fig. 63
2. Remove the screw securing the rotor and remove rotor.
Fig. 64
3. Remove the rubber seal around the cap mating surface.
4. Remove harness coupler from clamp.
5. Remove screws that secure coupler clamp and remove clamp from housing.
6. Remove the harness.
WARNING Use needle nose pliers to remove the connector fron the pick-up coil, otherwise it may be damaged.
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.
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)
Distributor: Description and Operation
Distributor
Distributor
PURPOSE
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: Service and Repair
Removal and Replacement
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.
4. Install hold down screw and tighten slightly.
5. Install distributor cap and wires.
6. Connect electrical connector.
7. Adjust timing.
Distributor: Service and Repair
Disassembly and Reassembly
Distributor
DISASSEMBLY
1. Remove cap retaining screws, then the cap.
Fig. 63
2. Remove the screw securing the rotor and remove rotor.
Fig. 64
3. Remove the rubber seal around the cap mating surface.
4. Remove harness coupler from clamp.
5. Remove screws that secure coupler clamp and remove clamp from housing.
6. Remove the harness.
WARNING Use needle nose pliers to remove the connector fron the pick-up coil, otherwise it may be damaged.
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.
Fig. 70
ASSEMBLY
1. Assemble in reverse order.
AIR GAP CLEARANCE
0.008 - 0.016 in (0.2 - 0.4 mm)
Distributor Cap: Description and Operation
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.
Ignition Rotor: Description and Operation
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.
Ignition Cable: Testing and Inspection
Ignition Wires
Using an ohmmeter, check ignition wire resistance. If resistance is not as specified, replace ignition wires as necessary.
WIRE OHMS
Coil 4590 - 10710
#1 4580 - 10680
#2 4110 - 9590
#3 2900 - 6760
Ignition Coil: Description and Operation
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.
Ignition Coil: Testing and Inspection
Ignition Coil Terminals
1. Disconnect coil connector.
2. Measure resistance of coil primary and secondary windings as follows:
PRIMARY
Terminal: Resistance:
3 (+) & 4 (-) 0.81 - 0.99 Ohms
SECONDARY
Terminal: Resistance:
3 (+) & secondary 8.5k - 11.0k Ohms
Ignition Control Module: Description and Operation
Ignition Control System
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:
Âdvance angle when starting the engine.
Âdvance angle at idle.
Âdvance 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.
Pick-Up Coil: Adjustments
Fig. 70
1. Remove distributor.
2. Loosen reluctor holddown screws.
AIR GAP CLEARANCE
0.008 - 0.016 in (0.2 - 0.4 mm)
5. Tighten screws.
5. Re-install distributor, rotor and cap.
5. Adjust ignition timing.
Spark Plug: Description and Operation
Spark Plug Cutaway View
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.
Spark Plug Temperature
HEAT RANGE
The temperature of the spark plug is determined by the length of the insulator and the size of the heatsink area. The longer the insulator, the
smaller the heatsink area will be. This causes the spark plug to be hotter.
The heat range of the plug is determined by its ability to dissipate heat created during combustion. If too cold a plug is used, the possibility of
fouling is increased. A plug that is too hot can cause preignition. Hotter plugs tend to burn cleaner with less deposit build-up. They can be
used for stop-start city driving, but not for extended high speed or load conditions as engine damage can occur.
Spark Plug: Testing and Inspection
REMOVAL
1. Twist and pull to remove ignition wire from plug.
2. While wearing saftey glases, use compressed air to blow out debris from plug well.
3. Using a 5/8" (16mm) socket, remove plug.
CAUTION: Use care not to allow foreign matter to enter through plug holes.
INSPECTION
1. Check spark plugs for:
^Broken insulator
^Worn electrode
^Carbon deposits
^Damaged or broken gasket
^Burnt condition of porcelain insulator at spark gap.
NOTE: Dark deposits indicate too rich a fuel mixture. Light (white) deposits indicate too lean a fuel mixture, advanced ignition timing or
insufficient plug tightening
2. Check plug gap and adjust to 0.039 - 0.043in (1.0 - 1.1mm).
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
Spark Plug: Service and Repair
REMOVAL
1. Twist and pull to remove ignition wire from plug.
2. While wearing saftey glases, use compressed air to blow out debris from plug well.
3. Using a 5/8" (16mm) socket, remove plug.
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 13 - 17 ft.lb (18 - 24 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.
RECOMMENDED SPARK PLUGS
BRAND PART NO.
---------------------------------
NGK BPR6ES-11
NIPPONDENSO W20EPR-U11
CHAMPION RC9YC-4

Fuel Delivery and Air Induction: Description and Operation
GENERAL DESCRIPTION
The fuel supply and air induction system is used to deliver the air/fuel misture to the combustion chamber.
The Fuel System consists of three major sub-systems:
^The fuel storage system,
^Feedback controlled carburetor, and
^The fuel delivery and return system.
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.
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.
BATTERY STATE OF CHARGE
Batteries in a state of partial discharge can have a dramatic effect of ECCS control units and related components.
POSITIVE BATTERY CABLE INTEGRITY
All B+connections must be in perfect condition for trouble-free electronic system operation. Refer to Diagrams for B+interconnects.
FUSIBLE LINK INTEGRITY
Fusible links are employed to prevent possible damage to electrical components and wiring harnesses. These links and their connections
must be without dynamic resistance. Dynamic resistance can only be checked using the voltage drop method of testing.
NEGATIVE GROUND CONNECTIONS
As all electrical circuits are a circle, all B- connections must also be checked and verified to be in perfect condition. A poor "common"
ground point will cause seemingly unrelated systems to influence one another. High current systems which encounter a poor "common"
ground can back feed through other electrical systems causing unusual operation and perhaps inexplicable component failure. As with the B+
side of the electrical system, the ground side should be checked dynamically using the voltage drop technique.
POWER TRAIN CABLE ATTACHMENTS
Metal cables attached to the engine or transmission which appear overheated and/or discolored indicate the need to thoroughly test all ground
connections.
POWER SUPPLY RELAYS
Fuel pump and main relays as well as their plug connections can be a source of intermittent operation which will not set a fault code in ECM
memory.
HIGH TENSION COIL AND SECONDARY COMPONENTS WIRING
The secondary ignition system should be checked visibly as well as with a suitable engine analyzer and scope. All components should be
examined for tight connections and freedom from carbon tracking, moisture and corrosion.
FUEL DELIVERY AND FUEL RAIL PRESSURE
Fuel delivery must begin at once when cranking and the pressure in the fuel rails must be within specifications. Fuel pressure retention must
be maintained between the fuel pump outlet and the pressure regulator after engine shutdown.
SPARK PLUG CLEARANCE
The spark plug gap, if out of specification, can significantly impair engine performance. Spark plug type, condition and gap must verified
according to specification.
VACUUM AND VAPOR HOSE INTEGRITY
Vacuum and vapor hoses must be routed correctly and not leaking. Always use the underhood label for primary information and refer to
Diagrams for verification.
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
^ Excessive engine oil dilution
^ Substandard fuel or unapproved additives
^ Carbon build-up
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.
Fuel Delivery and Air Induction: Symptom Related Diagnostic Procedures
Diagnostic Notes
This section is used to find the correct test procedure for a given symptom. The symptoms and actions in this section are Fuel related only.
Refer to Fuel Injection and Computerized Engine Controls for complete Diagnosis By Symptom for Fuel, Ignition, Computerized Engine
Controls and Emissions. Verify the correct system application to ensure that the vehicle has the given component(s).
Before proceding to the appropriate symptom perform the following visual inspection:
NOTE: It is essential that the vehicle has been properly warmed up and is at operating temperature (except when attempting to diagnosis a
cold driveablity problem). The catalytic converter and feedback systems will not function as designed if this is not achieved. Failure to do so
will result in inaccurate test results.
1 Vacuum hoses for splits, kinks and proper routing.
2 Ignition wires for cracking, hardness and proper connections at both the distributor and spark plugs.
3 All wiring for proper connections, pinches, routing, and cuts.
Troubleshooting
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. Using a 100 ml cylinder with 1 ml graduation marks, fill to the 90 ml mark.
2. Add 10 ml of water to bring the total fluid volume to 100 ml and install a stopper.
3. Shake vigorously for 10 to 15 seconds.
4. Carefully loosen the stopper to release pressure.
5. Close the stopper and shake vigorously again for 10 to 15 seconds.
6. Put the graduated cylinder on a level surface for approximately 5 minutes to allow adequate liquid separation.
If alcohol is present in the fuel, the volume of the lower layer (which would now contain both alcohol and water) will be greater than 10 ml.
For example, if the volume of the lower layer is increased to 15 ml, it will indicate at least 5 percent alcohol in the fuel. The actual amount of
alcohol may be somewhat greater because this procedure does not extract all of the alcohol from the fuel.
Feedback Carburetor System
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.
Idle Speed: Adjustments
*** UPDATED BY TSB#027089 DATAED AUGUST 1989
AND
TSB#027289 DATED OCTOBER 1989
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.
1) Remove the air cleaner assembly.
NOTE: Make sure the vacuum line from the intake manifold to the air cleaner in blocked off.
Figure 1
2) 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.
3) 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.
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.
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.
Figure 1
6) Verify the idle speed adjustments are correct. Turn the ignition off and disconnect the "Read Memory" and "Test Mode" connectors.
7) Reinstall the air cleaner and all hoses.
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.
Air/Fuel Mixture: Adjustments
Duty Cycle Graph
Idle Mixture Adjustment
Perform idle mixture adjustment only after carburetor was removed from engine or if carburetor required disassembly. Perform adjustment on
both main and slow duty solenoid valves using a suitable dwell meter. Set dwell meter range to four cycle (four cylinder) and adjust idle
adjusting screw so that needle indicates a deflection equal to the following formula: Dwell(degrees) =90/100 X Duty(%).
1. Connect a suitable tachometer and dwell meter.
2. Warm up engine to normal operating temperature.
3. Check dwell meter needle swing. If idle speed is satisfactory and duty ratio is as specified in the duty cycle graph (controlled, dwell meter
needle steady), idle mixture is satisfactory.
4. If dwell meter needle does not fluctuate normally (erratic), increase and maintain engine speed to between 2000 and 3000 rpm for
approximately 2-3 minutes, then return to idle speed. If dwell meter needle swing is normal (controlled duty ratio), check idle speed and
mixture (duty ratio). If idle speed and mixture (duty ratio) are incorrect, check the following components:
a. Ensure ignition timing is adjusted to specifications.
b. Check for carburetor contamination.
c. Check vacuum hoses for condition and proper connection.
d. Check condition of spark plugs.
e. Check air filter element for obstruction.
5. Repair components as necessary, then check idle speed and duty ratio.
6. Check dwell meter swing. If dwell meter needle continues to fluctuate erratically, refer to Computers and Control Systems section for
further troubleshooting procedures.
7. 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.
8. 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.
Accelerator Pedal Switch: Adjustments
Fig. 12 Accelerator & Throttle-position Switch Adjustment
Fig. 13 Accelerator & Throttle-position Switch Fault Chart
Refer to Fig. 12, when checking accelerator switch or throttle-position switch adjustment.
The accelerator switch should turn on .12-.28 inch from the accelerator pedal released position. The throttle position switch should turn on
.63-.94 inch from the accelerator pedal released position. If either switch functions beyond specified ranges refer to chart, Fig. 13.
Accelerator Pedal Switch: Locations
Instrument Panel Electrical Components
On Pedal Bracket
Air Filter Element: Description and Operation
Fig. 9 Air Cleaner
The air cleaner is mounted on top of the carburetor. It houses a round, pleated paper filter. It filters all air entering the engine.
Altitude Compensator: Locations
Component Locations
On the firewall.
Altitude Compensator: Description and Operation
High Altitude Compensator Solenoid Valve (Fed. Only)
HAC System
PURPOSE
Leans fuel mixture when vehicle operates above approximately 3000 ft.
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.
Altitude Compensator: Description and Operation
High Altitude Compensation System (HAC)
High Altitude Compensation System
PURPOSE
Leans A/F ratio when the vehicle is driven at high altitudes.
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.
Altitude Compensator: Testing and Inspection
High Altitude Compensation Schematic
A faulty high altitude compensator solenoid will set code 53 in the on-board diagnostic system. Refer to the schematic diagram and test the
solenoid with the diagnostic chart.
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg:Light green
Gr: Gray
High Altitude Compensation Diagnostic Chart
HIGH ALTITUDE COMPENSATOR DIAGNOSTIC CHART
Carburetor: Description and Operation
General Description
Fig. 7 Carburetor (Exploded View)
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.
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
Âccelerator pump system
^Choke system
3. Secondary circuit
^Step system
^Main system
4. Coasting fuel cut system
5. Automatic choke system
Automatic Choke
Fig. 5 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.
Coasting Fuel Cut (CFC) System
PURPOSE
Improves fuel economy by closing the slow speed circuit (uses anti-diesel solenoid) in the carburetor during coasting.
LOCATION
On right side of carburetor body.
OPERATION
The coasting fuel cut (CFC) system activates the carburetor anti-dieseling switch during deceleration, closing the slow system fuel passage.
The EFC System control unit detects deceleration when the following conditions are met:
Întake manifold vacuum is below 590 mmHg (23.23 in.Hg) when the A/C is "OFF" and below 490 mmHg (19.29 in.Hg) when the A/C is
"ON."
^Vehicle speed is at least 40 km/h (25 mph).
Êngine speed is at least 1800 rpm.
When the control unit determines that the vehicle is decelerating, current to the anti-dieseling switch is interrupted, stopping fuel flow
through the slow system passage. When coolant temperature is below 80 C (176 F), the control unit will not signal the system to stop fuel
flow.
Duty Solenoid Valve
Duty Solenoid Valve
PURPOSE
Controls A/F mixture in both the slow (idle) and main (cruise) circuits of the carburetor.
LOCATION
In the carburetor body.
OPERATION
The duty solenoid valve is controlled by a signal from the EFC control unit. The signal controls the duration ratio of current flow (duty
value). The valve is equipped with a control air bleed and a control fuel jet. When current is sent to the valve, a plunger inside moves
downward, opening the port to the control air bleed and closing the port to the control fuel jet. With no current, a spring moves the plunger
upward to close the port to the control air bleed and open the port to the control fuel jet. These ports are routed to both the slow and main
ports on the primary side of the carburetor. The air/fuel ratio varies with the duration of current flow (duty value) through the duty solenoid
valve.
Float Chamber Ventilation (Fcv) Solenoid
PURPOSE
Opens and closes a passage between the carburetor float chamber and the canister.
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
Fig. 1 Float System
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.
High Altitude Compensator Solenoid Valve (Fed. Only)
HAC System
PURPOSE
Leans fuel mixture when vehicle operates above approximately 3000 ft.
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.
Idle Up Control Linkages And Diaphragms
A/C Idle Up Control Device
APPLICATION
Models without A/C
Use diaphragm and linkage on carburetor to raise idle in response to added electrical load.
Models with A/C
An air by-pass diaphragm on the carburetor to raise idle speed due to A/C compressor load. Fast Idle Control Device (FICD).
LOCATION
OPERATION
Electrical load idle-up actuator.
When the ECU energized the solenoid, vacuum is allowed to the diaphragm of the actuator. The diaphragm moves the rod which in turn
moves the likages opening the throttle valve.
A/C load idle-up actuator.
When the A/C relay is energized, the signal to the compressor is also conducted the FICD solenoid. When the solenoid is energized,
vacuum is allowed to act upon the diaphragm of the FICD. The FICD opens a passage in the carburetor secondary circuit. Air is allowed
past the throttle plate, increasing idle speed.
Manual Transmission
Idle-up Control
PURPOSE
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
OPERATION
FICD and idle up actuator have two stroke funtions with one diaphragm.
^When (A) portion of adjusting screw is subjected to vacuum pressure, the rod moves toward the direction of the arrow.
And then, as the center sheet of the diaphragm touches the end of adjusting screw 1, the vacun line closes. Accordingly, the rod does not
lift more than S1.
^When nipple (B) is subbjected to vacuum pressure, the rod moves toward arrow direction by S2. And then, the stopper attatched directly to
the diaphragm touches the inner wall of the actuator.
As S2 is larger than S1, the center sheet of the diaphragm remains in contact with adjusting screw 1.
The remainder between S2 and S1 is absorbed by the stroke change of spring 1 located between the diaphragm and the sheet.
Slow System
PURPOSE
Provides a means for providing the correct A/F mixture during engine idle conditions.
LOCATION
An integral part of the carbuetor.
Fig. 2a Slow Fuel System
OPERATION
Refer to Fig. 2a for air and fuel supply.
Fig. 2b Slow System
CONSTRUCTION
Refer to Fig. 2b for component designation.
Main System
PURPOSE
Provides a means for providing the correct A/F mixture during engine cruise conditions.
LOCATION
Fig. 3a Main System
OPERATION
Fig. 3b Main System
CONSTRUCTION
Accelerator Pump System
PURPOSE
Provides a means for providing the correct A/F mixture during engine acceleration conditions.
LOCATION
Fig. 4a Accelerator Pump System
OPERATION
Fig. 4b Accelerator Pump System
CONSTRUCTION
Step System
PURPOSE
Provides a means for providing a smooth transition between primary circuit and secondary circuit operation.
LOCATION
Fig. 6a Step System
OPERATION
Fig. 6b Step System
CONSTRUCTION
Main System
PURPOSE
Provides a means for providing the correct A/F mixture during engine cruise conditions.
LOCATION
Main System
OPERATION
Fig. 3b Main System
CONSTRUCTION
Carburetor: Service and Repair
1) Precautions
1. Wash all parts in clean gasoline and blow dry with compressed air.
2. Use new gaskets, cotter pins and lock plate.
3. Use wrenches and screwdrivers of proper size to prevent damaging parts.
4. Use petroleum jelly to lube all internal O-rings.
5. Use silicone grease to lube external linkages and shafts.
2) Assembling Choke Chamber
Fig. 17
1. Install float chamber vent solenoid with new O-rings.
Fig. 18
2. Install primary and secondary slow air bleeds.
3. Install duty solenoid valve. Apply a light film of petroleum jelly to the O-ring.
Fig. 19
4. Install needle seat with washer.
5. Install float with needle valve and float shaft.
Fig. 34
Fig. 35
6. Adjust float as follows:
a. Place top side of choke chamber down.
b. Slowly lower float until the valve stem touches the float seat.
c. Measure clearance "H" to check if it is the specified value. If it is not, adjust clearance "H" by bending portion "P" of the float seat.
Clearance "H":
0.437 in (11.1 mm)
d. Raise the float up until float drop stopper "Q" touches.
e. Measure clearance "A" to check if it the specified value. If it is not, bend float stopper portion "2".
Clearance "A":
1.835 in (46.6 mm)
7. Install accelerator pump and boot.
3) Assembling Float Chamber
Fig. 20
1. Install secondary and primary main jets, drain plugs with new washers and a new lock plate.
2. Install primary slow jet and plug.
3. Install secondary slow jet and then install air bleed.
4. Install secondary and primary main air bleeds.
4) Assembling Throttle Chamber
Fig. 21
1. Install idle speed adjusting screw and spring.
2. Install adjusting plate, lever, washer, sleeve, etc. onto the throttle shaft.
3. Tighten nut.
5) Mating Float and Throttle Chambers
Fig. 22
1. Place float chamber top side down.
2. Install new gasket.
3. Install screws and tighten.
4. Install throttle return spring.
NOTE: Check that both throttle valves operate smoothly.
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. Connect secondary diaphragm rod to throttle valve shaft.
7. Turn float chamber right side up.
8. Install injector weight.
9. Install accelerator pump check ball and spring (closed end of spring faces ball).
6) Installing Choke Chamber
1. Install anti-diesel switch with plunger, spring and washer.
2. Place new gasket on float chamber.
3. Carefully install choke chamber onto float chamber.
NOTE: Make sure choke linkage is aligned properly and there are no wires between the choke and float chambers.
4. Install wire clamps and tighten screws.
7) Installing Linkage
Fig. 24
1. Install fast idle cam connecting rod with washers and new cotter pins.
Fig. 25
2. Connect accelerator pump connecting rod to pump lever by inserting the rod end into hole in pump lever.
3. Install pump lever shaft screw, plain washer and spring washer.
Fig. 26
4. Install idle-up actuator.
NOTE: Turn the idle adjusting screw in, opening the throttle valve. This will keep the throttle valve from scoring the throttle bore when
tightening nut.
Fig. 27
5. Install dash pot.
Fig. 28
6. Install throttle return spring.
Fig. 29
7. Connect vacuum hose to main vacuum diaphragm.
8. Route wires according to illustration
9. Make sure all linkages move smoothly.
1) Cold Fast Idle
Fig. 31
1. Manually hold choke valve closed.
2. Open throttle to allow the fast idle adjustment screw to rest on top step of fast idle cam.
Fig. 30
3. Using a wire gauge, adjust the fast idle screw until clearance G1 is as indicated in illustration.
2) Vacuum Break (Choke Pull-Off)
Fig. 31
1. While holding choke valve closed, open and close throttle to "set" choke.
2. Release choke valve. If valve does not stay closed, drill out the rivets on the bi-metal spring assembly and adjust. Install new rivets.
3. With choke valve closed, connect a vacuum pump to the main main vacuum diaphragm.
Fig. 32
4. Apply vacuum until the diaphragm moves completely.
5. Using a wire gauge, measure clearance "R" (distance between choke valve and throttle bore) while lightly holding choke valve against lever
"5".
CLEARANCE "R"
0.063 in (1.6 mm)
6. If necessary, adjust clearance by bending pawl at end of lever.
3) Secondary Interlock
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
Fig. 7 Carburetor (Exploded View)
1. Use the following procedures in order of appearance.
2. Use wrenches and screwdrivers of proper size to remove nuts and screws.
3. Keep disassembled parts in order not to mix them up when reassembling.
4. Use clean gasoline and compressed air to clean jets and passages.
5. NEVER USE WIRE OR CLOTH TO CLEAN PARTS.
2) Removing Linkage
Fig. 10
1. Remove throttle return spring.
Fig. 11
2. Remove dash pot.
Fig. 12
3. Remove idle-up actuator.
Fig. 13
4. Remove pump lever shaft screw, pump lever, washer and spring washer.
5. Separate accelerator pump connecting rod and and pump lever.
Leave rod connected to throttle drum.
6. Remove cam connecting rod, cotter pin and washer.
3) Removing Choke Chamber
Fig. 14
1. Disconnect vacuum hose from main vacuum diaphragm.
2. Remove choke chamber screws and detach choke chamber and gasket from float chamber.
CAUTION: Do not damage duty solenoid or float assembly.
3. Remove accelerator pump piston return spring, check ball (in bottom of pump cylinder, under spring) and brass injector weight.
4. Remove anti-diesel switch from float chamber.
4) Separating Float Chamber and Throttle Chamber
1. Remove cotter pin of secondary diaphragm.
2. Disconnect secondary diaphragm rod from secondary throttle valve shaft.
3. Remove screws securing throttle chamber to float chamber and separate throttle and float chambers.
4. Remove gasket.
5) Disassembling Choke Chamber
1. Remove accelerator pump boot and piston.
2. Remove float shaft, float and needle valve.
Fig. 15
3. Remove duty solenoid wires from connector.
a. Remove rear holder from connector.
b. Pry up pawls of connector with pin removal tool.
c. Pull wires out of connector.
Fig. 16
4. Remove duty solenoid valve.
5. Remove primary slow air bleed.
6. Remove secondary slow air bleed.
7. Remove float chamber vent solenoid and O-ring.
6) Disassembling Float Chamber
1. Remove primary main air bleed.
2. Remove secondary main air bleed.
3. Remove primary plug and primary slow jet.
4. Remove secondary slow jet.
5. Remove lock plate, float chamber drain plugs and primary and secondary main jets.
7) Disassembling Throttle Chamber
Mixture Screw Plug
Idle Mixture Adjustment
1. 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. Screw a metal screw into the hole.
3. Using two screwdrivers, GENTLY pry the plug out of the holder.
4. Remove the mixture screw, spring and O-ring (if equipped).
5. Remove nut and disassemble throttle drum.
a. Keep the parts in order.
b. Be careful not to damage the throttle shaft or valve.
6. Remove the idle speed adjusting screw.
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
Âir 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.
Âir bleed
Check for damage on thread and groove.
^Choke spring
Check for rust and deterioration.
Âccelerator 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.
Înjector 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.
^J et
Check for damage on threads and enlarged or clogged holes
Êmulsion tube
Check for damage on threads and enlarged or clogged holes
Âcceleration 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.
Îdle mixture screw
Check for damage to tip, threads and screwdriver slot.
^Springs
Check for tension, breaks and rust.
OTHER
^Washer
Check for deformation and damage.
^Linkage
Check for damage and wear on sliding surfaces.
^Passages
Check for obstruction.
Installation
1. Install carburetor and tighten fasteners.
2. Connect accelerator and transmission (if equipped) cables.
3. Connect harness connector.
4. Connect FCV, primary and secondary main air bleed hoses.
5. Connect idle-up solenoid hoses.
6. Connect main diaphragm, distributor and canister vacuum hoses.
7. Connect fuel delivery and return hoses. Install air vent hoses.
8. Install air cleaner.
9 Refer to Adjustments and adjust A/F mixture and idle speed.
Removal
1. Remove air cleaner.
2. Disconnect fuel delivery and return hoses. Remove air vent hoses.
3. Disconnect main diaphragm, distributor and canister vacuum hoses.
4. Disconnect idle-up solenoid hoses.
5. Disconnect FCV, primary and secondary main air bleed hoses.
6. Disconnect harness connector.
7. Disconnect accelerator and transmission (if equipped) cables.
8. Remove carburetor fasteners and remove carburetor.
Removal and Repair Notes
^ Always follows steps in numerical order or from top to bottom.
^ Use only clean gasoline and compressed air to clean carburetor parts.
^ Disconnect negative battery terminal to prevent spark or possible engine starting.
^ Always use new gaskets, O-rings and cotter pins.
Bowl Vent Solenoid: Description and Operation
Float Chamber Ventilation (Fcv) Solenoid Valve
Float Chamber Ventilation Solenoid Valve
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.
Bowl Vent Solenoid: Testing and Inspection
1. Check resistance between "+" and "-" terminals. If not between 16.2 and 19.8 ohms, replace valve.
2. Check resistance between "+" or "-" terminal and ground. If not 1M ohms or more, replace valve.
3. Check that the vacuum passage opens and closes while applying current. If not, replace valve. When current is "OFF," spring pressure opens
the passage between "A" and "B." When current is "ON," the passage between "A" and "B" is closed.
Float Chamber Vent Solenoid Schematic
A faulty float chamber ventilation solenoid will set code 25 in the on-board diagnostic system. Refer to the schematic diagram and test the
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg:Light green
Gr: Gray
Float Chamber Vent Solenoid Diagnostic Chart
FLOAT CHAMBER VENTILATION SOLENOID DIAGNOSTIC CHART
Carburetor Float: Adjustments
1. Remove air cleaner.
2. Remove choke chamber.
Fig. 34
Fig. 35
3. Adjust float as follows:
a. Place top side of choke chamber down.
b. Slowly lower float until the valve stem touches the float seat.
c. Measure clearance "H" to check if it is the specified value. If it is not, adjust clearance "H" by bending portion "P" of the float seat.
Clearance "H":
0.437 in (11.1 mm)
d. Raise the float up until float drop stopper "Q" touches.
e. Measure clearance "A" to check if it the specified value. If it is not, bend float stopper portion "2".
Clearance "A":
1.835 in (46.6 mm)
4. Install accelerator pump and boot.
Choke Pull-off: Adjustments
Fig. 31
1. While holding choke valve closed, open and close throttle to "set" choke.
2. Release choke valve. If valve does not stay closed, drill out the rivets on the bi-metal spring assembly and adjust. Install new rivets.
3. With choke valve closed, connect a vacuum pump to the main main vacuum diaphragm.
Fig. 32
4. Apply vacuum until the diaphragm moves completely.
5. Using a wire gauge, measure clearance "R" (distance between choke valve and throttle bore) while lightly holding choke valve against lever
"5".
CLEARANCE "R"
0.063 in (1.6 mm)
6. If necessary, adjust clearance by bending pawl at end of lever.
Float Bowl Air Vent Valve: Testing and Inspection
1. Check resistance between "+" and "-" terminals. If not between 16.2 and 19.8 ohms, replace valve.
2. Check resistance between "+" or "-" terminal and ground. If not 1M ohms or more, replace valve.
3. Check that the vacuum passage opens and closes while applying current. If not, replace valve. When current is "OFF," spring pressure opens
the passage between "A" and "B." When current is "ON," the passage between "A" and "B" is closed.
A faulty float chamber ventilation solenoid will set code 25 in the on-board diagnostic system. Refer to the schematic diagram and test the
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg:Light green
Gr: Gray
Throttle Plate - Carb.: Adjustments
Cold Fast Idle
Fig. 31
1. Manually hold choke valve closed.
2. Open throttle to allow the fast idle adjustment screw to rest on top step of fast idle cam.
Fig. 30
3. Using a wire gauge, adjust the fast idle screw until clearance G1 is as indicated in illustration.
Throttle Plate - Carb.: Adjustments
Secondary Interlock
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.
Dashpot: Adjustments
Dash Pot
1. Warm up engine to operating temperature and ensure idle speed is within specifications.
2. Under no load condition, turn throttle lever by hand and increase engine speed until end of dashpot is off throttle cam.
3. Gradually return throttle lever and note engine RPM when throttle cam contacts end of dashpot.
4. If engine RPM is not 2300 100 , loosen locknut on dashpot, turn dashpot until desired RPM is reached and tighten locknut securely.
5. Accelerate engine and ensure idle speed returns correctly as throttle is released.
Fillpipe Restrictor: Testing and Inspection
1. Using the special tool, confirm that it will not enter the fuel filler inlet.
2. If the tool enters, replace the fuel filler inlet (fillpipe restrictor).
Fillpipe Restrictor: Service and Repair
Fuel Filler Pipe
1. Remove rear seat.
2. Remove trim cover.
3. Remove filler pipe cover.
4. Open fuel door and remove two (2) screws.
5. Remove filler hose clamps.
6. Remove filler from body and then remove from hose.
7. Install in reverse order.
Fuel Filter: Description and Operation
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.
Fuel Filter: Testing and Inspection
REMOVAL
Fig. 21
1. Remove 3 flange bolts and remove filter/pump bracket. See Fig. 21.
2. 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. Disconnect hose at D. See Fig. 24.
5. Remove filter.
INSPECTION
1. Inspect filter for dirt or water sediment.
2. If filter is clogged or cracked, or if replacement interval has been reached, replace filter.
3. If water is found in filter, shake filter with inlet facing down to expel water (inspection of the fuel tank is advised).
INSTALLATION
1. Insert filter into hose at D. See Fig. 24.
Fig. 25
2. Turn ears of clip as shown. See Fig. 25.
3. Connect hoses at A and B. See Fig. 22.
Fig. 28
4. Connect fuel pump electrical connector. Do not allow harness to sag under vehicle. See Fig. 28.
Fig. 29
5. Fasten filter/pump bracket to body and torque fasteners to 5.3 - 5.6 ft lb (7.2 - 7.6 Nm).
Fig. 30
Fig. 31
6. Using Fig. 30 and Fig. 31, confirm hoses are connected and routed correctly.
Fuel Filter: Service and Repair
REMOVAL
Fig. 21
Fig. 22
Fig. 24
4. Disconnect hose at D. See Fig. 24.
5. Remove filter.
INSTALLATION
1. Insert filter into hose at D. See Fig. 24.
Fig. 25
3. Connect hoses at A and B. See Fig. 22.
Fig. 28
Fig. 29
5. Fasten filter/pump bracket to body and torque fasteners.
TORQUE VALUE
5.3 - 5.6 ft.lbs (7.2 - 7.6 Nm)
Fig. 30
Fig. 31
Fuel Pump: Description and Operation
Fuel Pump And Filter
PURPOSE
Supplies fuel to the carburetor.
LOCATION
Under the L.H. side of the vehicle, in front of the rear tire.
OPERATION
When the fuel pump coil is energized by intermittent pulses (8 to 12 Hz) generated in a completely sealed electronic circuit. The plunger
operates in a reciprocating motion which provides pumping action to discharge fuel. Flow rate of fuel changes as plunger stroke varies with
pressure on delivery side, regardless of the number of vibrations of plunger. Therefore, the pump discharges only the required quantity.
CONSTRUCTION
This fuel pump is a non-disassembling, non-contactor type with a solenoid plunger pump.

Fuel Pump: Testing and Inspection
Wiring Diagram
Diagnostic Chart
Diagnostic Chart
Diagnostic Chart
Fuel Pump: Service and Repair
REMOVAL
Fig. 21
Fig. 22
Fig. 23
4. Disconnect hose at C. See Fig. 23.
5. Remove fuel pump fasteners and remove pump.
INSTALLATION
1. Insert pump into hose at C. See Fig. 23.
Fig. 26
2. Attach fuel pump to bracket. See Fig. 26.
Fig. 25
Fig. 27
4. Connect hoses at A and B. See Fig. 22 and Fig. 27.
Fig. 28
Fig. 29
6. 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
Fuel Pump Relay: Description and Operation
Instrument Panel Electrical Components
PURPOSE
Controls fuel pump operation.
LOCATION
OPERATION
The EFC System control unit provides the power supply and ground circuit to operate the fuel pump relay. When the ignition is switched
"ON" with the engine not running, the control unit energizes the relay, thereby operating the fuel pump. After 3 seconds, the control unit
shuts off power to the relay unless it receives the crank angle signal (engine cranking or running). A faulty fuel pump relay does not set a
trouble code.
Fuel Return Line: Description and Operation
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.
Fuel Return Line: Service and Repair
Fuel Lines
1. Loosen clips on hose and tube at front and rear of center pipe. Cap hose leading to tank to prevent fuel spillage.
2. Remove the following:
^Heater
^Carpet
^side sill cover
^Rear seat
^Fuel filler pipe cover
3. Remove three clamps securing pipe to firewall and remove grommet from firewall.
4. Remove five clamps securing pipe to front pillar and side sill. Remove grommet from bulkhead.
5. Remove tubing.
6. Reverse order to install.
Fuel Tank: Description and Operation
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.
Fuel Tank: Service and Repair
Fuel Tank Draining
Fuel Line Removal
1. Raise vehicle on hoist.
2. Disconnect and drain fuel through fuel delivery hose.
Fuel Tank: Service and Repair
Fuel Tank Removal and Installation
REMOVAL
1. Disconnect negative battery cable.
2. Remove rear seat back and bottom cushions.
3. Remove L.R. sill and side trim.
Fig. 7
4. Remove fill pipe cover.
Fuel Separator And Rollover Valve
5. Remove separator tank and rollover valve and separate tube (between tank and separator) from separator by moving clip out of its place.
6. Remove access hole cover and disconnect fuel gauge sending unit connectors.
Fig. 9
7. Disconnect filler hose from tank (keep hose attached to filler pipe).
8. Disconnect air vent hose at filler pipe.
9. Locate filler pipe grommet under floor.
10. Raise vehicle on hoist.
Fig. 10
11. Drain fuel via delivery tube.
12. Remove two (2) parking brake fasteners.
Fig. 21
13. Remove fuel pump bracket.
14. Disconnect hoses between tank and fuel filter and between tank and return pipe.
Fig. 12
15. Remove six (6) fuel tank fasteners.
16. Slide tank forward and to the left to clear muffler and remove.
INSTALLATION
1. Connect both evaporation tubes at fuel tank.
2. Clamp evaporation tubes located at upper surface of tank.
Fig. 14
3. Insert filler and air vent pipes of fuel tank into grommets.
4. Install fuel tank with fasteners.
5. 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. Connect fuel sending unit electrical connector and install cover.
8. Insert grommet into floor.
NOTE: If the grommet is installed incorrectly, water leakage may occur.
9. Connect filler and vent hoses.
10. Install fuel separator.
11. Install filler pipe cover, inner trim and seat.
12. Install parking brake.
Fuel Filler Hose: Service and Repair
Fuel Filler Pipe
1. Remove rear seat.
2. Remove trim cover.
3. Remove filler pipe cover.
4. Open fuel door and remove two (2) screws.
5. Remove filler hose clamps.
6. Remove filler from body and then remove from hose.
7. Install in reverse order.
Idle Up Control Valve: Description and Operation
PURPOSE
A/C Idle Up Control Device
APPLICATION
Models without A/C
Models with A/C
An air by-pass diaphragm on the carburetor to raise idle speed due to A/C compressor load. Fast Idle Control Device (FICD).
LOCATION
OPERATION
Electrical load idle-up actuator.
When the ECU energized the solenoid, vacuum is allowed to the diaphragm of the actuator. The diaphragm moves the rod which in turn
moves the likages opening the throttle valve.
A/C load idle-up actuator.
When the A/C relay is energized, the signal to the compressor is also conducted the FICD solenoid. When the solenoid is energized,
vacuum is allowed to act upon the diaphragm of the FICD. The FICD opens a passage in the carburetor secondary circuit. Air is allowed
past the throttle plate, increasing idle speed.
Idle Up Control Valve: Description and Operation
Manual Transmission
Idle-up Control
PURPOSE
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
OPERATION
FICD and idle up actuator have two stroke funtions with one diaphragm.
^When (A) portion of adjusting screw is subjected to vacuum pressure, the rod moves toward the direction of the arrow.
And then, as the center sheet of the diaphragm touches the end of adjusting screw 1, the vacun line closes. Accordingly, the rod does not
lift more than S1.
^When nipple (B) is subbjected to vacuum pressure, the rod moves toward arrow direction by S2. And then, the stopper attatched directly to
the diaphragm touches the inner wall of the actuator.
As S2 is larger than S1, the center sheet of the diaphragm remains in contact with adjusting screw 1.
The remainder between S2 and S1 is absorbed by the stroke change of spring 1 located between the diaphragm and the sheet.
Idle Up Control Valve: Testing and Inspection
Idle-Up Solenoid Valve
Idle-Up Solenoid Circuit
A faulty idle-up solenoid will set code 24. Refer to the schematic diagram and test the system with the diagnostic chart.
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg:Light green
Gr: Gray
Idle-Up Solenoid Diagnostic Chart
IDLE-UP SOLENOID DIAGNOSTIC CHARTS
Idle Up Control Valve: Testing and Inspection
Idle-Up System
Idle Up System Schematic
A faulty idle-up system will set one of two trouble codes in the on-board diagnostic system. Code 62 is caused by lighting switch or rear
window defogger switch problems. Code 63 sets if the fan motor switch is bad. Wiring and/or bad connection problems in those circuits can
also set the codes. Refer to the schematic diagram and test the system with the diagnostic chart.
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg:Light green
Gr: Gray
Idle Up System Diagnostic Chart (Code 62)
IDLE-UP SYSTEM DIAGNOSTIC CHARTS
Two-Way Check Valve: Description and Operation
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.
Two-Way Check Valve: Description and Operation
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.
Two-Way Check Valve: Testing and Inspection
Rollover Valve, Fuel Tank
Roll-Over Valve
1. Connect hose to rollover valve as shown.
2. While blowing through the hose, tilt valve at least 90 left and right from normal position. Make sure air flows through valve.
3. Air should not flow through valve when it is tilted further than 90.
Two-Way Check Valve: Testing and Inspection
Two-Way Valve
Two-Way Valve
1. Blow through the canister side of the valve. Air should pass with slight resistance. If not replace valve.
2. Blow through the fuel tank side of the valve. Air should pass with slight resistance. If not replace valve.
3. Visually inspect the valve and replace if cracks or other problems are detected.
Two-Way Check Valve: Service and Repair
REMOVAL
1. Disconnect negative battery cable.
2. Remove rear seat back and bottom cushions.
3. Remove left rear sill and side trim.
NOTE: On 5-door MPFI model, rollover valve is on right side.
Fig. 7
4. Remove fill pipe cover.
5. 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.
Throttle Full Open Switch: Adjustments
Fig. 12 Accelerator & Throttle-position Switch Adjustment
Fig. 13 Accelerator & Throttle-position Switch Fault Chart
Refer to Fig. 12, when checking accelerator switch or throttle-position switch adjustment.
The accelerator switch should turn on .12-.28 inch from the accelerator pedal released position. The throttle position switch should turn on
.63-.94 inch from the accelerator pedal released position. If either switch functions beyond specified ranges refer to chart, Fig. 13.
Computers and Control Systems: Description and Operation
System Description
Computerized Engine Controls (EFC System)
PURPOSE
The vehicle ECU and sensor and output systems control virtually all aspects of engine operation. This combined control allows the engine to
function at optimum performance while maintaining exceptable emission and fuel economy levels.
OPERATION
During normal vehicle operation, the ECU controls fuel, spark and emission systems. The system uses the following inputs and outputs to
control engine performance and reduce emissions:
INPUTS OUTPUTS
Engine rpm Radiator fan
Engine temperature Vacuum line control solenoid
Manifold vacuum A/C compressor
Atmospheric pressure Duty solenoid valve
A/C request EGR solenoid
Radiator fan Cansiter purge control solenoid
Vehicle speed Float chamber vent control solenoid
Clutch switch (FWD M/T) Fuel pump relay
Crank angle sensor Auto choke relay
EGR temperature sensor Ignitor / Power transistor
Key on Idle-up solenoid
Starter on High altitude compensator solenoid
Lighting system Upshift indiactor light (M/T)
Torque signal (A/T)
Coasting Fuel Cut (CFC) System
PURPOSE
Improves fuel economy by closing the slow speed circuit (uses anti-diesel solenoid) in the carburetor during coasting.
LOCATION
On right side of carburetor body.
OPERATION
The coasting fuel cut (CFC) system activates the carburetor anti-dieseling switch during deceleration, closing the slow system fuel passage.
The EFC System control unit detects deceleration when the following conditions are met:
Întake manifold vacuum is below 590 mmHg (23.23 in.Hg) when the A/C is "OFF" and below 490 mmHg (19.29 in.Hg) when the A/C is
"ON."
^Vehicle speed is at least 40 km/h (25 mph).
Êngine speed is at least 1800 rpm.
When the control unit determines that the vehicle is decelerating, current to the anti-dieseling switch is interrupted, stopping fuel flow
through the slow system passage. When coolant temperature is below 80 C (176 F), the control unit will not signal the system to stop fuel
flow.
On-Board Diagnostics
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.
Ô2 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:
Û-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
Û-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.
^CLEAR MEMORY MODE:
(engine on)
Ignition "ON" (engine on), Read Memory connected, Test Mode connected.
Engine Control Module: Description and Operation
EFC Closed Loop System
PURPOSE
The Electronic Fuel Controlled (EFC) Carburetor Control Unit is a digital computer with three main functions:
^J udging 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.
Engine Control Module: Testing and Inspection
Diagnostic Check
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. Connect "Read Memory" connectors, leaving "Test Mode" connectors disconnected.
2. Turn ignition switch "ON."
3. If "Check Engine" light flickers (normal condition), disconnect "Read Memory" connectors and enter "D-Check" mode.
4. If any trouble codes are stored, "Check Engine" light should illuminate and codes will displayed by the oxygen monitor LED lamp on the
control unit. Confirm code(s) and proceed to "D-Check" mode.
5. If the light does not illuminate at all, it is not a problem with the self-diagnostic function. A problem in the lamp circuit or control unit is
indicated. If installing a new lamp that is known good does not correct the problem, proceed to step #6.
6. Turn ignition switch "OFF" and disconnect "Read Memory" connectors.
7. Disconnect control unit connectors.
9. If "Check Engine" light illuminates, a short in the light circuit harness is indicated. Repair as needed.
10. If "Check Engine" light does not illuminate, replace the control unit.
Specification Codes
D-CHECK MODE
1. Connect "Test Mode" connectors, leaving "Read Memory" connectors disconnected.
3. "Check Engine" light should illuminate and vehicle specification code should be displayed by the oxygen monitor LED lamp on the control
unit. [1]
4. If the specification code does not flash, the control unit should be replaced.
5. Check if specification code coincides with vehicle specifications. If not, measure voltage between ground and the indicated terminal of the
control unit connector.
6. If voltage does not coincide with vehicle specifications, repair harness.
7. 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
Diagnostic Chart
Engine Control Module: Testing and Inspection
Manual Transmission
Diagnostic Check
READ MEMORY MODE
Specification Codes
D-CHECK MODE
unit. [1]
Wiring Diagram
Diagnostic Chart
Accessory Signal: Testing and Inspection
Blower and Engine Cooling Fan
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg:Light green
Gr: Gray
Barometric Pressure Sensor: Description and Operation
Vacuum/Atmospheric Pressure Sensor and VLC Solenoid
PURPOSE
Detects changes in intake manifold vacuum and atmospheric pressure and supplies the information to the EFC System control unit in the
form of electrical signals.
LOCATION
Attatched to a bracket on the R.F. fender apron.
OPERATION
A vacuum line control (VLC) solenoid in line between intake manifold and sensor is switched by a voltage signal from the control unit. With
no voltage to the solenoid, the sensor monitors intake manifold vacuum. When the solenoid is energized, the sensor measures atmospheric
pressure. With this system, the control unit determines engine operating conditions (load, coasting, etc.) and can make air/fuel ratio
adjustments consistent with changes in altitude.
Barometric Pressure Sensor: Testing and Inspection
***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
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg:Light green
Gr: Gray
Diagnostic Chart
VACUUM/PRESSURE SENSOR DIAGNOSTIC CHART
Clutch Switch: Testing and Inspection
*** UPDATED BY TSB#0111389 DATED MAY 1989
Clutch Switch Schematic
A faulty clutch switch will set code 52 in the on-board diagnostic system. Refer to the schematic diagram and test the coolant sensor with the
diagnostic chart.
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg:Light green
Gr: Gray
Clutch Switch Diagnostic Chart
CLUTCH SWITCH DIAGNOSTIC CHART
Coolant Temperature Sensor/Switch (For Computer): Testing and Inspection
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg:Light green
Gr: Gray
Manifold Pressure/Vacuum Sensor: Description and Operation
Vacuum/Atmospheric Pressure Sensor and VLC Solenoid
PURPOSE
Detects changes in intake manifold vacuum and atmospheric pressure and supplies the information to the EFC System control unit in the
form of electrical signals.
LOCATION
Attatched to a bracket on the R.F. fender apron.
OPERATION
A vacuum line control (VLC) solenoid in line between intake manifold and sensor is switched by a voltage signal from the control unit. With
no voltage to the solenoid, the sensor monitors intake manifold vacuum. When the solenoid is energized, the sensor measures atmospheric
pressure. With this system, the control unit determines engine operating conditions (load, coasting, etc.) and can make air/fuel ratio
adjustments consistent with changes in altitude.
Manifold Pressure/Vacuum Sensor: Testing and Inspection
***UPDATED BY TSB #0112089, NOVEMBER 10, 1989
Wiring Diagram
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg:Light green
Gr: Gray
Diagnostic Chart
Accelerated Warm-Up System Solenoid Valve: Description and Operation
Duty Solenoid Valve
PURPOSE
Controls A/F mixture in both the slow (idle) and main (cruise) circuits of the carburetor.
LOCATION
In the carburetor body.
OPERATION
The duty solenoid valve is controlled by a signal from the EFC control unit. The signal controls the duration ratio of current flow (duty
value). The valve is equipped with a control air bleed and a control fuel jet. When current is sent to the valve, a plunger inside moves
downward, opening the port to the control air bleed and closing the port to the control fuel jet. With no current, a spring moves the plunger
upward to close the port to the control air bleed and open the port to the control fuel jet. These ports are routed to both the slow and main
ports on the primary side of the carburetor. The air/fuel ratio varies with the duration of current flow (duty value) through the duty solenoid
valve.
Accelerated Warm-Up System Solenoid Valve: Testing and Inspection
Duty Solenoid Valve Schematic
A faulty duty solenoid valve will set code 14 in the on-board diagnostic system. Refer to the schematic diagram and test the solenoid valve
with the diagnostic chart.
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg:Light green
Gr: Gray
Duty Solenoid Valve Diagnostic Chart
DUTY SOLENOID DIAGNOSTIC CHART
Mixture Control Solenoid - Slow Cut: Testing and Inspection
Coasting Fuel Cut Solenoid Schematic
A faulty coasting fuel cut solenoid will set code 15 in the on-board diagnostic system. Refer to the schematic diagram and test the solenoid
valve with the diagnostic chart.
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg:Light green
Gr: Gray
Coasting Fuel Cut Solenoid Diagnostic Chart
COASTING FUEL CUT SOLENOID DIAGNOSTIC CHART
Oxygen Sensor: Description and Operation
Oxygen Sensor
PURPOSE
The oxygen sensor measure the oxygen content in the exhaust and sends a voltage signal to the ECU.
LOCATION
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.

Oxygen Sensor Operation
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.

Oxygen Sensor: Service and Repair
Oxygen Sensor Replacement
REMOVAL
NOTE: Do not use excessive force to remove the oxygen sensor, especially when the exhaust manifold is cold. Damage to the manifold may
result.
1. Disconnect sensor harness connector.
2. Remove exhaust manifold cover plate.
3. Apply SUBARU CRC (004301003) or equivalent to oxygen sensor threads and let stand for at least one minute.
4. Loosen oxygen sensor by turning it 10 to 40 degrees with an appropriate tool.
5. Repeat application of SUBARU CRC (004301003) or equivalent and let stand again for at least one minute.
6. Finish removing the sensor.
INSTALLATION
NOTE: Never apply anti-seize compound to the louvred end of the oxygen sensor.
1. Apply anti-seize compound only to threaded portion of oxygen sensor.
2. Install sensor in manifold with an appropriate tool and torque to 25 - 34 Nm (18 - 25 ftlb).
3. Replace exhaust manifold cover plate.
4. Connect sensor harness connector.
Oxygen Sensor: Testing and Inspection
Oxygen Sensor Schematic
A faulty oxygen sensor will set code 32 in the on-board diagnostic system. Refer to the schematic diagram and test the sensor with the
diagnostic chart.
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg:Light green
Gr: Gray
Oxygen Sensor Diagnostic Chart
OXYGEN SENSOR DIAGNOSTIC CHART
Vehicle Speed Sensor: Testing and Inspection
Vehicle Speed Sensor Schematic
A faulty vehicle speed sensor will set code 33 in the on-board diagnostic system. Refer to the schematic diagram and test the sensor with the
diagnostic chart.
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg:Light green
Gr: Gray
Vehicle Speed Sensor Diagnostic Chart
VEHICLE SPEED SENSOR DIAGNOSTIC CHART
1989 Subaru Justy Hatchback 4WD L3-1.2L SOHC (Carb) Copyright 2012, ALLDATA 10.52SS Page 1
Heating and Air Conditioning: Environmental Impact Information
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/
Heating and Air Conditioning: Technician Safety Information
REFRIGERANT IN EYES OR ON SKIN
1. 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.
HANDLING REFRIGERANT (R-12 FREON)
1. 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. Always wear eye protection.
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. When purging system, discharge refrigerant slowly to minimize oil loss.
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.
Heating and Air Conditioning: Vehicle Damage Warnings
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.
Heating and Air Conditioning: Service and Repair
Discharge/Evacuate/Charge System
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. Use extreme caution and observe all safety and service precautions related to refrigerant use.
2. 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.
3. Turn on recycling station to start recovery process. Allow recycling station to pump refrigerant from A/C system until station pressure gauge
indicates vacuum.
4. After vehicle A/C system has been evacuated, close station inlet valve, if equipped.
5. Turn station Off. On some stations the pump will automatically be turned off by a low pressure switch.
6. 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).
7. If system pressure rises, repeat steps 3 through 6 until vacuum level remains stable for two minutes.
8. Service A/C system as necessary.
9. 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. 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.
2. Ensure low side gauge is calibrated correctly. It should be reading zero. If not, adjust calibration.
3. 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.
4. When system evacuation is complete, close low side gauge manifold hand valve and turn vacuum pump off.
5. 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.
6. If system holds vacuum, charge system with refrigerant.
With Bulk Container
1. Warm engine to operating temperature. Turn A/C "OFF."
2. With R-12 drum inverted, open valve and allow 1 lb. of liquid R-12 to flow into system through low-side service fitting.
3. When 1 lb. of refrigerant has entered system, turn drum upright and engage compressor to draw in remainder of charge. Cooling condenser with a
large fan will speed up charging procedure by maintaining condenser temperature below charging cylinder temperature.
4. Close refrigerant supply valve and run engine for 30 seconds to clear lines and gauges.
5. With engine running, remove charging low side hose adapter from service fitting.
NOTE: Do not remove gauge line from adapter when line is connected to A/C system. To disconnect line, always remove line adapter from
service fitting. Do not remove charging hose at gauge set while attached to service fitting. System will be discharged due to depressed
Schrader valve.
6. Replace protective cap on service fitting and turn engine off.
7. Check system for leaks.
8. Start engine and check for proper system pressures.
With Charging Station
To charge system using a charging station, follow instructions provided with unit and observe the following precautions:
1. Do not connect high pressure line to A/C system.
2. Always keep high pressure valve on charging station closed.
3. Perform all evacuation and charging through low side pressure service fitting.
4. Use approved refrigerant recovery equipment.
5. When charging is complete, disconnect equipment and check for leaks.
6. Run engine for a few minutes with A/C system operating and check for proper system pressures.
Refrigerant Recovery
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. Use extreme caution and observe all safety and service precautions related to refrigerant use.
2. 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.
3. Turn on recycling station to start recovery process. Allow recycling station to pump refrigerant from A/C system until station pressure gauge
indicates vacuum.
4. After vehicle A/C system has been evacuated, close station inlet valve, if equipped.
5. Turn off station. On some stations the pump will automatically be turned off by a low pressure switch.
6. 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).
7. If system pressure rises, repeat steps 3 through 6 until vacuum level remains stable for two minutes.
8. Service A/C system as necessary.
9. Evacuate and recharge A/C system.
Checking Recycled Refrigerant
Recycled Refrigerant Temperature/Pressure Chart
1. To check for excess non-condensable gases (air), keep container at 65F (18.3C) or above for 12 hours, out of direct sunlight.
2. Connect pressure gauge, calibrated in 1 psi divisions (0.1 kg/cm2), to container and read pressure.
3. Measure air temperature within 4 inches (10 cm) of container with accurate thermometer.
4. Compare pressure to image charts. Determine if pressure is at or below limits shown.
5. If pressure is lower than limit shown for a given temperature, refrigerant is okay to use as is.
6. 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.
7. If container pressure still exceeds limits shown, recycle entire contents.
Storage Containers
STORAGE CONTAINERS FOR RECYCLED REFRIGERANT
1. Use only DOT CFR Title 49 containers for recycled refrigerant. Never collect, salvage, or store recycled refrigerant in a disposable container.
2. Before any container of recycled refrigerant is used, it must be checked for non-condensable gases (air). Refer to CHECKING RECYCLED
REFRIGERANT.
TRANSFERRING RECYCLED REFRIGERANT
1. Use only DOT approved containers and evacuate to at least 27 in Hg (75 mm Hg absolute pressure) before transferring refrigerant.
2. 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).
EVACUATING DISPOSABLE CONTAINERS
1. "Empty" disposable containers still contain traces of refrigerant. Evacuate before disposing of container.
2. Connect recovery/recycling unit to container and evacuate remaining refrigerant. Once container shows a vacuum, close valve. Mark container
"EMPTY" and properly dispose of.
Oil Charge
Fig. 6 Oil Charge Table. 3 Door, 4 Door & Wagon Models
The ``Suniso 5GS'' for Hitachi A/C and `Àtmos 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.
Air Conditioning Switch: Service and Repair
Fig. 1 Control Wing Disassembly
Fig. 2 Control Switch Knob Removal
1. Remove combination switch.
2. Release control wing harness retaining straps and disconnect electrical connectors.
3. Remove 4 screws securing control wing to steering column, then the control wing assembly.
4. Remove retaining screws, then separate front and rear housing sections of control wing assembly, Fig. 1.
5. Remove individual switch knobs by inserting probe to release pawl, Fig. 2, then pulling knob from switch.
6. Install knobs by holding finger at rear of switch and pressing knob on with thumb. Care must be taken not to damage switch or brushes when
removing and installing control knobs.
7. Reverse procedure to install, ensuring wiring harnesses are properly aligned and secured.
Compressor Clutch Relay: Locations
Component Locations
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
DUTY SOLENOID
The duty solenoid is an integral part of the carburetor.
ELECTRONIC CONTROL UNIT
ENGINE COOLANT TEMPERATURE SENSOR
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
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.
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
RADIATOR FAN RELAY
Under the L.H. side of the dash, next to the ECU (White 4-pin connector).
VACUUM / ATMOSPHERIC PRESSURE SENSOR
VACUUM LINE CONTROL SOLENOID
VEHICLE SPEED SENSOR
The vehicle speed sensor is an integral part of the speedometer in the combination meter assembly.
Evaporator Core: Service and Repair
Removal and Installation
Evaporator Core
REMOVAL AND INSTALLATION
1. Disconnect battery negative terminal.
2. Discharge refrigerant.
3. Disconnect discharge pipe, suction pipe and grommets.
4. Remove glove box.
5. Remove glove box support bracket.
6. Disconnect the harness connector from evaporator.
7. Disconnect drain hose.
8. Remove evaporator mounting bolt and nut.
9. Install the evaporator in the reverse order of removal.
Evaporator Core: Service and Repair
Disassembly and Assembly
Evaporator Disassembly & Assembly
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)
T1: 15 - 25 (1.5 - 2.5,11 - 18)
T2: 10 - 20 (1.0 - 2.0, 7 - 14)
T3: 7 - 13 (0.7 - 1.3,5.1 - 9.4)
6. Check to see if the evaporator fins are clogged. If they are, clean them with compressed air. Water must never be used to clean the evaporator.
7. Check parts that have been removed for cracks or scratches, and repair or replace them with new ones, if necessary.
8. Reassemble the evaporator in the reverse order of disassembly. Observe the following points during the reassembly process:
a. Confirm that the 0-ring is inserted in the specified position.
b. Tightening torque.
Tightening torque: Nm (kg-m, ft-lb)
DIESEL KIKI
Nut on discharge side: 25 - 34 (2.5 - 3.5, 18 - 25)
Nut on suction side: 10 - 20 (1.0 - 2.0, 7 - 14)
CALSONIC

Nut on discharge side: 15 - 25 (1.5 - 2.5, 11 - 18)
Nut on suction side: 10 - 20 (1.0 - 2.0, 7 - 14)
Heater Core: Service and Repair
Heater Core
1. Disconnect battery ground cable.
2. Drain coolant.
3. Loosen clamps, then remove hoses from the heater unit.
4. Separate left and right defroster ducts from nozzles and remove ducts from heater unit.
5. Disconnect blower motor and fan switch electrical connectors.
6. Disconnect heater unit air mix and mode cables.
7. Remove heater unit to instrument panel attaching bolt.
8. Open glove box then, while pulling stopper clips inward, lower the glove box.
9. Disconnect inside-outside air control cable at blower assembly.
10. Remove instrument panel as follows:
a. Remove steering wheel as outlined previously in this section.
b. Remove defroster duct.
c. Disconnect heater control cable from inside-outside air selector rod at heater unit.
d. Disconnect speedometer cable.
e. Disconnect electrical harness connector.
f. Remove instrument panel attaching bolt covers, attaching bolts, then instrument panel.
11. Remove blower assembly and heater unit attaching bolts.
12. Carefully remove heater unit.
13. Remove heater core cushion.
14. Loosen and remove heater core holder.
15. Remove heater core from heater unit.
16. Reverse procedure to install.
Heating and Air Conditioning: Electrical Diagrams
A/C Wiring Diagram
A/C Wiring Diagram
Heater Fan Motor
Engine Cooling Fan Motor
A/C Wiring Diagram
A/C Wiring Diagram
Vehicle: Specifications
OHC Engines, Rated and Test Output
OHC Engines, Rated and Test Output
Rated Output 55 A

Test Output 30 A at 2500 rpm

55 A at 5000 rpm

Altitude Compensator
RESISTANCE
Between terminals......................................................................................................................................................................... 32.7 - 39.9 ohms
BARO / MAP Sensor Switching Valve
RESISTANCE
Fig. 3 Atmospheric Pressure Sensor Specifications
Standard Battery
Standard Battery
BCI Group Number 35

Cranking Performance 405 A

Bowl Vent Solenoid
RESISTANCE
Canister Purge Solenoid
RESISTANCE
Between terminals ............................................................................................................................................................................ 30 - 50 ohms
Clutch Switch
RESISTANCE
Electrical Components
RESISTANCE
EGR Control Solenoid
RESISTANCE
Between terminals ...................................................................................................................................................................... 32.7 - 39.9 ohms
EGR Temperature Sensor
RESISTANCE
Fuel Pump
RESISTANCE
Between terminals................................................................................................................................................................ other than 0 or infinity
Idle Up Control Valve
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
Ignition timing [1] .................................................................................................................................................................................... 5 2 BTDC
[1] With test connectors connected.
Mixture Control Solenoid
RESISTANCE
Mixture Control Solenoid - Slow Cut
RESISTANCE
Fig. 8 Ignition Pickup Specifications
With ECVT, No Load Test and Torque Test
With ECVT, No Load Test and Torque Test
1989 Subaru Justy Hatchback 2WD L3-1.2L
SOHC (Carb) Copyright 2012, ALLDATA
10.52SS Page 3
Amperage Voltage Speed

No Load Test 45 A 11.5 V 5500 rpm

Torque Test 200 A 8 V ---
Note: At 3.5 Ft. Lbs

Integral, System Operating Voltage
Integral, System Operating Voltage
Voltage 14.2-14.8 V at 68 deg F

Front Axle
Rear Axle

Front Disc Brakes Caliper Body Retaining Bolts 16-23 ft.lb

Guide Pin 25-33 ft.lb

Rear Disc Equipped Caliper Body Retaining Bolts 12-17 ft.lb

Caliper Bore Diameter 2.012 in

Brake Drum Inside Diameter 7.09 in

Maximum Refinish Diameter 7.17 in

Nominal Thickness 0.71 in

Minimum Refinish Thickness 0.61 in

Lateral Runout (T.I.R.) 0.0059 in

Fig. 4 Carburetor Choke Specifications
Cold Fast Idle
COLD FAST IDLE
Clearance G1
Manual transmission ................................................................................................................................................... 0.0303 in (0.77 mm, 12)
Automatic transmission .............................................................................................................................................. 0.0339 in (0.86 mm, 13)
Float Drop
Clearance A ...................................................................................................................................................................................... 1.835 in (46.6 mm)
Float Height
Clearance H ...................................................................................................................................................................................... 0.437 in (11.1 mm)
Choke Pull-off
Clearance R ......................................................................................................................................................................................... 0.063 in (1.6mm)
Catalytic Converter Configuration

Clutch Release Fork Pivot 11-18 ft.lb 1989 Subaru Justy Hatchback 2WD L3-1.2L SOHC (Carb) Copyright 2012, ALLDATA 10.52SS Page 6

Coolant Temperature Sensor/Switch (For Computer)
SPARK PLUGS
Gap....................................................................................................................................................................................... 1.0-1.1 mm (0.039-0.043 in)
Dashpot
DASH POT TOUCH SPEED ............................................................................................................................................................. 2300 100 rpm
Service Specifications
SPECIFICATIONS AND SERVICE DATA
Part 1 Of 3
Engine Specifications
Part 2 Of 3
Part 3 Of 3
Maintenance Standards
Torque Specifications
Valve System
Crankcase and Cylinder Head
Cylinder Head Removal
Head Bolt Torque Sequence
Head Bolt Torque/Sequence
Crankshaft, Piston and Flywheel
Lubrication and Cooling System
Intake and Exhaust Manifolds
System Specifications
Refer to Engine Specifications for Camshaft/Lifter service and torque specifications.
See: Engine, Cooling and Exhaust/Engine/Specifications/Mechanical Specifications

Camshaft Sprocket 9 ft.lb

Refer to Engine Specifications for Cylinder Block Assembly service and torque specifications.
See: Engine, Cooling and Exhaust/Engine/Specifications

Connecting Rod Cap Nuts 29-33 ft.lb

Main Bearing Caps 30-35 ft.lb

Standard Diameter Main Bearing 1.6525-1.6529 in

Crank Pin 1.6531-1.6535 in

Out Of Round All 0.0012 in

Taper All 0.008 in

Main Bearings 0.0006-0.0018 in

Connecting Rod Bearings 0.0008-0.0021 in

Thrust Bearing Clearance 0.0031-0.0070 in

Crankshaft Pulley 58-72 ft.lb

Piston Pin Diameter 0.7084-0.7087 in

Piston Pin To Piston Clearance 0.0002-0.0003 in

Piston Ring End Gap Compression 0.0079-0.0138 in

Oil 0.012-0.035 in

Piston Ring Side Clearance Compression Top Ring 0.0014-0.0030 in

Second Ring 0.0010-0.0026 in

Oil 0 in

Piston Standard Diameter 3.0690-3.0694 in

Piston Clearance 0.0015-0.0028 in

Head bolt tightening is done in 4 steps in the following sequence.
1st Step 29 ft.lb

2nd Step 54 ft.lb

3rd Step
Back off the head bolts 90 deg. or more in the reverse

order of the tightening sequence.


4th Step 51 - 57 ft.lb

Head Bolt Torque Sequence
Service Specifications
Refer to Engine Specifications for Cylinder Head Assembly service and torque/sequence specifications.

Intake 0.006 in
Note: Cold

Exhaust 0.010 in
Note: Cold

Rocker Arm Cover 5.1-5.8 ft.lb

Inside Diameter
Inside Diameter
Standard Inside Diameter 0.2756-0.2762 in

Seat Angle 45 deg

Seat Width Intake 0.039 in

Exhaust 0.051 in

Valve Spring Dimensions
Valve Spring Dimensions
Free Length 1.8311 in

Compressed Pressure 112.79-129.76 lbf at 1.248 in


Stem Diameter Intake 0.2742-0.2748 in

Exhaust 0.2734-0.2740 in

Stem To Guide Clearance Intake 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

Refer to Engine Specifications for Engine Lubrication torque specifications.

Oil Pan 4 ft.lb

Inner Rotor Outer Diameter 1.1693-1.1709 in

Outer Rotor Outer Diameter 1.5957-1.5968 in

Relief Valve Spring Free Length 1.843 in

Intake Manifold
Refer to Engine Specifications for Intake Manifold torque specifications.
Exhaust Manifold
Refer to Engine Specifications for Exhaust Manifold torque specifications.
Flex Plate
Refer to Engine Specifications for Flex Plate torque specifications.
Flywheel
Refer to Engine Specifications for Flywheel torque specifications.
Fuel Lines
Fuel Tank
Fig. 6 Idle Speed W/Computer Control Specifications
Fig. 5 Idle Speed W/O Computer Control Specifications
Cold Fast Idle
COLD FAST IDLE
Clearance G1
Manual transmission ................................................................................................................................................... 0.0303 in (0.77 mm, 12)
Automatic transmission .............................................................................................................................................. 0.0339 in (0.86 mm, 13)
Figure 2
General
SPARK PLUGS
Gap....................................................................................................................................................................................... 1.0-1.1 mm (0.039-0.043 in)
Fig. 1 Distributor Timing Advance Specifications
Distributor, Ignition
RELUCTOR AIR GAP ............................................................................................................................................... 0.008 - 0.016 in (0.2 - 0.4 mm)
Firing Order
Firing Order: 1 - 3 - 2
Fig. 8 Ignition Pickup Specifications

Spark Plugs 13-17 ft.lb

Oxygen Sensor
SPARK PLUGS
Gap....................................................................................................................................................................................... 1.0-1.1 mm (0.039-0.043 in)

Parking Brake Adjustment Locknut 3.3-5.4 ft.lb

Positive Crankcase Ventilation Valve
TORQUE VALUE ................................................................................................................................................................ 14 - 19 ft lb (20 - 35 Nm)

Pressure Plate 6.7-7.8 ft.lb

Speedometer Gear 10-13 ft.lb

Tightening Specifications
Front Wheel Alignment Specifications
Rear Wheel Alignment
Vehicle Ride Height Specifications
Front Axle
Rear Axle

Center Rubber Cushion To Crossmember 20-35 ft.lb

Crossmember To Body 27-49 ft.lb

Stabilizer Clamps 13-28 ft.lb

Stabilizer Link-To-Mount 6-10 ft.lb

Tightening Specifications

Wheel Lug Nuts 58 - 72 ft.lb

Water Pump Assembly 6.9-7.6 ft.lb

EGR Valve
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)
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)
Fig. 1 Compression Pressure Specifications

Normal Oil Pressure Discharge Performance I 30 psi at 1500 rpm

Discharge Performance II 47 psi at 3000 rpm

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
Radiator Cap Relief Pressure 13 psi

Thermostat Opening Temperature 185 F

Automatic Tansmission Oil 3.3-3.6 qt (US)


Automatic Tansmission Oil 3.3-3.6 qt (US)

With Heater 4.5 qt (US)

With A/C 4.5 qt (US)

Engine Oil Refill 3 qt (US)

Differential, Front W/at
FLUID
1987-92....................................................................................................................................................................................... 75W-90, 80W-90 GL-5
1985-86....................................................................................................................................................................................................... 75W-90 GL-5
Above 30F (0C), 90; above -20) (-30C), 85W;
below 90F (32C), 80W
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

Fluid Refill Capacity 4.8 pt (US)

Fuel Tank 9.2 gal (US)

MAKE, YEAR & MODEL Kg. Oz.
SUBARU
1992 SVX 0.6 22
1992-90 Legacy 0.9 32
Loyale 0.8 30
1991-86 XT Coupe 0.7 27
1989-88 Sedan, Wagon: Hitachi 0.7 27
Panasonic 0.8 29
1987-83 Sedan, Wagon 0.7 27
Refrigerant
Refrigerant Capacity
Hitachi Compressor .................................................................................................................................................. 0.74 - 0.79 kg (1.63 - 1.74 lbs)
Panasonic Compressor ............................................................................................................................................. 0.80 - 0.85 kg (1.76 - 1.87 lbs)
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].
Positive Crankcase Ventilation
TYPE..................................................................................................................................................................................................................... SF, SG
CAPACITY Refill:*
3-cyl. 1189cc.................................................................................................................................................................................. 2.8 liters 3.0 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 FMVSS No. 116, DOT 3 or DOT 4

Fuel
FUEL TYPE ........................................................................................................................................................................ Regular unleaded gasoline
Positive Crankcase Ventilation
TYPE..................................................................................................................................................................................................................... SF, SG
CAPACITY Refill:*
*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

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
Passenger Compartment And Rear Lamp Harness
Passenger Compartment And Rear Lamp Connector ID
Entire Vehicle Harness Layout
Front Harness
Front Harness Connector ID
Instrument Panel Harness
Insrtrument Panel Connector ID
Hatchback Harness
Hatchback Connector ID
Fuse and Fusible Link Locations
The fuse panel is located below the lefthand side of the instrument panel.
On SVX models, the hazard and turn signal flasher is located behind the lefthand side of the instrument panel, near the brake pedal bracket.
On Justy models, the hazard and turn signal flasher is located behind the lefthand side of the instrument panel.
On XT models, the hazard and turn signal flasher is incorporated in the combination switch.
On except Justy, SVX and XT models, the hazard and turn signal flasher is located behind the righthand side of the instrument panel, near the
glove compartment.
On Impreza models, the hazard and turn signal flasher is located behind the center of the instrument panel.
Common Grounding Harness Layout
Common Ground Locations
Vehicle: Diagrams
Symbol Identification
Key To Wiring Diagram
Wire Color Code Identification
Black ........................................................................................................................................................................................................................... B
Blue ............................................................................................................................................................................................................................. L
Brown ........................................................................................................................................................................................................................ BR
Brown ......................................................................................................................................................................................................................... Br
Gray ............................................................................................................................................................................................................................ Gr
Green .......................................................................................................................................................................................................................... G
Light Blue .................................................................................................................................................................................................................. LB
Light Green .............................................................................................................................................................................................................. LG
Light Green ............................................................................................................................................................................................................... Lg
Orange ...................................................................................................................................................................................................................... OR
Pink ............................................................................................................................................................................................................................. P
Red .............................................................................................................................................................................................................................. R
Shielded Wire (inner) ............................................................................................................................................................................................... SA
Shielded Wire (Outer) .............................................................................................................................................................................................. SB
White ......................................................................................................................................................................................................................... W
Yellow ......................................................................................................................................................................................................................... Y
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.
Electrical Connections and Circuits
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.
Electronic Component Handling
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.
Electronic Component Replacement
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
ELECTROSTATIC DISCHARGE DAMAGE
^ Automotive computers and related component operate at low voltages (3 to 5 V) and are extremely susceptible to damage from static
electrical discharge.
^ Voltages as low as 12V can damage electronic circuits. For a person to feel a static discharge "ZAP," it takes up to 4,000V.
^ There is no way to know whether the charge is positive or negative.
COMMON METHODS OF STATIC CHARGING
Friction
Friction between organic materials (such as cotton or leather) and synthetics (such as plastic, vinyl, or glass) will generate static charges as
great as 25,000 volts. This can happen by simply sliding across a car seat or by wearing a cotton shirt under a coat made of synthetic
materials.
Induction
Charging by induction occurs when a person standing near a highly charged object (strong magnetic field such as a transformer) momentarily
touches ground. Like charges are displaced to ground, leaving the person highly charged with opposite polarity.
STATIC PRECAUTIONS
Static charges are gradually equalized by moisture in the air, but are retained much longer when humidity is low. Use care when handling and
testing electronic components.
Circuit Protection Devices
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
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.
Non-Cycling Circuit Breaker
There are two types of non-cycling circuit breakers. One type is mechanical and is nearly the same as a cycling breaker. The
difference is a small heater wire within the non-cycling circuit breaker. This wire provides enough heat to keep the bimetallic element
open until the current source is removed. The other type is solid state, known as an Electronic Circuit Breaker (ECB). This device has
a Positive Temperature Coefficient. It increases its resistance greatly when excessive current passes through it. The excessive current
heats the ECB. As it heats, its resistance increases, therefore having a Positive Temperature Coefficient. Eventually the resistance gets
so high that the circuit is effectively open. The EC13 will not reset until the circuit is opened, removing voltage from its terminals.
Once voltage is removed, the circuit breaker will re-close within a second or two.
Fig. 1 Fuse Devices
Fig. 2 Fuse Rating and Color
FUSES
The most common method of automotive wiring circuit protection is the fuse, Fig. 1. A fuse is a device that, by the melting of its element,
opens an electrical circuit when the current exceeds a given level for a sufficient time. The action is non-reversible and the fuse must be
replaced each time a circuit is overloaded or after a malfunction is repaired. Fuses are color coded. The standardized color identification and
ratings are shown in Fig. 2. For service replacement, non-color coded fuses of the same respective current rating can be used. Examine a
suspect fuse for a break in the element. If the element is broken or melted, replace the fuse with one of equal current rating. There are
additional specific circuits with in-line fuses. These fuses are located within the individual wiring harness and will appear to be an open
circuit if blown.
Autofuse
The Autofuse, normally referred to simply as "Fuse," is the most common circuit protection device in today's vehicle. The Autofuse is
most often used to protect the wiring assembly between the Fuse Block and the system components.
Maxifuse
The Maxifuse was designed to replace the fusible link and Pacific Fuse Elements. The Maxifuse is designed to protect cables,
normally between the Battery and Fuse Block, from both direct short circuits and resistive short circuits. Compared to a fusible link or
a Pacific Fuse Element, the Maxifuse performs much more like an Autofuse, although the average opening time is slightly longer.
This is because the Maxifuse was designed to be a slower blowing fuse, with less chance of nuisance blows.
Minifuse
The Minifuse is a smaller version of the Autofuse and has a similar performance. As with the Autofuse, the Minifuse is usually used
to protect the wiring assembly between a Fuse Block and system components. Since the Minifuse is a smaller device, it allows for
more system specific fusing to be accomplished within the same amount of space as Autofuses.
Pacific Fuse Element
The Pacific Fuse Element was developed to be a replacement for the fusible link. Like a fusible link, the fuse element is designed to
protect wiring from a direct short to ground. Though the element is easier to service and inspect than a fusible link, it has limited use
and will be replaced by Maxifuses in future vehicles.
Fig. 3 Good and Damaged Fusible Links
Fig. 6 Wire Size Conversion Table
FUSIBLE LINKS
In addition to circuit breakers and fuses, some circuits use fusible links to protect the wiring. Like fuses, fusible links are "one-time"
protection devices that will melt and create an open circuit, Fig. 3. Not all fusible link open circuits can be detected by observation. Always
inspect that there is battery voltage past the fusible link to verify continuity.
Fusible links are used instead of a fuse in wiring circuits that are not normally fused, such as the ignition circuit. For AWG sizes, each fusible
link is four wire gage sizes smaller than the wire it is designed to protect. For example: to protect a 10 gage wire use a 14 gage link or for
metric, to protect a 5 sq mm wire use a 2 sq mm link, Fig. 6. Links are marked on the insulation with wire gage size because the heavy
insulation makes the link appear to be a heavier gage than it actually is. The same wire size fusible link must be used when replacing a blown
fusible link.
Fusible links are available with three types of insulation: Hypalon(R), Silicone/GXL (SIL/GXL) and Expanded Duty. All future vehicles that
use fusible links will utilize the Expanded Duty type of fusible link. When servicing fusible links, all fusible links can be replaced with the
Expanded Duty type. SIL/GXI fusible links can be used to replace either SIL/GXI or Hypalon(R) fusible links. Hypalon(R) fusible links can
only be used to replace Hypalon(R) fusible links.
Determining characteristics of the types of fusible links:
^ Hypalon(R) (limited use): only available in .35 sq mm or smaller and its insulation is one color all the way through.
^ SIL/GXL (widely used): available in all sizes and has a white inner core under the outer color of insulation.
^ Expanded Duty: available in all sizes, has an insulation that is one color all the way through and has three dots following the writing
on the insulation.
Service fusible links are available in many lengths. Choose the shortest length that is suitable. If the fusible link is to be cut from a spool,
it should be cut 150-225 mm (approx 6-9 in.) long.
NEVER make a fusible link longer than 225 mm (approx 9 in.).
CAUTION: Fusible links cut longer than 225 mm (approx 9 in.) will not provide sufficient overload protection.
Fig. 4 Single Wire Feed Fusible Link
Fig. 5 Double Wire Feed Fusible Link
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.
^ See CONNECTOR TERMINAL I.D. to determine which type of connector is to be serviced.
^ Use the proper Pick(s) or Tool(s) that apply to the terminal.
Figure 1 - Typical Push-To-Seat Connector
Fig. 20 Typical Pull-to-Seat Connector and Terminal
PUSH-TO-SEAT AND PULL-TO-SEAT
Follow the steps below to repair Push-to-Seat or Pull-to-Seat connectors, Figs. 19 and 20. The steps are illustrated with typical connectors.
Your connector may differ, but the repair steps are similar. Some connectors do not require all the steps shown. Skip those that don't apply.
1. Remove any CPA (Connector Position Assurance) Locks. CPAs are designed to retain connectors when mated.
2. 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. Open any secondary locks. A secondary lock aids in terminal retention and is usually molded to the connector.
4. Separate the connector halves and back out seals.
5. Grasp the lead and push the terminal to the forward most position. Hold the lead at this position.
6. Locate the terminal lock tang in the connector canal.
7. Insert the proper size pick straight into the connector canal at the mating end of the connector.
8. 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. Inspect terminal and connector for damage. Repair as necessary, see TERMINAL REPAIR.
10. Reform lock tang and reseat terminal in connector body. Apply grease if connector was originally equipped with grease.
11. Install any CPAs or TPAs, close any secondary locks and join connector halves.
Fig. 21 Typical Weather Pack Connector and Terminal
WEATHER PACK
Follow the steps below to repair Weather Pack(R) connectors, Fig. 21.
1. Separate the connector halves.
2. Open secondary lock. A secondary lock aids in terminal retention and is usually molded to the connector.
3. Grasp the lead and push the terminal to the forward most position. Hold the lead at this position.
4. Insert the Weather Pack(R) terminal removal tool into the front (mating end) of the connector cavity until it rests on the cavity shoulder.
5. Gently pull on the lead to remove the terminal through the back of the connector.
NOTE: Never use force to remove a terminal from a connector.
6. Inspect the terminal and connector for damage. Repair as necessary, see TERMINAL REPAIR.
7. Reform the lock tang and reseat terminal in connector body.
8. Close secondary locks and join connector halves.
Splicing Copper Wire Using Crimp and Seal Splice Sleeves
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.
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). The Crimp and Seal splice sleeves may be used on all types of insulation except tefzel and coaxial and may only be
used to form a one to one splice.
Step 2: Cut the Wire
Begin by cutting as little wire off the harness as possible. You may need the extra length of wire later if you decide to cut more wire 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 (1.5 in.) away from
other splices, harness branches or connectors. This will help prevent moisture from bridging adjacent splices and causing damage.
Step 3: Strip the Insulation
If it is necessary to add a length of wire to the existing harness, be certain to use the same size as the original wire, see Fig. 6.
To find the correct wire size either find the wire on the schematic and convert the metric size to the equivalent AWG size or use an AWG
wire gage. If unsure about the wire size, begin with the largest opening in the wire stripper and work down until a clean strip of the insulation
is removed. Strip approximately 7.5 mm (5/16 in.) of insulation from each wire to be spliced. Be careful to avoid nicking or cutting any of the
wires. Check the stripped wire for nicks or cut strands. If the wire is damaged, repeat this procedure after removing the damaged section.
Fig. 13 Hand Crimp Tool
Fig. 14 Seal Splice Sequence
Step 4: Select and Position the Splice Sleeve
Select the proper splice sleeve according to wire size. The splice sleeves and tool nests are color coded.
Using a crimp tool, Fig. 13, position the splice sleeve in the proper color nest of the hand crimp tool. Place the splice sleeve in the nest so that
the crimp falls midway between the end of the barrel and the stop.
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.
Step 5: Insert Wires into Splice Sleeve and Crimp
Insert the wire into the splice sleeve until it hits the barrel stop and close the handles of the crimper tightly until the crimper handles open
when released. The crimper handles will not open until the proper amount of pressure is applied to the splice sleeve. Repeat steps 4 and 5 for
opposite end of the splice.
Step 6: Shrink the Insulation around the Splice
Using a suitable heat gun, apply heat where the barrel is crimped. Gradually move the heat barrel to the open end of the tubing, shrinking the
tubing completely as the heat is moved along the insulation. A small amount of sealant will come out of the end of the tubing when sufficient
shrinking is achieved, Fig. 14.
Splicing Copper Wire Using Splice Clips
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.
Step 3: Strip the Insulation
When replacing a wire, use a wire of the same size as the original wire or larger. The schematics list wire size in metric units. See table, Fig.
6, for the commercial (AWG) wire sizes that can be used to replace each metric wire size. Each AWG size is either equal to or larger than the
equivalent metric size. To find the correct wire size either find the wire on the schematic and convert the metric size to the AWG size, or use
an AWG wire gage. If you aren't sure of the wire size, start with the largest opening in the wire stripper and work down until a clean strip of
the insulation is removed. Be careful to avoid nicking or cutting any of the wires.
Fig. 8 Crimping the Splice Clip
Fig. 9 Completing the Crimp
Step 4: Crimp the Wires
Select the proper clip to secure the splice. To determine the proper clip size for the wire being spliced, follow the directions included in the J
38125-A Terminal Repair Kit. Select the correct anvil on the crimper. On most crimpers your choice is limited to either a small or large anvil.
Overlap the stripped wire ends and hold them between your thumb and forefinger as shown in Fig. 7. Then, center the splice clip under the
stripped wires and hold it in place.
^ Open the crimping tool to its full width and rest one handle on a firm flat surface.
^ Center the back of the splice clip on the proper anvil and close the crimping tool to the point where the former touches the wings of the
clip.
^ Make sure that the clip and wires are still in the correct position. Then, apply steady pressure until the crimping tool closes, Fig. 8.
^ Before crimping the ends of the clip, be sure that:
- The wires extend beyond the clip in each direction.
- No strands of wire are cut loose, and
- No insulation is caught under the clip. Crimp the splice again, once on each end. Do not let the crimping tool extend beyond the edge
of the clip or you may damage or nick the wires, Fig. 9.
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.
Fig. 11 Proper First Taping
Fig. 12 Proper Second Taping
Step 6: Tape the Splice
Center and roll the splicing tape. The tape should cover the entire splice. Roll on enough tape to duplicate the thickness of the insulation on
the existing wires. Do not flag the tape. Flagged tape may not provide enough insulation, and the nagged ends will tangle with the other wires
in the harness, Fig. 11.
If the wire does not belong in a conduit or other harness covering, tape the wire again. Use a winding motion to cover the first piece of tape,
Fig. 12.
Splicing Twisted/Shielded Cable
Fig. 15 Twisted/Shielded Cable
Twisted/shielded cable is sometimes used to protect wiring from electrical noise (stray signals). For example, two-conductor cable of this
construction is used between the ECM and the distributor. See Fig. 15 for a breakdown of twisted/shielded cable construction.
Step 1: Remove Outer Jacket
Remove the outer jacket and discard it. Be careful to avoid cutting into the drain wire or the mylar tape.
Step 2: Unwrap the Tape
Unwrap the aluminum/mylar tape, but do not remove it. The tape will be used to rewrap the twisted conductors after the splices have been
made.
Fig. 16 The Untwisted Conductors
Step 3: Prepare the Splice
Untwist the conductors. Then, prepare the splice by following the splicing instructions for copper wire presented earlier. Remember to
stagger splices to avoid shorts, Fig. 16.
Fig. 17 The Re-assembled Cable
Step 4: Re-assemble the Cable
After you have spliced and taped each wire, rewrap the conductors with the mylar tape. Be careful to avoid wrapping the drain wire in the
tape. Next, splice the drain wire following the splicing instructions for copper wire. Then, wrap the drain wire around the conductors and
mylar tape, Fig. 17.
Fig. 18 Proper Taping
Step 5: Tape the Cable
Tape over the entire cable using a winding motion, Fig. 18. This tape will replace the section of the jacket you removed to make the repair.
Terminal Repair
Fig. 22 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. Cut off terminal between core and insulation crimp (minimize wire loss) and remove seal for Weather Pack(R) terminals.
2. Apply correct seal per gauge size of wire and slide back along wire to enable insulation removal (Weather Pack(R) terminals only).
3. Remove insulation.
4. Align seal with end of cable insulation (Weather Pack(R) terminals only).
5. Position strip (and seal for Weather Pack(R)) in terminal.
6. Hand crimp core wings.
7. Hand crimp insulation wings (non-Weather Pack(R)). Hand crimp insulation wings around seal and cable (Weather Pack(R)).
8. Solder all hand crimped terminals.
Typical Electrical Repair
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).
Front Axle
Rear Axle
Fuel Tank
Fuel Tank
Under the rear of the vehicle.
Fig. 3 Exploded View Of Steering Column
ECU Pin Identification
Back-Up Lamps
Cigar Lighter & Radio System
Key Warning & Seat Belt System
Stop Lamp System
Brake Fluid Level Warning & Parking Brake System
Charging System
ECU Pin Identification
Computerized Engine Controls (EFC System)
Fuel & Emission Control Computer System
Courtesy Lamps
Fuel & Temperature Gauges
Hazard Warning & Turn Signals
Complete Vehicle Lighting System
Rear Window Defogger
A/C Wiring Diagram
A/C Wiring Diagram
Heater Fan Motor
A/C Wiring Diagram
A/C Wiring Diagram
Horn System Wiring
Ignition & Starting System
Instrument Panel Wiring (DL Models)
Instrument Panel Wiring (GL Models)
Instrument Panel Wiring (ECVT Models)
Oil Pressure Indicator Lamp
Brake Fluid Level Warning & Parking Brake System
Shift Lock System
Ignition & Starting System
Complete Vehicle Lighting System
Fuel & Temperature Gauges
Four Wheel Drive System
Hazard Warning & Turn Signals
Windshield Wiper/Washer, Front
Windshield Wiper/Washer, Rear
Fig. 55 Drive Belt Routing & Tension Data
Fig. 6 Hill holder installation
Fuel Tank
Fuel Lines
Fuel Lines
Fuel Tank
Vacuum Diagram (California)
Vacuum Diagram (Federal And Canadian)
Fuel Lines
Fuel Lines
Computers and Control Systems: Initial Inspection and Diagnostic Overview
Diagnostic Modes
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.
Selecting Diagnostic Modes
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.
^ CLEAR MEMORY MODE:
(engine on)
Ignition "ON" (engine on), Read Memory connected, Test Mode connected.
Specification Code Description
SPECIFICATION CODE SPECIFICATION
01 ---------------- FWD M/T, Federal & Canada
02 ---------------- FWD A/T, Federal & Canada
03 ---------------- 4WD M/T, Federal & Canada
10 ---------------- FWD M/T, California
20 ---------------- FWD A/T, California
30 ---------------- 4WD M/T, California
Computers and Control Systems: Reading and Clearing Diagnostic Trouble Codes
Clearing Diagnostic Trouble Codes
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)
Read Memory Mode (Part 1 of 2)
D - Check Mode (Part 1 of 3)
Computers and Control Systems: Symptom Related Diagnostic Procedures
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).
Cuts Out, Misses
DEFINITION:
Steady pulsation or jerking that follows engine speed, usually more pronounced as engine load increases. The exhaust has a steady spitting sound at
idle or low speed.
Perform careful visual (physical) check.
If ignition system is suspected of causing a miss at idle or cutting out under load, check for missing cylinder by:
1. Start engine. Disconnect bypass air control valve. Remove one spark plug wire at a time using insulated pliers.
2. 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.
- Distributor cap for arcing or carbon tracking inside cap.
- Fuel system for low pressure.
- Check EGR valve for not opening.
- For incorrect basic engine parts such as cam, heads, pistons, etc.
- Excessive oil entering combustion chamber.
- Carbon build-up on pistons or combustion chamber. Remove carbon with top engine cleaner. Follow instructions on can.
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.
Feedback Carburetor System
necessary.
Hard Start
DEFINITION
Engine cranks OK, but does not start for a long time. Eventually starts, or may start but immediately dies.

CHECK:
- For water contaminated fuel.
- Fuel system pressure.
- TPS for sticking or binding.
- EGR operation. Valve should be fully seated closed with engine "OFF".
- For a faulty in-tank fuel pump check valve which would allow the fuel in the lines to drain back to the tank after the engine is stopped.

Check ignition system for:
- Proper sparking voltage and duration.
- Worn distributor shaft.
- Bare and shorted wires.
- Improper pickup coil resistance or poor connections.
- Loose ignition coil connections.
- Moisture in distributor cap.
- Spark plugs for wetting, cracks, wear, improper gap, burned electrodes, or heavy deposits.
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.
- Ignition timing. See Vehicle Emission Control Information Label.
- Vacuum/atmospheric pressure sensor
- Alternator output voltage. Repair if less than 9 or more than 16 volts.
- For open ignition system ground.
- Canister purge system for proper operation.
- EGR valve operation.
- Perform injector balance test.
Lack of Power, Sluggish
DEFINITION:
Engine delivers less than expected power. Little or no increase in speed when accelerator pedal is partially depressed.
Compare customer's car to similar unit. Make sure the customer's car has an actual problem. Was the customer's old car much more powerful?
Is vehicle operator under heavily loaded condition?
Check air filter element for contamination. Replace as necessary.
CHECK:
- Throttle linkage for interference and proper travel.
- Ignition timing. See Emission Control Information Label.
- Restricted air filter.
- For restricted fuel filter or improper fuel pressure.
- ECM Grounds.
- EGR operation for being open or partly open all the time.
- Generator output voltage. Repair if less than 9 or more than 16 volts.
- Engine valve timing and compression.
- Engine for proper or worn camshaft.
- Secondary ignition for correct sparking voltage and duration using a scope.
- Secondary air control system.
- Poor or contaminated gasoline (check for excessive alcohol content), suggest owner try different brand.
- Check exhaust system for restriction.
Poor Fuel Economy
DEFINITION:
Fuel economy, as measured by an actual road test, is noticeably lower than expected. Also, economy is noticeably lower than it was on this car at
one time, as previously shown by an actual road test.

CHECK:
- Engine thermostat for being stuck open or for wrong heat range.
- Fuel pressure.
Check owner's driving habits.
- Is A/C "ON" full time?
- Are tires at correct pressure?
- Are excessively heavy loads being carried?
- Is acceleration too heavy, too often?
- Suggest driver read "Driving For Best Fuel Economy" in owner's manual.
Check air cleaner element for dirt contamination.
Check for proper calibration of speedometer.
Visually (physically) Check:
- Vacuum hoses for splits, kinks and proper connections as shown on vacuum hose routing diagram information label.
- Ignition wires for cracking, hardness and proper connections.
Check ignition timing. See Emission Control Information Label.
Remove spark plugs. Check for cracks, wear, improper gap, burned electrodes or heavy deposits. Repair or replace, as necessary.
Check compression.
Check for dragging brakes.
Suggest owner fill fuel tank and recheck fuel economy.
Check for exhaust system restriction.
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.
Engine idles at incorrect speed.
CHECK:
- Perform the usual checks for obvious problems (vacuum leaks, vacuum and electrical circuits correctly connected arcing at distributor or
plug wires etc.)
- Injector balance.
- Bypass air control valve.
- If a sticking throttle shaft or binding linkage causes a high TPS voltage (open throttle indication) the ECU will not control idle. Monitor
TPS voltage. "Scan" and/or Voltmeter should read less than 1.2 volts with throttle closed.
- EGR "ON" while idling will cause roughness, stalling, and hard starting.
- Check PCV valve for proper operation.
- Battery cables and ground straps should be clean and secure. Erratic voltage will cause bypass air control valve to change its position
resulting in poor idle quality.
- Power Steering - ECU should compensate for Power Steering loads. Loss of this signal would be most noticeable when parking and
steering loads are high.
- Inspect oxygen sensor for silicone contamination from fuel, or use of improper RTV sealant. The sensor will have a white, powdery coating,
and will 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.
Surges and/or Chugs
DEFINITION:
Engine power variation under steady throttle or cruise. Feels like the car speeds up and slows down with no change in the accelerator pedal.
Use a "Scan" tool to make sure reading of VSS matches vehicle speedometer.
CHECK:
- For intermittent EGR at idle.
- Inline fuel filter for dirt or restriction.
- Fuel pressure.
- Generator output voltage. Repair, if less than 9 or more than 16 volts.
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.
Computers and Control Systems: Component Tests and General Diagnostics
Wiring Diagram
Diagnostic Chart
Wiring Diagram
Diagnostic Chart
Diagnostic Chart
Diagnostic Chart
Diagnostic Check
READ MEMORY MODE
Specification Codes
D-CHECK MODE
unit. [1]
Wiring Diagram
Diagnostic Chart
Diagnostic Check
READ MEMORY MODE
Specification Codes
D-CHECK MODE
unit. [1]
Wiring Diagram
Diagnostic Chart
Wiring Diagram
Diagnostic Chart
Diagnostic Chart
Diagnostic Chart
A L L Diagnostic Trouble Codes ( DTC ): Testing and Inspection
Diagnostic Trouble Code Descriptions
14: Duty solenoid valve
15: Coasting fuel cut solenoid valve
16: Feedback carburetor system
17: Fuel pump and automatic choke
21: Coolant temperature sensor
22: Vacuum line control solenoid
23: Vacuum/atmospheric pressure sensor
24: Idle-up solenoid
25: Float chamber ventilation solenoid
32: Oxygen sensor
33: Vehicle speed sensor
34: EGR control solenoid
35: Canister purge control solenoid
41: Feedback system [1]
46: Radiator fan relay system
52: Clutch switch [2]
53: High altitude compensator solenoid
55: EGR gas temperature sensor [1]
56: EGR system [1]
62: Idle-up system-1
63: Idle-up system-2
[1] 89 California models only.
[2] FWD M/T only.
DTC 14
Duty Solenoid Valve Schematic
A faulty duty solenoid valve will set code 14 in the on-board diagnostic system. Refer to the schematic diagram and test the solenoid valve
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg: Light green
Gr: Gray
Duty Solenoid Valve Diagnostic Chart
DUTY SOLENOID DIAGNOSTIC CHART
DTC 15
Coasting Fuel Cut Solenoid Schematic
A faulty coasting fuel cut solenoid will set code 15 in the on-board diagnostic system. Refer to the schematic diagram and test the solenoid
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg: Light green
Gr: Gray
Coasting Fuel Cut Solenoid Diagnostic Chart
COASTING FUEL CUT SOLENOID DIAGNOSTIC CHART
DTC 16
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
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg: Light green
Gr: Gray
DTC 22
VLC Solenoid Schematic
A faulty vacuum line control solenoid will set code 22 in the on-board diagnostic system. Refer to the schematic diagram and test the solenoid
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg: Light green
Gr: Gray
VLC Solenoid Diagnostic Chart
VACUUM LINE CONTROL SOLENOID DIAGNOSTIC CHART
DTC 23
***UPDATED BY TSB # 0112089, NOVEMBER 10, 1989
Wiring Diagram
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg: Light green
Gr: Gray
Diagnostic Chart
DTC 24
Idle-Up Solenoid Circuit
A faulty idle-up solenoid will set code 24. Refer to the schematic diagram and test the system with the diagnostic chart.
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg: Light green
Gr: Gray
Idle-Up Solenoid Diagnostic Chart
IDLE-UP SOLENOID DIAGNOSTIC CHARTS
DTC 25
A faulty float chamber ventilation solenoid will set code 25 in the on-board diagnostic system. Refer to the schematic diagram and test the solenoid
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg: Light green
Gr: Gray
DTC 32
Oxygen Sensor Schematic
A faulty oxygen sensor will set code 32 in the on-board diagnostic system. Refer to the schematic diagram and test the sensor with the
diagnostic chart.
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg: Light green
Gr: Gray
Oxygen Sensor Diagnostic Chart
OXYGEN SENSOR DIAGNOSTIC CHART
DTC 33
Vehicle Speed Sensor Schematic
A faulty vehicle speed sensor will set code 33 in the on-board diagnostic system. Refer to the schematic diagram and test the sensor with the
diagnostic chart.
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg: Light green
Gr: Gray
Vehicle Speed Sensor Diagnostic Chart
VEHICLE SPEED SENSOR DIAGNOSTIC CHART
DTC 34
EGR Control Solenoid Schematic
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.
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg: Light green
Gr: Gray
EGR Control Solenoid Diagnostic Chart (a)
EGR Control Solenoid Diagnostic Chart (b)
EGR CONTROL SOLENOID DIAGNOSTIC CHART
DTC 35
Canister Purge Solenoid Schematic
A faulty canister purge control solenoid valve will set code 35 in the on-board diagnostic system. Refer to the schematic diagram and test the
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg: Light green
Gr: Gray
Canister Purge Solenoid Diagnostic Chart
CANISTER PURGE VALVE DIAGNOSTIC CHART
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.
necessary.
DTC 46
*** UPDATED BY TSB# 074289 DATED OCTOBER 1989
Radiator Fan Relay Schematic
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
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg: Light green
Gr: Gray
Radiator Fan Relay Diagnostic Chart (a)
Radiator Fan Relay Diagnostic Chart (b)
RADIATOR FAN RELAY SYSTEM DIAGNOSTIC CHART
TSB INFORMATION
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.
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
FIGURE 2
FIGURE 3
electrical tape.
FIGURE 4
4.
FIGURE 5
^ The ground control circuit has been modified in production since 1/9/89 with engine no. 971617 starting with vin 714468.
Parts Information
DTC 52
*** UPDATED BY TSB# 0111389 DATED MAY 1989
Clutch Switch Schematic
A faulty clutch switch will set code 52 in the on-board diagnostic system. Refer to the schematic diagram and test the coolant sensor with the
diagnostic chart.
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg: Light green
Gr: Gray
Clutch Switch Diagnostic Chart
CLUTCH SWITCH DIAGNOSTIC CHART
DTC 53
High Altitude Compensation Schematic
A faulty high altitude compensator solenoid will set code 53 in the on-board diagnostic system. Refer to the schematic diagram and test the
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg: Light green
Gr: Gray
High Altitude Compensation Diagnostic Chart
HIGH ALTITUDE COMPENSATOR DIAGNOSTIC CHART
DTC 55
EGR Gas Temperature Sensor Schematic
A faulty EGR gas temperature sensor will set code 55 in the on-board diagnostic system. Refer to the schematic diagram and test the sensor with
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg: Light green
Gr: Gray
EGR Gas Temperature Sensor Diagnostic Chart (a)
EGR Gas Temperature Sensor Diagnostic Chart (b)
EGR GAS TEMPERATURE SENSOR DIAGNOSTIC CHART
DTC 56
EGR Control Solenoid Schematic
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.
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg: Light green
Gr: Gray
EGR Control Solenoid Diagnostic Chart (a)
EGR Control Solenoid Diagnostic Chart (b)
EGR CONTROL SOLENOID DIAGNOSTIC CHART
DTC 62
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg: Light green
Gr: Gray
DTC 63
L: Blue
B: Black
Y: Yellow
G: Green
R: Red
W: White
Br: Brown
Lg: Light green
Gr: Gray
Technical Service Bulletins
All Technical Service Bulletins:
Number Date Name
164491 Mar 91 4WD Dash Lamp - Illuminates When Not In 4WD
106291 Sep 91 A/C - Compressor and Suction/Discharge Hose Installation
156989 Mar 89 A/C - Hose Protector Instructions
106594 Mar 94 A/C - Oil Specification
156188 Sep 88 A/C Service Valve - Size Changes
105389 Oct 89 A/C System Servicing
165092 Mar 92 A/T - (4EAT) One Way Clutch Operation
165292 Apr 92 A/T - (4EAT) Reduction Gear & Transfer Gear Installation
ATRATB9002006 Feb 90 A/T - Choosing the Right ATF
ATRATB294 Jan 95 A/T - Drive Axle and Wheel Lug Nut Torque Specifications
ATRATB122 Aug 92 A/T - ECVT General Information
ATRATB028 Oct 90 A/T - Engine Vacuum Testing
ATRATB8754 Sep 87 A/T - Front Bushing Wear
ATRATB078 Nov 91 A/T - How To Use A Pressure Gauge
ATRATB8923 Aug 89 A/T - Math Formulas Part I
ATRATB8930 Oct 89 A/T - Math Part II
ATRATB8748 Aug 87 A/T - Slipping or No-Shift/Metal Sealing Rings
ATRATB8927 Sep 89 A/T - Twenty Steps To Successful Repairs
163088 Nov 88 A/T Gasket/Seal Kit - Applications
163589 Nov 89 A/t - Torque Converter Installation On 4-Speed
156889 Mar 89 Accessory Changes and Revisions
170192 Mar 92 Air Bag - Parts Replacement When Discharged
104988 Aug 88 Air Inlet Control Lever - Will Not Stay in Position
35289 Oct 89 Anti-Chipping Stone Guard Coating
15-126-07 Feb 08 Audio System - Noise With Rear Defogger ON
0111289 Apr 89 Automatic Transmission - Fluid Capacity Correction
074390 Jan 90 Battery - Testing and Charging Procedures
0506-04 May 06 Brakes - Brake Pad Rust Prevention
062393 Jan 93 Brakes - Disc Pad Service
062592 Sep 92 Brakes - Vibration Diagnosis and Repair
06-32-03 Nov 03 Brakes - Vibration Diagnostics
136092 Feb 92 Bumper - Painting Procedures
092790 Dec 90 Catalytic Converter - Recycling
034590 Jan 90 Clutch - Revised Adjustment Procedure
0112089 Nov 89 Code 23 (Pressure Sensor) Procedure Corrrection
09-47-07 Aug 07 Cooling System - Coolant Flushing Machines and Additives
09-45-06 Nov 06 Cooling System - Radiator Cap
09-42-05 Apr 05 Cooling System - Warranty Repair Coolant Usage
028591 Dec 91 Cylinder Head - Revised Bolt Torque Procedures
0111989 Aug 89 Diagnostic Flow Chart - D Check Mode Revision
032881 Nov 81 Double Offset (CV) Joint and Axle Boot Installation
163489 Jul 89 ECVT - Alternate Adjustment Procedure
164190 Aug 90 ECVT - Trouble Code 25 Troubleshooting
163890 Apr 90 ECVT Check Lamp - ON Intermittently, Trouble Code 21
163289 May 89 ECVT Electromagnetic Clutch Rattle Noise
163389 May 89 ECVT Valve Body Disassembly and Assembly
0606-04 Jun 06 Electrical - Low Battery Voltage Affects Other Systems
07-62-07 Jan 08 Electrical - Parasitic Battery Draw Information
073888 Oct 88 Electrical Connector - Diagnosis and Repair
073186 Nov 86 Electrical Connector Terminals - Oxidation
113288 Nov 88 Emissions - Proper Testing Procedures
0106-01 Jan 06 Engine - Bank 1, Bank 2 Clarification
02-100-06 Oct 06 Engine - Head Gasket Residue Removal Procedures
1005-13 Oct 05 Engine - Rough Idle Diagnostic Information
01-145-97 Jun 97 Engine - Tie Down Procedure to Prevent Damage
0206-08 Feb 06 Engine - Valve Guide Oil Seal Identification
0606-10 Jun 06 Engine Controls - Rough Idle/Misfire Diagnostic Tips
074289 Oct 89 Engine Cooling Fan Relay Clicking
092991 May 91 Exhaust Pipe Joint Rattle Noise
141389 Aug 89 Fuel Injector - On Vehicle Cleaning
11-63-00 Nov 00 Fuel Tank System - State Emissions Pressure Test
105690 Jan 90 Heater Control Gears - Addendum to Previous Bulletin
027089 Aug 89 Idle Speed - Adjusting Procedure For M/T & ECVT
027289 Oct 89 Idle Speed Adjusting Procedure Addendum For M/T and ECVT
Technical Service Bulletins
All Technical Service Bulletins:
Number Date Name
026688 Sep 88 Intake Boot Label - Comes Loose
0113995 Apr 95 Kats Decoater Gun - Instructions
0110988 Sep 88 Key Code - Information
0506-01 May 06 M/T - Clutch Pedal Squeaking Noise
01-156-03 Nov 03 M/T - Warranty Information Regarding Abusive Driving
028291 Aug 91 Modified 1.2L Valve Cover Gasket
113689 May 89 Operation of U. S. Certified Vehicles On Leaded Fuel
13-52-89 Oct 89 Paint - Chip Coat/ Stone Guard Coating
134788 Dec 88 Paint - Information & Cross Reference
136192 Feb 92 Paint - Water Spotting
135689 Nov 89 Paint Code Label Location
106191 Jul 91 R-12 Referigerant - Removal & Recycling Information
157989 Nov 89 Radio - Popping Noise
124388 Dec 88 Rear Seat Shoulder Belt - Availability/Information
075093R Dec 94 Rear Window Defogger Grids - Metal Tab Repair
WZQ45 Jul 91 Recall - Exhaust Leak/Noise
NHTSA89V028000 Feb 89 Recall 89V028000: M/T Dipstick Defect
NHTSA95V103006 May 95 Recall 95V103006: Seat Belt Buckle Button Breakage
134889 Jan 89 Rust Proofing Products Cross Reference
141489 Oct 89 Select Monitor - Warranty Exchange Program
141288 Dec 88 Select Monitor Kit - Usage Information
SHU0192 Jan 92 Service Helpline - Updated
SHU0394 Mar 94 Service Helpline - Updated Information
SHU0593 May 93 Service Helpline - Updates
SHU0495 Apr 95 Service Helpline Update - April 1995
SHU0694 Jun 94 Service Helpline Update - Special A/C Information
SHU0494 Apr 94 Service Helpline Update, April 1994
SHU0295 Feb 95 Service Helpline Updated
SHU9503 Mar 95 Service Helpline Updates
01-143-96 Dec 96 Service Manual - Sealants and Adhesives Updates
0111389 May 89 Service Manual Correction - Trouble Code 52
11-48-96 Jul 96 State Emission Testing - VECI Label Replacement
11-61-00 Jun 00 State Emissions Test - Fuel Filler Cap Test Procedure
125491 Dec 91 Tailgate Handle - Sticking
0114597 Jun 97 Tie Down Procedures To Prevent Engine Damage
0112591 Feb 91 Tires - Increased Life
05-47-10 Apr 10 Tires - Repair Information/Precautions
027189 Oct 89 Turbo Vehicles Maintenance Reminder
01-167-08 Sep 08 Vehicle - Recommended Fluids/Chemicals
028692 Oct 92 Water Pump - Seal Installation Manual Update
05-50-10R Apr 11 Wheels/Tires - Highway Speed Noise/Vibration/Harshness
05-37-07 Mar 07 Wheels/Tires - Tire Rotation Pattern
15-125-07 Aug 07 Wheels/Tires - Wheel Lock Installation/Removal
0113493 Apr 93 Wiper Blade - Service
0106-03 Jan 06 Wipers/Washers - Front Washer Nozzle Won't Spray
1005-07 Oct 05 Wipers/Washers - Wiper Blade Information
Vehicle: All Technical Service Bulletins
Technical Service Bulletin # 05-50-10R Date: 110427
Wheels/Tires - Highway Speed Noise/Vibration/Harshness
NUMBER: 05-50-10R
DATE: 04/27/11
APPLICABILITY: All Subaru Vehicles
SUBJECT:
Noise, Vibration and Harshness (NVH) at Highway Speeds Caused by a Tire Imbalance or Excessive Radial Force
INTRODUCTION
This bulletin is to serve as information only and is intended to help minimize steering wheel vibrations at highway speed.
DESCRIPTION
Some customers may describe a concern of a steering wheel vibration oscillation or a shim my condition at highway speeds that may be caused by
improper tire and wheel balance or excessive radial force variation (RFV).
Subaru of America Inc (SOA) recommends the use of the Hunter GSP 9700 Wheel Balance and Road Force Measurement System to properly
balance the wheel and tire assemblies "dynamically" and to measure the radial force variation of the wheel and tire assembly. While the majority of
these conditions can be greatly reduced with proper wheel balancing some road feel may be considered characteristic and can be compared to like
model vehicles with similar mileage.
Wheel Imbalance
The two most common types of wheel imbalances are static (single weight plane) and dynamic (dual weight plane). A static imbalance is best
described as a vertical imbalance when the assembly is mounted on the vehicle. A dynamic imbalance is defined as a vertical and inner/outer
imbalance while the assembly is mounted on the vehicle.
Wheel and tire assembly imbalance should be addressed first as this is the most common source of tire and wheel vibrations. A well maintained
dual weight plane balancer (commonly known as a Dynamic Balancer) such as a Hunter GSP9700 should be used to achieve the best possible
results. Balancer settings and proper maintenance are critical to obtaining the best results. Refer to the operating instructions as provided by the
balancer manufacturer for setup and maintenance instructions.
Radial Force Variation (RFV)
Radial force variation is an industrial measurement describing the tire uniformity under load. These variations, or harmonics, are measured in
kilograms, pounds or newtons. SOA asks that all weight measurements be reported using the metric system (grams, kilograms, etc).
The Hunter GSP 9700 Road Force Measurement System is capable of measuring these harmonics and displaying them as R1H (radial first
harmonic), R2H (radial second harmonic) and R3H (radial third harmonic). These different harmonic levels indicate the number of bad occurrences
per revolution.
Most commonly, radial first (R1H) harmonics are the cause of steering wheel or body related vibrations that can be felt at highway speeds. Radial
force variation can be greatly affected if the vehicle has been parked for an extended period of time causing flat spots or by improper tire inflation.
Before performing any diagnosis, be sure to drive the vehicle at least 10 miles and adjust tire pressures as indicated on the door label.
Machine Setup
SOA recommends the use of the Hunter GSP 9700 Road Force Measurement System to properly balance and measure radial force on tire and
wheel assemblies. To ensure the most accurate results, the following guidelines should be used:
^ Refer to the operating instructions to set the machine to measure in grams (for balancing) and kilograms (for radial force measurements)
^ Refer to the operating instructions to enable the dynamic balancing mode.
^ Refer to the operating instructions to disable the Quickmatch(TM) function, if available.
^ Select the "Mixed Weights Balance" mode and measure the weight location carefully.
^ Calibration should be checked at least once per week.
^ Unsure the arbor threads and base plate are clean and in good condition.
^ Measure the wheel center bore and select the proper cone for mounting the wheel to the balancer.
^ 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
WARRANTY/CLAIM INFORMATION
Technical Service Bulletin # SHU0593 Date: 930501
Modified 4EAT Pump Gasket
A modified 4EAT pump gasket is now available through normal parts channels. The new Part Number is 31339AA121 and can be easily identified
because the new gasket material is a coated steel type of gasket. This gasket was incorporated in production since November 1992 starting with the
following transmission numbers:
SVX: TRANS # 513102 AND AFTER
LEGACY: TRANS # 527022 AND AFTER
IMPREZA: ALL TRANSMISSIONS
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.)
1992MY Legacy 4EAT ATK-50 VIN Range Clarification
4-Door Sedans Station Wagons
SIA: N*600001 through N*616806 SIA: N*900001 through N*924131
FHI: N*600001 through N*605769 FHI: N*900001 through N*904476
All 1991-1992MY RHD postal vehicles regardless of VIN.
All 1993MY RHD Postal vehicles had filter kits installed during production.
Legacy Zexel Air Conditioning
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.
Legacy Compressor Belt Tension
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.
Anti-Lock Brakes For Legacy
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.
93MY Legacy "SRS" Airbag Light Stays on
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".
Legacy All Wheel Drive Fuel Gauge
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.
Legacy Knock Sensor Testing
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.
92MYSVX Auxiliary Air Valve Disconnection
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.
Alternate ECVT Pulley Alignment Formula
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.
Alternate Formula for Pulley Alignment
Technical Service Bulletin # 01-143-96 Date: 961223
Service Manual - Sealants and Adhesives Updates
NUMBER 01-143-96
DATE: 12/23/96
APPLICABILITY
ALL MODELS
SUBJECT
RECOMMENDED SEALANTS AND ADHESIVES
Please use this information to update the Genuine Subani Service Manuals section 1-3, General Information, "Sealants and Adhesives". All
products listed in this bulletin are trademarks of the 3M, CEMENDINE, DOW-CORNING, THREEBOND, STAR CALK, ESSEX, SIKA and
LOCTITE/PERMATEX Corporations.
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.
Technical Service Bulletin # 0114597 Date: 970606
Tie Down Procedures To Prevent Engine Damage
NUMBER: 01-145-97
DATE: 06-06-97
APPLICABILITY: ALL SUBARU VEHICLES
SUBJECT:
TIE DOWN PROCEDURES TO PREVENT ENGINE DAMAGE
When any Subaru vehicle is tied down, it is required that the transmission be left in neutral with the emergency brake firmly applied. The vehicle is
to be kept in neutral during transportation.
Please ensure all necessary personnel are informed of this important information.
Service Helpline Update - April 1995
SERVICE HELPLINE UPDATE
APRIL 1995
TOPIC OUTLINE
CAUTION
VEHICLE SERVICING PERFORMED BY UNTRAINED PERSONS COULD RESULT IN SERIOUS INJURY TO THOSE PERSONS OR
TO OTHERS.
Subaru Helpline Updates are intended for use by professional technicians ONLY. They are written to inform those technicians of conditions that
may occur in some vehicles, or to provide information that could assist in the proper servicing of the vehicle. Properly trained technicians have the
equipment, tools, safety instructions, and know-how to do the job correctly and safely. If a condition is described, DO NOT assume that a topic
covered in this Service Helpline Update applies to your vehicle, or that your vehicle will have that condition. Impreza is a Trademark and Legacy,
Justy. Loyale and Subaru SVX are Registered Trademarks.
Engine Testing - Back to Basics
ENGINE TESTING - BACK TO BASICS
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.
Replacing AWD Rear Wheel Bearings
REPLACING AWD REAR WHEEL BEARINGS ON LEGACY, IMPREZA AND SVX
When replacing rear wheel bearings on All Wheel Drive LEGACY, IMPREZA, and SVX vehicles, be certain not to overtorque the lateral link bolt
that secures the two transverse suspension arms to the wheel bearing housing. DO NOT AIR GUN THE BOLT OFF. The proper torque is probably
less than you think. Since the torques are different for the different models and years, refer to the appropriate manuals for the proper specs for the
vehicle you are working on. If this bolt is overtorqued, it can deform the housing and may lead to a repeat failure of the wheel bearing.
If you encounter a repeat failure of a rear wheel bearing occurring in an unreasonably short amount of miles, the housing may have been deformed
during the first repair. Replacement of the bearing and the housing may be required.
There are some other things to remember when working on the wheel bearings. Never loosen or tighten the axle nut with the weight of the vehicle
on the wheel. The vehicle should be in the air with the wheel removed prior to loosening or tightening the axle nut. If this precaution is not taken,
damage to the wheel bearing may occur. The axle nuts are NOT reusable. A new nut should be used with the new bearing. Always insure that the
new bearing is properly packed with suitable wheel bearing grease. The grease that the bearing is shipped with is NOT sufficient. Always use the
proper special tools to install the bearing and torque the axle nut to the correct specifications.
Electrical Diagnosis - Helpline and You
ELECTRICAL DIAGNOSIS, THE HELPLINE AND YOU
When you call the Subaru Technical Helpline with an electrical problem, it is IMPERATIVE that you tell us if ANY aftermarket electrical device
has been installed in the vehicle. This, of course, includes radios, CD players, alarm systems, mobile phones, two-way radios, warning lights, etc.
Without this information, we will assume the vehicle is stock and anything electrical is factory approved and our diagnosis will proceed
accordingly.
It is not important who installed it but, it must be looked at as a possible source of the problem.
If the vehicle is equipped this way, locate the power source of the equipment and disconnect it and see if the problem still persists. If not, then the
aftermarket device was no doubt the problem. If the problem still exists, the aftermarket device could still be the source of the problem due to it
possibly damaging control units during the installation process or during its operation. This, of course, is not a matter for warranty.
So, before you call us about a weird electrical problem, take a look around the vehicle and see if any of these items are there and might be the cause
of your problem.
DON'T LET A NON OEM DEVICE MAKE A PROBLEM FOR YOU! (AND US!)
2.2 Impreza AWD Fuel Senders
2.2 IMPREZA AWD FUEL SENDERS
The new 2.2 litre AWD IMPREZA vehicles have a dual fuel sending unit configuration similar to the system used in LEGACY vehicles throughout
the years. There are main and sub-senders that operate the fuel gauge. The senders are wired in series, just like the LEGACY.
You will find the sub-sender listed in the parts books but not shown in the illustrations.
Cruise Control - Use of Select Monitor
CRUISE CONTROL AND THE USE OF THE SELECT MONITOR
Some SUBARU cruise control modules will communicate with the select monitor. The presence of the C/C option on the select monitor screen
when scrolling through "/OTHERS" indicates that communications may be possible. However, as opposed to the other computers on board, the
cruise computer can be turned on and off by the main cruise control switch. The cruise main switch must be ON for communications to occur. Also,
the cruise control computer must have its powers and grounds and be able to function. This is not to say that the cruise control system must be
functional. (If it worked, you wouldn't be working on it!). If communications won't occur, "ERROR 1" will be displayed.
Cruise Control Corrections - 95 Legacy
1995 LEGACY CRUISE CONTROL CORRECTIONS
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.
Service Helpline - Updated Information
MARCH, 1994
HELPLINE UPDATE
(01) JUSTY DIAGNOSTICS
(07) 1990MY-PRESENT LOYALE FUEL PUMP CONTROL UNIT WIRING DIAGRAM
(07) 1992 SVX ROMs
(12) 1993 SIA BUILT LEGACY, HEADLINER DROOP
(07) BATTERY CHARGING
(11) LEGACY CODE 32 O2 SENSOR
(14) TRANSMISSION PRESSURE GAUGE SET
(05) 1991 LEGACY COMPLAINT OF BANGING OVER BUMPS, ESPECIALLY PREVALENT IN THE RIGHT REAR
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.
1990-Present Loyale Fuel Pump Control Unit Wiring Diagram
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.
1992 SVX Roms
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.
1993 SIA Built Legacy, Headliner Droop
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
Batteries low in voltage (below 11.6) need to be specially charged.
A battery at this voltage is heavily sulfated and needs either a very long, slow charge, or a very high initial charge voltage.
If a standard automotive charger is used, the battery should be left on the charger for at least two days. Since the acid in this battery will mostly be
stratified, it needs sufficient over charge to mix. Even after a two day charge, the battery still may only come to 60-80Z of capacity and may need to
be cycled to come to full charge. If possible, once the battery is fully charged by this method, it's advisable to charge at 1 amp for 24 hours constant
current.
A battery that is below 11.6 volts can also be hydrated. That means there is lead sulfate in the separator that will form lead shorts once the battery
charges. Because of these shorts, the battery may self discharge once the battery has been recharged.
If a standard charger is used with a maximum voltage of 14.8 volts and the battery is getting hot on charge, it is a good indication that the battery
has internal shorts.
If a boost charger can be used, a deeply discharged battery can be placed on the high setting up to 30 minutes. This will help the recharge reaction
get started. After a boost charge for 30 minutes, the battery still needs at least an 8 hour slow charge. But, the battery may only reach a 60-80% state
of charge.
Batteries from 11.6 to 12.1 may also be somewhat difficult to charge, and may need extra time to reach full capacity.
With any low voltage battery, it's good to give it a second charge after the battery has been sitting for at least a day.
It is always good to check gravities to determine if all the cells are charging equally. Gravities that differ more than 30 pts. may indicate some
potential problem with the battery. Gravities greater than 50 pts. between cells should be replaced.
Legacy Code 32 O2 Sensor
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
memory and test drive and confirm that Code 32 does not reappear in memory.
Transmission Pressure Gauge Set
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 Noise In Rear Over Bumps
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
Loyale and Legacy HLA Noise
Should you encounter a Legacy or an Impreza with noisy hydraulic lash adjusters (HLA) which do not pressurize during normal running, the cause
may be a partially blocked oil passage in the rocker shaft. Also, Loyale vehicles, especially those with higher mileage, may have an oil flow
problem due to the oil pump. When checking oil pressure, it may be within specifications but the volume of oil may not be sufficient. In this case, it
is recommended the oil pump be replaced.
Impreza Rear Strut Noise Production Change
The Impreza rear strut was modified in production to eliminate a thumping noise when hitting bumps in the road. The production change was made
beginning with February 1, 1993, and later with lot number NA19 and later. The lot number is located just under the lower spring saddle on the
strut housing.
Lot number explanation: N=93 (year) A=January (month) 19=day of month.
In the lot number, the year designation runs backwards in the alphabet:
N=93 M=94 L=95, etc.
If you have questions, contact the Technical Helpline.
ECVT Trouble Code 31
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.
ECVT - Select Monitor Speed Sensor Reading
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).
SVX Complaints of No Heat From Dash Vents
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.
Legacy Trim Item Characteristics
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.
Customer questions and concerns continue to surface on these items.
Listed are a few of these characteristics for 1993:
^ 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.
Legacy Door/Ignition Key Code Location
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.
Service Helpline - Updated
JANUARY, 1992 UPDATE
TOPIC OUTLINE
MANUAL TRANSMISSION GEAR OIL
A/T THRUST BEARING IDENTIFICATION
JUSTY ECVT CABLE AJUSTMENTS
L-SERIES OHV ENGINE - ENGINE WILL NOT SHUT-OFF
XT6 MPS CONTROLLER SET
SVX SECURITY SYSTEM
ABS CONTROL UNIT CODE 10
SVX CODE 27 02 SENSOR (LH)
SVX AND LEGACY BRAKE LIGHTS STAYING ON
SVX (SRS) SUPPLEMENTAL RESTRAINING SYSTEM "AIR BAG"
Manual Transmission Gear Oil
We are still hearing about some complaints about gear clash (grinding) during shifting. Remember that the only Subaru approved gear oil Part
Numbers are as follows:
K0324F0091 For Justy Models
K0324AA093 For All L-Series, XT and Legacy
We recommend using these gear oils first before performing extensive internal repairs, synchronizer, drive, driven gear replacement.
NOTE: 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/T Thrust Bearing Identification
Here are a couple of ideas to help you out if you ever get your thrust bearing placement messed up. First, pull out your Service Manual and refer to
the line drawing. For Legacy, it's 3-2 [SOCO]. You can identify which way the bearing goes by carefully noting which way the outer shoulder is
pointing in the drawing. Also, as you assemble the transmission, note that the outer shoulder of the thrust bearing always mates with the component
that locates the bearing laterally, either through a recess or raised tabs. Keeping this in mind, it's easy to figure out which way a thrust bearing fits,
even without using the drawing. This is true for all thrust bearings not just those used in Subaru automatic transmissions. Finally, to keep from
mixing up similarly sized bearings with different thicknesses, refer to the applicable Parts Catalog which will list the bearing dimensions.
Justy ECVT Cable Adjustments
Before attempting to repair ECVT driveability complaints make sure the throttle cable from the gas pedal to the carburetor or MPI throttle body bell
crank is properly adjusted. With the gas pedal at rest, carefully measure from the horizontal center of the pedal pad to the floor or carpet, the
measurement must be between 3-7 mm or (0.12-0.28 in.) for the micro switches to disengage according to pedal depressions. Remember to remove
the driver's floor mat before measuring. Then, adjust the ECVT cable from the carburetor or MPI injector (depending on fuel system) bell crank to
the valve body. The specification is 0.5 mm (0.020 in.) of thrust freeplay.
If carbureted, the vehicle must be fully warmed-up (no choke interference). Have another Tech hold the gas pedal to the floor. Using a felt marker,
put a mark on the cable just after the black rubber cable protector. Check the measurement against the spec.
Some helpful hints:
^ 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.
NOTE: 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.
L-Series OHV Engine - Engine Will Not Shut-Off
Recently a technician contacted the Tech Helpline asking for information as to the cause of why the engine in a customer's hatchback does not shut
off when the key is removed. The technician found that the PTC wire (choke heater) had been connected to one of the duty solenoid wires in a
previous repair attempt. Since the PTC was hooked-up directly to battery positive and not through the relay to the ECU, the ignition switch was
bypassed and the wire feeding current to the duty solenoids also feeds the positive side of the coil causing the engine to remain running even when
the ignition is off. One possible explanation as to why the PTC was attached to the duty solenoids is the choke may have been staying on fouling
the spark plugs. Remember the PTC (choke) is turned on and off by the ECU which is looking for a tach signal from the distributor magnetic
pick-up coil. If pick-up coil signal is weak or non-existent, the following components may be affected:
ECU - memory showing vehicle I.D. code Fuel pump operation KDLH solenoid automatic transmission Choke (PTC) ASV (Air Suction Valves)
on all the time
If you think you may have some of these symptoms call the Tech Helpline for more information.
XT6 MPS Controller Set
When installing this kit (see Subaru Service Bulletin Number 04-07-91 dated 12-23-91), it is necessary to run a wire (Harness B) from the motor
pump to check connector F62. Since F62 is a check connector located under the hood and up to now has had nothing plugged into it, it may have
collected some dirt and debris. This could affect the continuity of Harness B when it's plugged into F62. Always check F62 and clean it up if
necessary before installing the connector in Harness B.
SVX Security System
Battery charge level is critical to the security system control unit operation, especially after the vehicle is delivered to the customer. If the voltage
falls below 9 volts the security system control unit will lose programmed memory. This will cause the parking lights to flash approximately one
flash per second indicating the need for key pad programming of the five memory slots. If the vehicle is not programmed, control unit damage will
result. Refer to Service Bulletin 15-90-91, Security System Precautions, found in Volume 13.
Legacy ABS Control Unit Code 10
According to Tech Helpline compiled information, all Code "10" trouble codes to date have been corrected by ABS control unit replacement. If you
receive a Legacy with Code 10 ABS trouble code, swap the control unit with a known good ABS control unit. Also, if you know of a Code 10
complaint where a control unit alone did not fix the ABS system, please send in a completed QMR.
SVX Code 37 02 Sensor
If after confirming no wiring problems exist between the ECU and the 02 Sensor and that the 02 Sensor appears to be operative (no physical
damage), then cam shaft timing, cam gears, spring washer sprockets will need to be examined. Also, we have found that one intake cam out of
timing specification will cause the 02 Sensor's readings to differ from side to side. Call the Tech Helpline for further instructions on diagnosis and
repair.
SVX and Legacy Brake Lights Staying On
Intermittent brake light fuse blowing may be related to a faulty stop lamp checker located in the tail light circuit panels. The checker can cause the
system to backfeed and keep the brake lights illuminated. The Tech Helpline can give you further diagnostic instructions if you think you have this
complaint.
SVX (SRS) Supplemental Restraint System "Air Bag"
Some recent developments that may not have been covered during SVX Update Training. An SVX involved in an accident where the air bag was
deployed will require the following components to be replaced everytime:
Air Bag Module Assembly *Steering Column
*The steering column has an energy absorbing collar which upon severe impact is not repairable.
The following components need to be visually and diagnostically inspected in accordance with applicable Service Manual procedures to ensure
proper operation:
Front Sensor Assemblies Steering Wheel Combination Switch SRS Control Unit Main Harness
Don't forget to clear the code in memory once the repairs to the system are complete. The normal warning light sequence of "on" for five (5)
seconds and "off" for at least 30 seconds, will ensure that all components are electrically correct. But the trouble code in memory from the accident
will remain in memory until it is removed by the technician. Those instructions for clearing codes from memory can be found in Section 5-5
(T1DO).
There is also an addition to the SRS test harnesses which is a special test resistor. Information on the use of the test harnesses and resistor can be
found in the Subaru Supplemental Restraint Video Kit Part Number MSA5AV135K. Look for this kit to be released shortly. If you need more
information, contact the Tech Helpline.
Electrical Connector Terminals - Oxidation
NUMBER: 07-31-86
DATE: 11-24-86
APPLICABILITY
ALL SUBARU VEHICLES
SUBJECT:
OXIDATION OF ELECTRICAL CONNECTOR TERMINALS
THIS BULLETIN IS FOR INFORMATION ONLY
If you encounter an electrical connector terminal which has become oxidized because of prolonged moisture exposure, this procedure will prevent
reoccurance.
Material Needed:
^ one tube of dielectric silicone grease
(manufacturers: Standard Motor Products, Permatex, Delco, Motorcraft, etc).
^ one spray can of electrical contact cleaner
(manufacturers, CRC, Peramtex, etc.).
THE PROCEDURE FOR PREVENTING OXIDATION OF CONNECTOR TERMINALS
1) Unplug the connectors and clean the terminals thoroughly with contact cleaner. Use compressed air to dry the terminals.
2) Fill both sides of the connectors with dielectric silicone grease. See Figure 1.
3) Plug the connectors together and wipe-off the excess grease.
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 238945
Station Wagon 449576 AND ON
XT Coupe 315672
Brakes - Vibration Diagnosis and Repair
NUMBER: 06-25-92
DATE: 09-08-92
APPLICABILITY:
ALL SUBARU MODELS
SUBJECT:
BRAKE VIBRATION DIAGNOSIS AND REPAIR
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. When using an on-the-vehicle resurfacing lathe:
a. 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.
2. 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.
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.
CHECKING PROCEDURE FOR BRAKE ROTOR RUN OUT
1. Measure free play of bearing by pushing and pulling hub in an axial direction.
a. Confirm free play of bearing in an axial direction is 0.05 mm or less.
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.
The rotor specifications should be used to determine if a rotor is to be replaced or resurfaced.
BRAKE SERVICE FACTS
1. 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. Resurfacing rotors is not a recommended repair for brake noise.
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.
A/C System Servicing
NUMBER 10-53-89
DATE 10-18-89
APPLICABILITY ALL SUBARU MODELS EQUIPPED WITH
AIR CONDITIONING
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.
Heater Control Gears - Addendum to Previous Bulletin
NUMBER 10-56-90
DATE 1-29-90
APPLICABILITY '87 TO '89 "L" SERIES AND XT MODELS
SUBJECT: 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 252366} and on
Station Wagon 470962} and on
3 Door Coupe 809197} and on
XT 322979} and on
NOTE: Heater gears past this modification should not be replaced for synchronization complaints. Use Service Bulletin 10-50-89 to align and
adjust the gears.
A/C - Oil Specification
NUMBER: 10-65-94
DATE: 03-08-94
APPLICABILITY
ALL SUBARU MODELS
SUBJECT:
PROPER OILS FOR SUBARU A/C SYSTEMS
With the release of new vehicles with non-CFC (R134A) A/C systems, it has become even more important that the proper oil be used in each type
of system. Refer to the reference chart below to select the proper type oil.
REMEMBER, DON'T MIX TYPES OF OILS!!!
OIL CHART
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.).
A/C - Compressor and Suction/Discharge Hose Installation
NUMBER: 10-62-91
DATE: 09-20-91
APPLICABILITY '89 TO PRESENT JUSTY MODELS
SUBJECT: WYNN'S JUSTY A/C SOA329A110 AND SOA329A112
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. The tag must face the engine.
b. Oil fill plug on the top.
c. Clutch wire to the top.
d. The letters "S" and "D" for suction and discharge found on the back of the compressor must face up.
II. Suction and Discharge Hose Installation:
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
upside down.
a. The system will not engage without jumping the trinary switch.
b. The system will not accept the full 22 ounces of R-12 refrigerant.
c. The manifold gauge pressures will be opposite.
Example: low side; needle to maximum reading,
high side; extremely low reading.
NOTE: ALWAYS CONSULT THE (GENUINE SUBARU ACCESSORY) INSTALLATION INSTRUCTIONS PROVIDED IN THE A/C KIT.
Accessory Changes and Revisions
NUMBER: 15-68-89
DATE: 03-13-89
APPLICABILITY ALL 1989 MODELS
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. The basic A/C kits will remain the same. See the A/C Application Chart.
b. The A/C kit for the 89 Justy has been completely revised. P/N SOA332A110, see the A/C Application Chart.
1. The Justy A/C kit changes are as follows:
- 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.
5. 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.
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. Same as 1988 applications and features.
Fog Lights
a. Changes and revisions for 1989 include:
1. 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.
Roof Rack
a. Changes and revisions for 1989 include:
1. 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.
Front End Cover
a. All new for 1989.
1. 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.
Body Side Moulding
a. New for 1989 DL Justy
1. P/N SOA449L103 fits all DL Justy models - black only.
Wheel Covers
a. New for 1989 DL L-series models and 1989 Justy changes.
1. Starburst wheel cover P/N SOA4721101 fits all L-series and XT models except XT6.
2. The 12" Justy wheel cover P/N 723832101 will only fit '87 - '89 DL Justy models. GL models use 13" wheels.
3. 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. New for all 1989 models.
1. Carpeted floor mats made of 13 oz. nylon carpet
2. Slip resistant backing
3. Rubber Subaru logo
5. Two part numbers blue and gray; one size fits L-series and XT models.
6. One part number for gray mats fits all Justy models.
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.
1989 Subaru Accessories Application Table
A/C Service Valve - Size Changes
NUMBER 15-61-88
DATE 9-20-88
APPLICABILITY ALL 1989 MODELS EQUIPPED WITH FACTORY OR
ACCESSORY AIR CONDITIONING SYSTEMS
SUBJECT: SIZE MODIFICATION OF THE A/C HI PRESSURE-DISCHARGE SERVICE VALVE
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.
Service Helpline Update - Special A/C Information
SUMMER, 1994
TECHNICAL HELPLINE
SPECIAL AIR CONDITIONING
SUPPLEMENT
By the time you get this special Supplement of the Subaru Technical Helpline Update, it will officially be summer. Many parts of the country have
already experienced high temperatures/high humidity and people are reaching for the A/C button on their dashboards.
To assist you in your repairs of Subaru Air Conditioning Systems, we have compiled all of the A/C Helpline Updates and put them into this
Supplement for handy reference. Along with previous information is some new information that we hope will be helpful to you.
As is always the case, if you have any questions or helpful information, contact the Helpline.
A/C Compressor Disengagement
If faced with a customer complaint of compressor disengagement after turning the system on and everything appears to be functioning correctly,
don't forget to check the evaporator thermoprobe/thermoswitch.
The evaporator thermoprobe is mounted in the fins of the evaporator and monitors evaporator temperature to prevent the evaporator from freezing
up. It does this by cycling the compressor on/off as necessary. If the thermoprobe fails, it most likely will allow the compressor to engage initially
but will open the circuit for the compressor, turning it off and then will remain open. The compressor can be engaged again by turning the A/C
main switch off, then on again. However, the thermoprobe will again open the circuit and will not close to engage the compressor.
To check the thermoprobe is simple. Locate the connector for the thermoprobe under the dash near the glove box and disconnect it. Now jump
across the harness side of the connector (refer to the correct Service Manual for the vehicle you are working on for the correct wires to connect). If
the compressor now engages and stays engaged, you have most likely found the problem with the system. of course, there are other components of
the system that can cause a similar problem but, this check is an easy one to perform and, in most cases, is the source of the problem.
Dash Vents Mist
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.
A/C Service Oil Adjustment
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.
SVX Zexel Auto A/C
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.
The Use of A/C Refrigerants Other Than R-12
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.
HFC134A Air Conditioning Refrigerant
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.
Refrigerant Cross Contamination
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:
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.
Oz-12 the Facts
There will be a complete phase-out of R-12 production in the United States by the end of 1995.
The product OZ-12 is 70% liquefied petroleum (LP) gas (.3% isobutane, 24% butane and 45% propane, by volume). Unlike freon, LP gases are
extremely flammable.
Leaking vehicle air conditioning systems containing flammable refrigerants could discharge the product into the passenger compartment of the
vehicle, causing a hazardous condition.
Air conditioning technicians servicing air conditioning systems in vehicles may be exposed to hazardous conditions if they are not aware of the
flammability of this product.
Thirteen states and the District of Columbia have laws forbidding the use of flammable products in vehicle air conditioning systems.
OZ-12 is on the U.S. Environmental Protection Agency's proposed list of non-approved refrigerant replacements.
There is insufficient testing and documentation of this and other flammable freon replacements to assure their safe use in vehicle air conditioning
systems.
At the request of the EPA, and based on an accident reported and complaints received, the U.S. Department of Transportation Office of Defects
Investigation has initiated an investigation concerning the use of OZ-12.
There are an estimated 50,000 vehicles nationwide, in which this product is being used.
DO NOT USE THIS PRODUCT!
A/C Diagnostic Aids
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.
A/C Pulser System Electrical Diagnosis - 89MY, 90MY Loyale
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.
1. Start engine and engage the A/C system.
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.
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.
^ Compressor pick-up sensor
^ Evaporator thermostat
^ Loose wires on ignition coil
^ Pulse amplifier
^ Mode panel assembly (provides a ground to evaporator thermostat)
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.
Justy Air Conditioning Information
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. All Hitachi A/C Kits use a pulser system.
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. Wynn's Kits do not use a pulser system.
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.
Air Conditioning Evaporator Odor
As outdoor temperatures rise, so do the complaints of evaporator musty odor. To help control the amount of bacterial growth within the evaporator
case (which causes the odor), perform the following:
^ 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.
^ 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.
Legacy A/C Compressor
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.
Legacy Zexel Air Conditioning
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.
Legacy Compressor Belt Tension
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.
93MY Impreza Air Conditioning Inoperative
After verifying that the system has an adequate charge of R-12 using a manifold gauge set and jumping the compressor to engage it, check the
mode control panel. If an open circuit is found, the problem may be a poor connection at connector F-33 to I-6.
LOYALE FACTORY INSTALLED A/C DOES NOT OPERATE
We have received reports of connector F66 (a black 21 pin connector located behind the fuse box) being partially unplugged. This connector has
wiring for the pulser system and various A/C components, including the mode switch. Always check the basics; fuses, connectors and pressures.
SVX AUTO A/C DISPLAY DEGREES CELSIUS TO DEGREES FAHRENHEIT
During PDI and if you receive a customer complaint of the temperature display reading in Celsius not Fahrenheit, perform the following:
^ 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.
Engine - Tie Down Procedure to Prevent Damage
NUMBER: 01-145-97
DATE: 06-06-97
APPLICABILITY
ALL SUBARU VEHICLES
SUBJECT
TIE DOWN PROCEDURES TO PREVENT ENGINE DAMAGE
When any Subaru vehicle is tied down, it is required that the transmission be left in neutral with the emergency brake firmly applied. The vehicle is
to be kept in neutral during transportation.
Please ensure all necessary personnel are informed of this important information.
ECVT Electromagnetic Clutch Rattle Noise
NUMBER 16-32-89
DATE 05-10-89
1989 ECVT JUSTY
SUBJECT: ELECTROMAGNETIC CLUTCH RATTLE NOISE
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.
Brakes - Disc Pad Service
NUMBER
06-23-93
DATE
01-12-93
APPLICABILITY
ALL SUBARU MODELS
SUBJECT:
DISC BRAKE SERVICING
The disc brake system used on vehicles today are designed and developed to meet many different but very strict requirements while providing the
optimum level of performance under a wide range of vehicle operating conditions.
The choice of brake pads is ultimately a balanced choice. As a result, a certain amount of brake noise can result. The pads used on today's vehicles
may cause an occasional and intermittent high-pitched squeak or squeal when brakes are applied with light or moderate pedal pressure. If the brake
system is confirmed to be functioning correctly, the customer should be assured that this is an operating characteristic of disc brakes and no repair
should be attempted.
Efforts to completely eliminate the occasional and intermittent noises that are judged to be normal, are frequently temporary. All brake noises
should not arbitrarily be considered normal, however. They should be diagnosed as outlined in the appropriate model year service manual. An
example of a similar noise requiring corrective action is the constant high-pitched squeal that is emitted by the disc brake wear warning sensor
when brake pads are excessively worn.
Cylinder Head - Revised Bolt Torque Procedures
NUMBER: 02-85-91
DATE: 12-19-91
APPLICABILITY ALL 1985-1992 1.8L OHC ENGINES
ALL 1987-1992 1.2L JUSTY ENGINES
SUBJECT: REVISED CYLINDER HEAD BOLT TORQUE PROCEDURES
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. Tightening is done in 4 steps:
1) 39 N-m (4 Kg-m, 29 ft.lb.)
2) 73 N-m (7.5 Kg-m, 54 ft.lb.)
3) Back off the head bolts 90 or more in the reverse order of the tightening sequence.
4) 70-77 N-m (7.1-7.9 Kg-m, 51-57 ft.lb.)
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.
Water Pump - Seal Installation Manual Update
NUMBER: 02-86-9
DATE: 10-13-91
APPLICABILITY
ALL JUSTY MODELS 1.2 LITER ENGINE
SUBJECT:
WATER PUMP ASSEMBLY
A. 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.
* Loctite is a subsidiary of the Permatex Corporation.
B. 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".
Exhaust Pipe Joint Rattle Noise
NUMBER 09-29-91
DATE 05-09-91
APPLICABILITY 1987 THROUGH 1991 JUSTY VEHICLES
WITH FLEX JOINT STYLE EXHAUST PIPE
SUBJECT: EXHAUST PIPE JOINT RATTLE
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
(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/ OPERATION LABOR
FAILURE CODE NUMBER DESCRIPTIONS TIME
EXHAUST PIPE A239-041 FLEX JOINT WASHER 0.3
FLEX JOINT WASHER INSTALLATION
EAF-48
Technical Service Bulletin # WZQ45 Date: 910715
Recall - Exhaust Leak/Noise
NUMBER: WZQ-45
DATE: July 15, 1991
APPLICABILITY:
All 1987-1990MY Justy Vehicles
SUBJECT:
EPR Exhaust Noise
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
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) Apply the Campaign Completion Label.
5) All replaced EPRs must be handled according to the current SOA warranty parts policy.
CAMPAIGN IDENTIFICATION LABEL
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.
OWNER NOTIFICATION MATERIALS
OWNER LETTER
July, 1991
SUBARU OF AMERICA
Subaru Plaza
P.O. Box 6000
Cherry Hill, NJ 08034-6000
Dear Subaru Owner:
Subaru of America has determined that some 1987 through 1990 model Justy vehicles may experience a possible exhaust gas leak upstream of the
rear catalytic converter. If your vehicle has developed a noticeable exhaust noise, you should contact your Subaru Dealer who will replace the rear
exhaust pipe with an improved part and a new muffler at no cost to you regardless of your vehicle's age or mileage.
Please contact your Subaru Dealer for corrective action. The labor time to perform this campaign procedure is approximately 40 minutes. However,
please plan to leave your Subaru vehicle at your Subaru Dealer for the full day of your scheduled appointment to allow the dealer some flexibility
in scheduling other customers.
You must present the enclosed two-part Recall Certification/Repair Order Form to our Subaru Dealer at the time this determination and repair
procedure is performed. If you lose this form, please contact the Customer Relations Department of the Subaru Distributor/Region responsible for
your area shown on the map in this letter. You will then be sent a new form. If you are no longer in possession of this vehicle, please complete the
enclosed prepaid postcard and mail it to us so that we may update our records.
In the event that you paid for these repairs, you may be entitled to reimbursement for the rear exhaust pipe and attachment hardware repair costs.
Please send the original service repair order, which has complete information including date of repair, vehicle mileage, vehicle identification
number and your name, with correct address and telephone number, to the address listed below within 90 days from the date of this letter.
Recall Headquarters Subaru America P.O. Box 6000 Cherry Hill, NJ 08034-6000
Please send original receipts only and retain a photocopy for your records. Please be assured that we will attempt to process your reimbursement
request as quickly as possible, but it may take as long as 90 days for this process to be completed.
We regret any inconvenience this may cause you. However, we have taken this action in the interest of your continued satisfaction with our
product.
Service Helpline Updated
FEBRUARY 1995
NEW PROCEDURES FOR HANDLING YOKOHAMA TIRE COMPLAINTS
Yokohama Tire Corporation, one of the suppliers of original equipment tires for Subaru, has asked for our assistance in ensuring speedy and
effective handling of Subaru customer complaints regarding Yokohama Tires.
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:
^ Have all of the vehicle information in front of you.
^ Identify yourself as a Subaru dealer calling on behalf of your customer.
^ 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
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.
Tires - Increased Life
NUMBER 01-125-91
DATE 02-15-91
APPLICABILITY ALL SUBARU VEHICLES
SUBJECT: INCREASING TIRE LIFE
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.
Code 23 (Pressure Sensor) Procedure Corrrection
NUMBER 01-120-89
DATE 11-10-89
APPLICABILITY CORRECTION TO 1989 MY JUSTY SERVICE MANUAL
PUBLICATION G406BE
SUBJECT: TROUBLESHOOTING PROCEDURE FOR TROUBLE CODE 23 (PRESSURE SENSOR)
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.
A/t - Torque Converter Installation On 4-Speed
NUMBER 16-35-89
DATE 11-30-89
ALL VEHICLES EQUIPPED WITH 4-SPEED AUTOMATIC
APPLICABILITY TRANSMISSION (4EAT)
SUBJECT: 4-SPEED AUTOMATIC TRANSMISSION TORQUE CONVERTER INSTALLATIONS
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.
Fuel Injector - On Vehicle Cleaning
NUMBER 14-13-89
DATE 08-16-89
ALL SUBARU VEHICLES WITH FUEL INJECTION
SUBJECT: ON-CAR FUEL INJECTOR CLEANING
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:
^ effective on-car cleaning without injector removal.
^ entire cleaning operation can be completed quickly.
^ fuel injector cleaner uses readily available inexpensive fuel injector cleaning fluid.
^ low cost compared to fuel injector parts replacement costs.
^ 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.
^ J35800-15 Kent-Moore Fuel Injector Cleaning Fluid
^ 1050002 GM Top Engine Cleaner
^ X66-P AC-Delco Carburetor Tune-up Conditioner
Although designed specifically for GM port fuel injected engines, the fuel injector cleaner can be easily adapted for use on Subaru vehicles.
Figure 1 - Fuel Injector Cleaner Schematic
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.
Diagnostic Flow Chart - D Check Mode Revision
NUMBER
01-119-89
DATE
08-16-89
APPLICABILITY
1989 JUSTY SERVICE MANUAL
SUBJECT:
SERVICE MANUAL CORRECTION D-CHECK MODE (DIAGNOSTIC CHART)
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.
Battery - Testing and Charging Procedures
NUMBER 07-43-90
DATE 01-22-90
ALL SUBARU MODELS 1977 TO PRESENT INCLUDING
APPLICABILITY LEGACY AND LOYALE VEHICLES
SUBJECT: BATTERY TESTING AND CHARGING PROCEDURES
Attached is the manufacturer's testing and charging procedures for OEM and Subaru replacement batteries.
Part Number Application Specifications
SOA4071110 All models 1977 to present ^ Group size: BC1 = 21
except Legacy vehicles ^ Reserve capacity at 27~C
(80.6~F) = 90 minutes
^ Cold cranking amperes (CCA)
at -18~C (0~F) = 525 amps
^ Maximum recommended charging or
operating temperature = 52~C (125~F)
^ Weight 33 lbs.
SOA4071120 All Legacy models ^ Group size BC1 = 35
^ Reserve capacity at 27~C (80.6~F) = 110 minutes
^ Cold cranking amps (CCA) at -18~C (0~F) = 490 amps
^ Maximum recommended charging or
operating temperature is 52~C (125~F)
^ Weight 37 lbs.
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 - 1.299 Full Charge
1.235 - 1.265 3/4 Charge
1.205 - 1.235 1/2 Charge
1.170 - 1.205 1/4 Charge
1.140 - 1.170 Barely Operable
1.110 - 1.140 Completely Discharged
Testing Procedures -
Safety Precautions
Visual Inspection
1) Inspect battery exterior for damage or cracks.
2) Inspect for loose or broken terminals.
3) Inspect for cause of battery damage.
Important - Replace damaged battery after the cause is determined and eliminated.
Check State of Charge
1) Connect digital voltmeter across battery terminals. Read voltage with no current flowing.
2) If voltage is less than 12.45, charge battery.
3) 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
value of the specific gravity.
Example: 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 Freezing Point
1.280 ----- - 90~F
1.250 ----- -62~F
1.200 ----- -15~F
1.150 ----- +5~F
1.100 ----- +19~F
1.050 ----- +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.
Load Test Battery
Important - Surface charge must be removed, if necessary, before proceeding with load test. See "State of Charge Check."
1) Attach variable carbon pile load test to battery terminals.
2) Apply load test value of 1/2 of CCA rating. At 15 seconds, read battery terminal voltage. Then turn off load.
*NOTE: The OEM battery model identification number is molded
into its top surface. Refer to the following chart for CCA ratings of batteries used in recent years.
Model Number Cold Cranking Amps.
5OD20R-MF 306 CCA
55D23L-MF 356 CCA
55D23R-MF 356 CCA
65D23L-MF 420 CCA
65D23R-MF 420 CCA
75D23L-MF 356 CCA
75D23R-MF 490 CCA
SOA4071110 (Replacement Battery) 525 CCA
SOA4071120 (Replacement Battery) 490 CCA
If battery being tested is not listed above, consult the specification chart in the Service Manual for model number and CCA rating.
3) Determine battery temperature by touch and compare voltage reading with load test table.
4) If voltage is less than table, replace battery. If equal to or greater, return battery to service.
Charging Information -
Single Battery Charging
Charger should be capable of delivering at least 60 amp rate of charge with adjustable charge rate.
1) Connect battery to charger.
2) Connect charger to power source.
3) Set charger to high setting and charge battery.
4) Monitor battery hourly for spewing, gassing or heat above 125~F. If this occurs and charging voltage is 16 volts or below, replace battery. If
over 16 volts, allow to cool, then resume charging at reduced rate to avoid these conditions.
5) Check charge acceptance hourly. If voltage is below 16 volts, continue charging. If 16 volts or above, check charge rate in amperes. If 5
amperes or above, continue charging. If below 5 amperes, battery is sufficiently charged.
6) Unplug charger, then disconnect from battery.
7) Remove surface charge. See "State of Charge Check".
8) Load test battery.
Important - Age, capacity, state of charge and type of batteries
vary. Closely monitor batteries during any charging procedure.
Important - Clean all terminals and make sure all electrical
connections are tight.
Important - Battery should be charged at room temperature. After
charging battery, follow the load test procedure.
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
1985 & Up L-Series MPFI Improper Engine Operation/2000 RPM
When attempting to diagnose for a loss of injection, cutting out, dramatic surging, or any other similar complaint occurring mostly when cold, but
always over 2000 rpm, check the alternator for overcharging. Excessive voltage (over 15v) may disturb the computer's ability to correctly control
the various systems of the vehicle.
Impreza - Air Suction Valve Noise
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.
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.
Legacy & Impreza Engines With No Injection Pulse #1 Cylinder
Built into the fuel injection control unit is logic that will shut off the # 1 injector if the computer believes that it can no longer control the Idle Air
Control valve. Remember this while trying to diagnose a "hard" code for the Idle Air Control Valve or a dead miss in number one cylinder due to
no injection at idle. A problem in the Idle Air Control valve circuit can be responsible. (Component testing shows that it most likely is not the valve
itself.)
Another unusual computer response is if the computer is deprived of its "back up power supply". If deprived of this power, some computers will
generate a false code for Idle Air Control valve and kill the injector for cylinder # 1. The pin location of this power supply can be found in the
Control Unit Module I/O Signal pages of the appropriate Service Manual.
Accessory "Outback" Wheel Covers
When installing "Outback" wheel covers, the protective vinyl caps must be removed from the pins on the back of the wheel covers prior to
installation. Failure to remove these caps will either cause the covers to not snap on completely. resulting in the covers falling off, or cause the
covers to snap on so tightly that they are virtually unremovable without damaging or destroying them. See the installation instructions.
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) Charged and returned to service
2) Wrong battery was received
3) Frozen battery (discharged batteries will freeze)
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.
Diagnosing Noises Over the Phone
When encountering a noise that you are having difficulty diagnosing, please feel free to call the Technical Helpline for assistance. The conversation
should be limited to asking, "Have you ever heard of this kind of noise under these kinds of conditions?" If we have, we may be able to save you
some time in diagnosis. If we have not, however, we are really not in any position to assist you. You are there, hearing the noise, hearing where it is
coming from, when it comes and when it goes. We are not.
If we have never heard of the noise before, you are in the best position to diagnose the vehicle. Listen for the noise, locate it, and repair as
necessary. If you have isolated the noise down to a particular part, again, we may be able to help by answering, "Have you ever heard of a noise
like this from this particular part?" We may have some information regarding changes to that part. If you had previously called and we did not have
any information to assist you, and you have subsequently diagnosed and repaired the vehicle, we would appreciate a call to let us know what was
repaired so if someone else calls in the future we can assist them with the information received from you.
ECVT Loss of Line Pressure
When diagnosing an ECVT transmission that has a severe slipping condition, check to see if you have line pressure. If there is no pressure, there
are a couple of likely causes. One, with which you may already be familiar, could be a severely cracked secondary pulley. Another, which you may
not be familiar with, could be an oil pump drive shaft that has disengaged from the oil pump impeller shaft.
The engine end of the oil pump drive shaft has a clip on it to limit how far it can penetrate the flex-plate. This clip may become damaged during
installation after a repair (especially if the transmission was removed without removing the engine). Also, if there is excessive wear in the splines of
the driveshaft and/or flex-plate, the play in the spline area may break the clip. In either case, without the clip, the oil pump drive shaft can walk far
enough into the flex-plate to disengage from the oil pump impeller shaft, causing the pump to stop.
During your inspection of components, look for a missing clip on the oil pump drive shaft and check the fit of the shaft into the flex-plate. If there
is excessive play, replace both the drive shaft and the flex-plate.
Note:
Never try to withdraw the oil pump drive shaft out through the oil pump end of the transmission. This will damage a seal inside the transmission
input shaft.
Impreza - Installing Fog Lamp Kit
When installing a 1995 Impreza foglamp kit, pay close attention to step # 9 "Interior Installation". If the Red/Black wire is mistakenly attached to
the Red/Blue, the foglamps will only work when the rear defogger is turned on. The Red/Black should be attached to the corresponding Red/Black
at the fuse box.
Legacy - 1995 Service Manual Corrections
Two pin locations in connector B2 for the vehicle pressure sensor are numbered incorrectly.
Please refer to the following pages in the 1995 SUBARU LEGACY SERVICE MANUAL, VOLUME 3, SECTION 2-7, To make corrections.
Page 129 - The locations for pins 1 & 3 are reversed.
Change pin # 1 to # 3 and pin # 3 to # 1.
Page 132 - Make the same corrections to connector B2 in the three figures shown on this page
Page 135 - Same corrections as mentioned above.
Any questions concerning this should be directed to the Technical Helpine.
Legacy - Front End Cover (BRA) - 1995
Front end covers for the 1995 Subaru Legacy should not be installed on the Subaru Legacy LSi models.
All Subaru Legacy LSi models are equipped with a factory installed vehicle security system. Part of this system includes a switch in the engine
compartment to detect opening/lifting of the hood while the system is armed. Unfortunately. the switch is in a location that results in contact with
the hood portion of the front end cover.
Installation of the front end cover on a Subaru LSi model could cause the hood switch to malfunction.
Obtaining Service Bulletins and Other Published Materials
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 contact Subaru of New England at (617) 769-5100
02 dealers contact Subaru Distributors Corp. at (914) 359-2500
03-07 dealers contact the Atlanta area service office at (404) 732-3200
09-14 dealers contact the Denver area service office at (303) 371-3820
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.
Service Manual Correction - Trouble Code 52
NUMBER 01-113-89
DATE 05-17-99
FIGURE 1
1988 & 1989 JUSTY SERVICE MANUALS
SUBJECT: TROUBLE CODE 52 - CLUTCH SWITCH
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.
Turbo Vehicles Maintenance Reminder
NUMBER 02-71-89
DATE 10-18-89
APPLICABILITY TURBO VEHICLES
SUBJECT: MAINTENANCE REMINDER
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.
Intake Boot Label - Comes Loose
NUMBER 02-66-88
DATE 9-15-88
APPLICABILITY ALL SPI EQUIPPED VEHICLES
SUBJECT: INTAKE BOUT LABEL BECOMING LOOSE
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
Catalytic Converter - Recycling
NUMBER 09-27-90
DATE 2-10-90
APPLICABILITY 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
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. PIPES CLAIMED ON A MSA-400A WARRANTY CLAIM FORM
All pipes which are required for recycling and claimed on this form will be issued a "K" approval code automatically and be requested via
a computer generated parts recovery request. This applies to normal warranty, 5/50 warranty, parts warranty, and pipes claimed as
resultant damage in addition to a campaign/recall replaced pipe.
You must wait for claim approval and issuance of the request prior to forwarding the pipe. The request must accompany the pipe.
Any pipe claimed on this form for which a request is not received is not subject to return.
2. PIPES CLAIMED ON A TWO-PART RECALL CERTIFICATION FORM
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.
ECVT Check Lamp - ON Intermittently, Trouble Code 21
NUMBER 16-38-90
DATE 04-02-90
APPLICABILITY 89MY JUSTY ECVT
SUBJECT: INTERMITTENT ECVT CHECK LAMP ILLUMINATION, TROUBLE CODE 21
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. Driving in "D" range.
2. Speedometer reads between 12 and 38 mph.
3. Engine speed is between 3000 and 4000 RPM.
4. Accelerator switch is open, foot is on accelerator pedal.
5. A/C is off.
6. Torque signal is received by clutch control unit.
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.
FHI testing has proven these suggestions will address most customer complaints.
NOTE: 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.
Radio - Popping Noise
NUMBER 15-79-89
DATE 11-20-89
APPLICABILITY
1989 GL JUSTY MODELS EQUIPPED WITH S0A4169135
CONSOLE CASSETTE DECKS
SUBJECT: RADIO/CASSETTE DECK "POPPING" NOISE
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.
FIGURE 2
The cassette deck in the console cassette box will be changed to the updated cassette deck and returned. See Figure 2.
Technical Service Bulletin # 075093R Date: 941202
Rear Window Defogger Grids - Metal Tab Repair
NUMBER: O7-5O-93R
DATE: 12/02/94
APPLICABILITY:
ALL MODELS
SUBJECT:
REPAIR OF REAR WINDOW DEFOGGER METAL TAB REPAIR OF REAR WINDOW DEFOGGER GRIDS
This is a reprint of Service Bulletin 7-50-93 that includes additional information.
TAB REPAIR
If you encounter a broken wiring tab connector from the rear window defogger grid, it is recommended the rear window NOT be replaced. The tab
should be resecured using a commercially available repair kit.
One such repair kit is available from Premier Autoware under part # 37827. Phone # 1-800-854-6333. Other kits may be available through your
local supplier.
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.
a. If a reading of approximately 6 volts is obtained, the grid line is operative.
b. If a 12 volt reading is obtained, the break in the grid line is between the positive contact and the point where the negative voltmeter lead
is touching the grid line. To locate the exact point of breakage, move the negative voltmeter lead slowly toward the positive side of the
grid until a zero (0) reading is obtained.
c. If no voltage reading is observed, the break is between the negative side of the grid and the point where the negative voltmeter lead is
touching the grid line. To locate the exact point of breakage, move the negative voltmeter lead slowly toward the negative side of the grid
to the point where a +12 volt reading is just obtained.
4. Turn off rear defogger switch and ignition switch.
Repair Procedure (Read all manufacturer warnings.)
After the break in the grid line has been located, make repairs as follows:
1. Place protective covering over work area to prevent staining of upholstery in event of spillage of materials.
2. Make sure the glass is cleaned before attempting the repair.
3. The stencil enclosed in the kit is wider than the Subaru grids, therefore, electrical tape may be used to create the proper size stencil.
4. Thoroughly shake the bottle of conductive resin.
5. Apply the resin with the brush, making sure to overlap both ends of the broken line with the resin.
6. After the surface is tack free, about one (1) minute, repeat resin. Do this three (3) times. Recap the bottle of resin tightly.
7. Wait 20 minutes and then carefully remove the electrical tape.
8. Wait 24 hours before turning the defogger on.
9. Clean the brush for future applications using acetone.
FLAT RATE INFORMATION
* Sublet charges should be fair and reasonable.
Rear Seat Shoulder Belt - Availability/Information
NUMBER 12-43-88
DATE 12-12-88
SUBJECT: REAR SEAT SHOULDER BELTS
Rear seat shoulder belts are now available to supplement the rear outboard lap seat belts originally provided in Subaru vehicles. These
belts will be packaged as a set for a particular model type.
Each set shall contain:
1. Left hand and right hand shoulder belt buckles and shoulder belt tongues with attaching hardware.
2. Use, safety tips, and maintenance instructions.
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.
Owner's Manual - Safety Belt Instruction
[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.
Station Wagons 1985 Thru 1988
Model Applications: Station Wagons 1985 thru 1988 (P/N 64174GA700)
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. Lift up the rear seat lower cushion to provide access to both lap belt buckle mounting bolts.
2. Remove and discard the 5/8 inch bolts which secure the original equipment lap belt buckles.
3. 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.
4. Return the rear seat cushion to the seating position.
5. Loosen the garnish trim around each C pillar. Then loosen the front section of each upper quarter trim panel.
6. 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.
7. 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.
8. Reinstall the quarter panels and C Pillar garnishes.
9. Place the Use, Safety Tips, and Maintenance Instructions in the Owner's Manual for future reference.
TYPICAL STATION WAGON SHOULDER BELT INSTALLATION
A completed typical installation is shown on the reverse side of this page.
3-Door Coupes 1986 Thru 1988 4-Door Sedans 1985 Thru 1988
INSTALLATION INSTRUCTIONS FOR SUBARU REAR SEAT SHOULDER BELTS
Model applications: 3-Door Coupes 1986 thru 1988 4-Door Sedans 1985 thru 1988 (P/N 64174GA710)
rear seat shoulder belts be Installed by an Authorized Subaru Dealer.
1. Remove rear seat lower cushion to provide access to the lap belt buckle mounting bolts.
2. Remove and discard the 5/8 inch bolts which secure the original equipment lap belt buckles.
3. 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.
4. Reinstall the rear seat cushion.
5. Remove the upper quarter trim panels and transfer the position of the anchorage location to the trim panel. See Figure 2.
6. Make 15/16" diameter holes through the trim panels making certain the holes line up with the anchorage location.
7. Reinstall the trim panels and install the shoulder belt tongues utilizing the attached 5/8 inch bolts and attached washers. Tighten each bolt to
8. 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)
XT 1985 Through 1988
Model Applications: XT 1985 through 1988 (P/N 64174GA720)
CAUTION: Improper installation could adversely affect the performance of the seat belt system. Subaru of America strongly recommend's these
1. Remove rear seat lower cushion to provide access to the lap belt retractors mounting bolts.
2. Remove and discard the 5/8 inch bolts which secure the original equipment lap belt retractors including belt tongues.
3. 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.
5. Remove both upper quarter trim panels and transfer the position at the anchorage location to the trim panel. See Figure 2.
6. Make 15/16" diameter holes through trim panels making certain the holes line up with the anchorage location.
7. 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.
8. Place the Use, Safety Tips, and Maintenance instructions in the Owner's Manual for future reference.
TYPICAL XT SHOULDER BELT INSTALLATION
NOTE
Shoulder Belt Buckle should be drawn between seat cushion And backrest; while Lap Belt Tongue in position through the slit of seat cushion.
Justy 1987 and 1988
Model applications: Justy 1987 and 1988 (P/N 64174GA730)
2. Remove the 5/8 inch bolts which secure the original equipment lap belt retractors.
3. 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.
4. 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.
5. Remove both rear quarter trim panels and transfer the position of the anchorage location to the trim panel. See Figure 2.
Typical Justy Shoulder Belt Installation
NOTE
Shoulder Belt Buckle should be drawn between seat cushion and backrest; while Lap Belt Tongue in position through the slit of seat cushion.
Hatchbacks 1982 Through 1988
Model applications: Hatchbacks 1982 through 1988 (P/N 64174GA740)
2. Remove and discard the 5/8 inch bolts which secure the original equipment lap retractors.
3. 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.
5. Remove the upper quarter trim panels and transfer the position of the anchorage location to the trim panel. See Figure 2.
TYPICAL HATCHBACK SHOULDER BELT INSTALLATION
Engine Cooling Fan Relay Clicking
NUMBER 07-42-89
DATE 10-18-89
APPLICABILITY 1989 JUSTY
SUBJECT: 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.
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
FIGURE 2
FIGURE 3
electrical tape.
FIGURE 4
4.
FIGURE 5
The ground control circuit has been modified in production since 1/9/89 with engine no. 971617 starting with vin 714468.
Parts Information
Warranty Information
Operation Failure Code Time
A 189-151 VAU-48 0.6 hours
A/C - Hose Protector Instructions
NUMBER: 15-69-89
DATE: 03-27-89
APPLICABILITY ALL 1989 JUSTY MODELS WITH ECVT
SUBJECT: 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.
SUCTION HOSE TY-WRAP INSTALLATION
SUCTION HOSE TY-WRAP INSTALLATION
Secure the suction hose to the firewall reinforcement structure using the supplied ty-wrap as shown. Ensure that the ty-wrap is
positioned over the hose protector.
DISCHARGE HOSE PROTECTOR INSTALLATION
DISCHARGE HOSE PROTECTOR INSTALLATION
Install the plastic protector on the discharge hose as shown. Ensure that the protector is positioned so that the counterweight is aligned with the
middle of the protector.
Modified 1.2L Valve Cover Gasket
NUMBER: 02-82-91
DATE: 08-15-91
APPLICABILITY 1989 AND LATER 1.2L JUSTY ENGINES
SUBJECT: MODIFIED VALVE COVER GASKET
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: DO NOT USE ORIGINAL DESIGN GASKET P/N 13294KA070.
CAUTION: The modified gasket is for use with RESIN PLASTIC valve covers ONLY!
For engines prior to 1989 MY with aluminum valve covers, continue to use gasket P/N 13294KA000.
Key Code - Information
NUMBER 01-109-88
DATE 9-8-88
APPLICABILITY 9-8-88
ALL "L" SERIES, XT, AND JUSTY VEHICLES
SUBJECT: DOOR/IGNITION KEY CODE NUMBERS
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.
^ Remove the passenger side door panel
^ Locate the lock cylinder lever and record the 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
Record the key code number for future reference.
Rust Proofing Products Cross Reference
NUMBER 13-48-89
DATE 01-23-89
APPLICABILITY
ALL 1989 MODELS WITH FACTORY RUSTPROOFING
SUBJECT: FHI RUSTPROOFING EQUIVALENTS FOR U.S.A.
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.
Air Bag - Parts Replacement When Discharged
NUMBE: 17-01-92
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.
State Emission Testing - VECI Label Replacement
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.
Emissions - Proper Testing Procedures
NUMBER 11-32-88
DATE 11-01-88
ALL 1981 AND LATER SUBARU VEHICLES
SUBJECT: PROPER EMISSION TESTING PROCEDURES
It is imperative that the engine and exhaust systems are up to normal operating temperature before performing an approved EPA performance
warranty short test in an authorized state and/or local Vehicle Inspection/Maintenance (I/M) Program.
Testing of exhaust emissions at other than normal operating temperature may yield inaccurate results.
To ensure proper test conditions, the engine must be operated at an idle speed of 2500 +/- 300 rpm for up to 30 seconds.
This test procedure complies with applicable EPA regulations dealing with approved short tests.
For further information concerning applicable state or local emission regulations, we suggest that you contact your State's Division of Motor
vehicles.
State Emissions Test - Fuel Filler Cap Test Procedure
NUMBER: 11-61-00
DATE: 06-01-00
APPLICABILITY:
All Subaru Vehicles
SUBJECT:
State Emission Test / Fuel Filler or Gas Cap Test
Inspection of warranty returned parts has revealed a number of false failures. In the event you encounter a customer complaint of a failed fuel filler
cap (herein gas cap) as a result of a state emission test, please review the following:
The U.S. Environmental Protection Agency issued technical guidance regulations for inspecting the gas cap as part of the state emission inspections
in basic and enhanced Inspection/Maintenance (I/M) programs during August 1998. The gas cap pressure test is administered to all 1980 and older
model gasoline fueled vehicles, which were originally equipped with a sealed gas cap. Also affected are 1981 and newer gasoline fueled vehicles,
which are exempt from the evaporative system integrity (pressure) test. The gas cap pressure test is used to verify whether the gas cap can
effectively block the flow of fuel vapors to the atmosphere. The vehicle inspection consists of both a visual check and functional leak check of the
gas cap. The vehicle shall fail the gas cap visual check if the gas cap is missing or the wrong style gas cap is installed on the vehicle. The gas cap
shall fail the functional test if it leaks a specific amount during a pressure test.
Please perform the following procedure using the Kent-Moore Evaporative Pressure Tester # J-44357 to confirm pass/fail determination as outlined
below.
1. Threaded Type Gas Cap-(All Legacy, SVX, Impreza and Forester)
^ Plug the lower hose connection of the fuel cap adapter. (J-44357 Evap Kit)
^ 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)
^ Connect the pump to a 12-volt source.
^ Turn on the pump timer passed the 1-minute setting.
^ Set the pressure hold switch of the pump to the open position.
^ Place the vent switch to the closed 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.
2. Slot Type Gas Cap (All other older Subaru models).
^ 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.)
^ Connect the pump to a 12-volt source.
^ Turn on the pump timer passed the 1-minute setting.
^ Set the pressure hold switch of the pump to the open position.
^ Place the vent switch to the closed 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.
DISCLAIMER
Fuel Tank System - State Emissions Pressure Test
NUMBER: 11-63-00
DATE: 11/01/00
APPLICABILITY:
1980-1989 MY SUBARU Vehicles
SUBJECT:
Pressure Testing of Fuel Tank System During State Emission Test
THIS BULLETIN IS FOR INFORMATION ONLY.
The U.S. Environmental Protection Agency has issued evaporative technical guidance requirements for conducting a functional pressure test of the
evaporative system on pre-1996 model year vehicles as part of the state emission inspections. The evaporative pressure testing of the fuel tank
system consists of identifying and clamping off the vapor hose line from the fuel tank as close to the evaporative canister as possible. The vehicle
shall fail the test if the fuel vapor control system loses more than six inches of water pressure over a period of 120 seconds starting from a stabilized
pressure of 14 +/- 1 inch of water.
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.
DISCLAIMER
Select Monitor Kit - Usage Information
NUMBER 14-12-88
DATE 12-22-88
1989 MODEL YEAR VEHICLES
SUBJECT: USAGE OF THE SELECT MONITOR KIT P/N 498307000 ON 1989 VEHICLES
The Subaru SELECT MONITOR KIT, P/N 498307000 can be used on all 1989 model year Subaru vehicles by following the procedures below:
JUSTY
It is necessary to utilize a new cartridge when using the SELECT MONITOR on a 1989 Justy. This cartridge can be obtained through the Subaru
Parts Department under P/N 498347400. This cartridge can also be used on 1988 model year Justy vehicles.
4 DR., SW AND 3 DR. SPI VEHICLES
Use cartridge A. The SELECT MONITOR will recognize the 1989 system although the display will indicate 1988 for the "PROM ID NUMBER".
No additional cartridge is required.
4 DR., SW AND 3 DR. HPI VEHICLES
Using cartridge B, after connecting and turning on the SELECT MONITOR, press 7811 and ENT. This code will allow the monitor to identify the
1989 system, although the display will indicate 1988 for the "PROM ID NUMBER".
XT EA82 (1800 cc OHC)
Use cartridge B. After connecting and turning on the SELECT MONITOR, press 7814 and ENT. This code will allow the monitor to identify the
1989 system, although the display will indicate 1988 for the "PROM ID NUMBER".
XT6 ER27 (2700 cc)
Use cartridge B. The SELECT MONITOR will recognize the 1989 system although the display will indicate 1988 for the "PROM ID NUMBER".
NOTE: 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.
Select Monitor - Warranty Exchange Program
NUMBER 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.
- failure to unit caused by use of damaged or improper cartridge or harness.
INSPECTION PROCEDURES
When a Select Monitor or cartridge has failed, the unit must be shipped pre-paid to Subaru of America. Upon receipt of the failed Select
Monitor, Subaru of America will test the unit. If failed, Subaru of America will ship the dealer an exchange unit in its place and return the
original unit to the manufacturer for further testing.
If SOA's inspection shows that the unit is not failed as claimed, or damaged by mis-use or any other physical damage, the unit will be returned
to the dealer collect.
If the manufacturer's inspection of the failed unit shows that the unit failed due to mis-use or any other physical damage, the dealer will be
billed at the normal dealer cost for the exchange unit.
EXCHANGE PROCEDURES
The following are the procedures for shipping a failed Select Monitor or cartridge for exchange:
1. Complete a Select Monitor Exchange/Shipping form (see attached).
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. Ship the failed part pre-paid to the following address:
Subaru Technical Services/Select Monitor Warranty 7015 Central Highway Pennsauken, NJ 08109
NOTE: We recommend that you insure the shipment in case the shipment is lost or damaged.
4. Subaru of America will then ship an exchange unit pre-paid to the applicable dealer within 5 days of receipt of the failed unit.
Tailgate Handle - Sticking
NUMBER: 12-54-91
DATE: 12-16-91
APPLICABILITY LEGACY, LOYALE STATION WAGONS AND JUSTY
SUBJECT: TAILGATE HANDLE STICKING REPAIR
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.
Wiper Blade - Service
NUMBER: 01-134-93
DATE: 04-13-93
APPLICABILITY: ALL MODELS
SUBJECT: WIPER BLADE SERVICING
The major cause of windshield streaking complaints is contamination of the blade surface and/or windshield with atmospheric contaminants such as
oil, dirt and road salt. These contaminants accumulate on the blades and glass during normal driving and can be increased by contact with
contaminated car wash brushes or chamois.
The countermeasure to this complaint is a simple cleaning of the blades and glass using isopropyl alcohol. In some cases, it may be necessary to
clean the glass using a non-abrasive household cleaner, followed by an alcohol wash. Care must be taken when using such materials to prevent
paint damage.
Replacing wiper blades will not resolve the streaking complaint if the glass is oily.
Another factor affecting wiper blade longevity is the surface condition of the windshield. If the windshield is pitted by stone chips, wipers will wear
out quickly. This condition is easily observed by using a magnifying glass to inspect the windshield.
These simple procedures can help satisfy your customers, in many cases, right at the Service Writer's area. Service Writers should explain this
procedure to the customers also.
*For easy reference, you may want to file a copy of this in Section 12 - Body.
Cooling System - Warranty Repair Coolant Usage
NUMBER: 09-42-05
DATE: 04/15/05
APPLICABILITY:
All Models
SUBJECT:
Cautions Concerning Engine Coolant
INTRODUCTION
The purpose of this bulletin is to inform of cautions concerning engine coolant.
REPAIR PROCEDURES/INFORMATION
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.
Disclaimer
A/T - (4EAT) One Way Clutch Operation
NUMBER 16-50-92
DATE 03-06-92
APPLICABILITY: ALL MODELS WITH 4EAT 87.5MY TO PRESENT
SUBJECT: ONE WAY CLUTCH OPERATION
The purpose of this Bulletin is to provide the technician with a concise method of checking the one-way clutch 1-2 and 3-4 proper operation during
reassembly.
Use this information as a Service Manual Correction for Service Manuals with Section 3-2 4EAT "One Way Clutch 1-2 and 3-4".
One-Way Clutch 1-2
O.W.C. (1-2) is provided to prevent the counterclockwise rotation (as viewed from the front of the transmission) of the forward clutch assembly for
1st gear ratio in the "D" range and 1st gear ratio in the "3" range. In the "D" range when upshifting from 1st to 2nd gear ratio, the forward clutch
begins to rotate clockwise. In this position, the one way clutch rotates freely to allow the shift from 1st gear ratio to 2nd gear ratio to occur.
NOTE: BE SURE TO USE THE TEXT WHICH FOLLOWS TO PROPERLY CHECK THE INSTALLED CONDITION OF THE ONE WAY
CLUTCH 1-2.
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.
A/T Gasket/Seal Kit - Applications
NUMBER 16-30-88
DATE 11-22-88
'85 THRU '89 MY 3 SPEED AUTOMATIC TRANSMISSIONS INCLUDING CARRYOVER MODELS
SUBJECT: 3 SPEED AUTOMATIC TRANSMISSION GASKET/SEAL KIT
FIGURE 1
When using an Automatic Transmission Gasket Seal Kit please follow the application chart.
P/N
X3131AA001 3 Speed Automatic Transmissions 85 thru 87 MY
X3131AA002 3 Speed Automatic Transmissions 85 thru 89 MY
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.
ECVT - Alternate Adjustment Procedure
NUMBER 16-34-89
DATE 07-05-89
JUSTY WITH ECVT TRANSMISSION
SUBJECT: ALTERNATE ECVT ADJUSTMENT FORMULA AND PROCEDURE
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) Adjusting Pulley Alignment
2) Adjusting Primary Pulley End Play
3) Side Case Replacement
Note: This information is contained in the 1989 Update Technicians Reference Booklet #TT05017. All numbers shown are in mm.
Tools: Depth Gauge with a good base (range 0-100 mm)
Note: Calipers are not recommmended. Gauge Tool P/N 499575600
Note: This will be used on all all measurements shown in place of P/N 499575700 shown in the 1989 Justy Service
Manual.
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.
Formula # 1 - Adjusting Pulley Alignment
(The tool being used is P/N 499575600 and is shown in the 1989 Justy Service Manual, section 1-6, page 10.)
This formula pertains to the thickness of the selected shim only. Therefore, X will represent the calculated thickness of the shim.
Formula: X = A - (B + Lp - Ls) + 0.054 mm - 24.45 mm
t = Shim thickness (This is the actual shim you will use. The table
on the right column of p. 73 of section 3-2 of the 1989 Justy
Service Manual shows the shims by part number in the center, the
actual thickness on the right of the chart and the result of the
formula on the left of the chart.)
A = Indicated primary pulley dimension (This will only be marked on
new replacement pulleys, not on the ones found in the
transmission.)
B = Indicated secondary pulley dimension (This will only be marked on
new replacement pulleys, not on the ones found in the
transmission.
Lp = Depth between side case mating surface and primary pulley
bearing seat (Average of 4 measurements.)
Ls = Depth between side case mating surface and secondary pulley
bearing seat (average of four measurements.)
24.45 mm: A constant
0.054 mm: Another constant
NOTE: (0.054)(-24.45) may be combined to form (-24.396 mm ) and remain a constant.
* Perform the measurements; refer to the chart in the Service Manual for the correct selection.
Lp Ls
Pg. 39 TRB Pg. 40 TRB
89 MY Update 89 MY Update
Formula # 2 - Adjusting Primary Pulley End Play
NOTE: 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 = Actual end play clearance
C = Measurement from transmission case (Middle section mating surface
to primary pulley bearing seat snap ring machined recess.)
D = Measurement from primary pulley bearing snap ring to side case
mating surface. (Primary pulley assembly installed in side case.) If the snap ring is beveled, you will get a false reading. Flip the snap ring
over and try again.
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.
Formula # 3 - Side Case Replacement
NOTE: Formula # 3 is used only if the side case alone is replaced.
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 = Depth between side case mating surface and primary pulley
bearing seat (Average of 4 measurements)
Ls = Depth between side case mating surface and secondary pulley
bearing seat (Average of 4 measurements)
* Refer to formula # 1 for Lp and Ls measurement procedures.
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 New Case, LD2
Lp = 64.60 mm Lp - 64.70 mm
Ls = 31.70 mm Ls - 31.60 mm
LD = Lp - Ls LD = Lp - Ls
LD = 64.60 mm - 31.70 mm LD = 64.70 mm - 31.60 mm
64.60 mm - 31.70 mm = 32.90 mm 64.70 mm - 31.60 mm = 33.10 mm
LD1 - 32.90 mm LD2 = 33.10 mm
Therefore, since LD2 is larger than LD1 we see this:
LD2 = 33.10 mm - LD1 = 32.90 mm = 0.20 mm
By subtracting the two, the result is 0.20 mm; take this answer and go to the Selective Shim chart in the 1989 Justy Service Manual section 3-2,
page 75. The answer we got was 0.20 mm, where LD2 is 0.20 mm larger, or greater than LD1. Looking at the chart on page 75, we see that our
answer fits into case # 3, where LD2 is greater than LD1, and the range given is LD2 greater than LD1 from 0.15 mm to 0.25 mm. You then would
use a shim 0.2 mm thinner than the old shim in the original transmission case.
The second part of this procedure when replacing the side case is to check the primary pulley end play. The chart for adjusting the primary pulley is
in the 1989 Justy Service Manual section 3-2, page
76. The snap ring on the primary pulley bearing is selective, and the proper snap ring can be selected by using the following formula:
Lp1 - Lp2 or Lp2 - Lp1
Lp1 = Lp measurement of old case
Lp2 = Lp measurement of new case
EXAMPLE: 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.
ECVT Valve Body Disassembly and Assembly
NUMBER 16-33-89
DATE 05-22-89
1989 JUSTY VEHICLES EQUIPPED WITH ECVT
SUBJECT: VALVE BODY DISASSEMBLY AND ASSEMBLY
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.
^ DO NOT use cleaning fluid on the pressure control solenoid valve.
^ 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.
^ Make sure each component is free of harmful gouges or scratches.
^ DO NOT force valves into place, but lightly push then into place by hand.
^ Ensure all valves operate smoothly after installation.
^ 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.
A/T - (4EAT) Reduction Gear & Transfer Gear Installation
NUMBER: 16-52-92
DATE: 04-14-92
APPLICABILITY
4EAT
SUBJECT:
REDUCTION GEAR AND TRANSFER GEAR PHASE MATCHING
Whenever installing or replacing the reduction gears or transfer gears in a 4EAT, it is important that the phase matching marks are aligned.
These gear sets are sold in matched sets. The matched sets are indicated by identical numbers painted on the gears.
The phase matching marks are painted on 2 teeth on one gear and one tooth on the matching gear.
The proper position of the phase marks when installing the gears is to line up white dot marks.
Phase matching will help reduce gear noise when installed properly.
Technical Service Bulletin # ATRATB028 Date: 901001
A/T - Engine Vacuum Testing
BULLETIN: # 028
DATE: October 1990
SUBJECT: Engine Testing With A Vacuum Gauge
TRANSMISSION: All
Engine Testing With A Vacuum Gauge
ENGINE/TRANSMISSION RELATIONS
An important part of transmission diagnosis is to make certain the engine operates properly. If the engine performance is incorrect, the transmission
will receive the wrong information.
The engine sends signals to the transmission through a vacuum line, throttle cable or both. These signals basically synchronize torque with
transmission line pressure, shift feel and shift timing.
Malfunctions in items like the air filter, spark plugs, EGR valves and other parts of the fuel, electrical and emission systems could result in
improper transmission performance.
VACUUM GAUGE ENGINE PERFORMANCE TESTING
A vacuum gauge shows the difference between outside atmospheric pressure and the amount of vacuum present in the intake manifold.
The pistons in the engine serve as suction pumps and the amount of vacuum they create is affected by the related actions of:
^ Piston rings
^ Valves
^ Ignition system
^ Fuel control system
^ Other parts affecting the combustion process (emission devices, etc.).
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
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
^ Engine problems can affect transmission performance.
^ If you suspect an engine problem, connect a vacuum gauge to the intake manifold.
^ Note the location and action of the vacuum gauge needle.
^ Use the information in the bulletin to determine the engine problem.
^ Correct the engine problem before doing extensive calibration work on the transmission.
A/T - How To Use A Pressure Gauge
BULLETIN : # 078
SUBJECT: Pressure Gauge
APPLICATION: Misc.
DATE: November 1991
HOW TO USE A PRESSURE GAUGE
A significant number of calls we receive involve improper pressures, so we need to use a pressure gauge when diagnosing problems.
Using a pressure gauge can seem like a formidable task. The reason most people do not use a pressure gauge is because they do not see the value in
using one. Technicians do not see the value because the gauge readings do not tell them how to fix the problem. This article will attempt to show
the technician how to interpret pressure gauge readings so the technician can find the fix to the problem.
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.
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.
A/T - ECVT General Information
TECHNICAL BULLETIN # 122
TRANSMISSION: ECVT
SUBJECT: General Information
APPLICATION: Subaru Justy
DATE: Aug 92
SUBARU -- ECVT
CAUTION # 1
Before you accept the job of repairing or rebuilding an ECVT be advised that several special tools are required for expanding the pulleys,
measuring pulley alignment, pulley endplay etc. Without these tools, proper service is at the very least extremely difficult, if not totally impossible.
CAUTION # 2
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.
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 ***
* Above preset road speed.
** Only accelerator switch operated and above preset road speed.
***Accelerator switch and throttle position switch operated, above preset road speed.
If you are bench checking the powder clutch it should hold 105 ft/lbs of torque when 3.5 amps is induced into the coil.
HANDLING PRECAUTIONS
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. Do not scratch or dent the slip rings.
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.
BELT HANDLING PRECAUTIONS
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.
The belt is direction sensitive. It must face the direction shown.
ACCELERATOR SWITCH AND THROTTLE POSITION SWITCH
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.
A/T - Drive Axle and Wheel Lug Nut Torque Specifications
TECHNICAL BULLETIN # 294
DATE: 1995
TRANSMISSION: General
SUBJECT: Drive Axle and Wheel Lug Nut Torque
APPLICATION: Service information
AXLE AND LUG NUT SERVICE INFORMATION
It is critical to tighten the axle and lug nuts to factory specifications.
Important:
The following charts contain both DRIVE AXLE NUT and WHEEL LUG NUT tightening values. Make certain the correct tightening torque is
used by referring to the chart headings.
WARNING
If the factory tightening specifications are not followed, bearing life will be shortened or mechanical loads will not be spread evenly.
^ Install axle(s) and wheel(s).
^ Install nuts and hand tighten.
^ Lower vehicle until wheels begin to touch the ground.
^ 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.
Acura/ AMC/ Audi/ Buick/ Cadillac
Cadillac/ Chevrolet/ Chrysler/ Daihatsu/ Dodge/ Eagle/ Ford/ Geo
Honda/ Hyundai/ Infiniti/ Isuzu/ Lexus/ Lincoln/ Mazda/ Mercury/ Mitsubishi/ Nissan/ Oldsmobile
Oldsmobile/ Peugeot/ Plymouth/ Pontiac/ Renault/ Saab/ Saturn/ Sterling/ Subaru
Suzuki/ Toyota/ VW/ Volvo/ Yugo
A/T - Slipping or No-Shift/Metal Sealing Rings
TSB 87-48 (Aug)
SUBJECT: Metal sealing rings
Various Units
PROBLEM: Slipping, or sometimes no-shift
POSSIBLE SOLUTION: Sealing rings could be under-size.
1. Always inspect rings as outlined in SIL 84-29
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.
A/T - Front Bushing Wear
TSB 87-54 (Sept)
SUBJECT: ALL AUTOMATICS
PROBLEM: Front Bushing Wear
CAUSE:
When diagnosing front pump bushing wear, the cause may be:
1. 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.
A/T - Math Formulas Part I
TSB: 89-23 (Aug)
SUBJECT:
TRANSMISSION MATH FORMULAS (Your most valuable tool)
Transmission math formulas are not reserved exclusively for engineers. Understanding some basic mathematical formulas can be one of your most
valuable tools.
The following information contained in this bulletin will discuss various basic formulas dealing with:
1. Shift Speed
2. Pressure
3. Speedometer ratios
Take the time, now, to understand these relatively simple concepts.
You will be saving yourself many problems, and considerable frustration, and also dollars, in the future.
Shift Speed and Pressure
SHIFT SPEED AND PRESSURE
To figure the area of a circle (valve or servo):
Radius (which is 1/2 the diameter) x Radius x 3.14159 = Area
EXAMPLE: A 1" diameter circle has a radius of 0.5"
0.5 x 0.5 x 3.14159 = 0.785
Therefore a 1" diameter circle has an Area of 0.785 sq. inches
Pressure x Area = Force
EXAMPLE: 100 psi line pressure, on a servo with an area of 2 square inches = force
So, 100 psi line pressure x 2 sq in = 200 pounds of force.
Force divided by Area = Pressure
EXAMPLE: 200 lbs divided by 2" = 100 psi
Force divided by Pressure = Area
EXAMPLE: 200 lbs divided by 100 psi = 2 inches
THINGS WE CAN DO WITH THESE FORMULAS:
EXAMPLE: A 700 R4 has 62 psi of line pressure at Idle.
The PR spring weighs 6.5 lbs
The tip (reaction end) of the PR valve has a diameter of 0.365" (0.365 divided by 2 = 0.1825 radius) 0.1825 x 0.1825 x 3.14159 = 0.1046" area
We want 75 psi of line pressure at Idle
First, let's see if those numbers add up, using: Pressure x Area = Force
62 psi x 0.1046 = 6.48, or 6 1/2 lb PR Spring
We want 75 psi:
Pressure x Area = Force (Spring) 75 psi x 0.1046 = 7.85 lb spring
What if we put in an 8 lb Spring? Force divided by Area = Pressure
8 lbs divided by 0.1046 = 76.48 or 76 1/2 line pressure
Now, let's look at RATIO.
Ratio is the relationship in quantity, amount or size, between two or more things.
In our example ratio is: How many psi each pound of spring will add.
Pressure divided by Force = Ratio
EXAMPLE: 62 psi divided by 6.5 lbs = 9.5 ratio Each pound of spring will increase pressure 9.5 psi
Force x Ratio = Pressure
EXAMPLE: 6.5 lbs x 9.5 = 61.75 or 62 psi
(Let's add 1 lb of spring, and see if we get 9.5 more psi.)
Force x Ratio = Pressure
EXAMPLE: 7.5 lbs x 9.5 = 71.25
New pressure Old pressure = Pressure difference
71.25 minus 61.75 = 9.5 psi change (by adding 1 lb of spring)
Once you know the ratio, a lot can be determined. Pressure divided by Ratio = Force
62 psi (actually 61.75) divided by 9.5 = 6.5 lb spring
The ratio never changes. This means that if I know that line pressure is 55 psi at idle, in a 700 R4, the the PR spring must be 5.78 lbs.
Pressure divided by Ratio = Force
So, 55 psi divided by 9.5 = 5.78 lbs.
Now, let's look at a math formula for shift speeds.
Suppose we had shift speeds of 15 mph and 20 mph, for the 1-2 & 2-3 shifts on a transmission. 20 mph may be too early for the 2-3 shift. If we
adjust TV modulator, we will move both shifts. We don't want to do that because the 1-2 shift is fine, so let's work with just the 2-3 shift spring.
EXAMPLE: Original spring divided by Original MPH = Ratio
As, 4 lbs divided by 25mph = 0.2
Ratio x Desired MPH = New Spring
0.2 x 25 mph = 5 lb spring
A 5 lb spring will raise the shift on this transmission to 25 mph.
All you need to know is -- Where is it shifting now (at MINIMUM throttle) and what does the spring weigh.
This formula will get you very close, but may be a "tad" off, because we are not accounting for TV pressure helping the spring. This is why you
want to check it at minimum throttle, so TV has the least effect.
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
9 tooth divided by 10 tooth = 0.9
Old Driven Gear divided by Ratio = New Driven Gear
21 tooth divided by 0.9 = 23.33 teeth
We can't get a 23.3 tooth count so we round it off to 23 teeth. Now the speedometer will be close, but not exact, because we had to round off the
number.
A/T - Twenty Steps To Successful Repairs
TSB 89-27 (Sept)
SUBJECT: TWENTY STEPS TO SUCCESSFUL TRANSMISSION REPAIR
1. 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. Clean the entire transmission, including the valve body.
3. Check pumps, valve bodies, and cases for warpage.
4. Flat file pumps, valve bodies, and cases. (Just a few strokes with the file to knock off high spots and handle burrs.)
5. Check all pump gear clearances.
6. Check planet pinion endplay and side to side motion.
7. Soak all planet assemblies.
8. Soak all friction material for 15-30 minutes.
9. Sand, tumble, or replace all steel plates.
10. Re-surface all drums on which a band rides.
11. Replace all rotating oi1 control rings.
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. Pre-lubricate all bushings and thrust washers.
15. Pre-lube pumps.
16. Pre-fill torque converters.
17. Use available manuals to find specifications.
18. Set correct clutch and band clearances
19. Take the time to set total unit endplay
20. Use a torque wrench on all pumps and valve bodies.
A/T - Math Part II
TSB: 89-30 (Oct)
SUBJECT: TRANSMISSION MATH - Part II
Planetary Gear Sets:
Knowing the gear ratios of an automatic transmission can come in handy at times -- especially when you're swapping transmission types or
differentials. The problem is in trying to find a manual with the ratios listed. What do you do?
BREAK OUT THE CALCULATOR, AND FIGURE IT OUT.
When you figure the gear ratios for planetary gear sets, it is just like any other gear set. You divide the output gear by the input. Also, don't count
the idler gear; planetaries are considered idler gears. Set them aside, their tooth count doesn't matter.
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?
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
EXAMPLE: 20 divided by (34 + 20) = .37:1 (See figure)
REVERSE IS THE EASIEST - THE PLANET IS HELD.
The Sun gear is the input, and the ring gear is the output. The formula for this is: The ring gear divided by the Sun gear = Ratio.
EXAMPLE: 34 divided by 20 = 1.7 (See figure)
Occasionally, the ring gear is used as the input, and the Sun gear as the output.
The formula for this is: The Sun gear divided by the ring gear = Ratio.
EXAMPLE: 20 divided by 34 = .59
(See figure)
Notice that the output is overdriven.
A transmission using this method must use another planetary gear set to reduce the output. The Mercedes W3A-040 is a good example of this
To get more than one gear forward and a reverse, requires multiple, or compound planetary gear sets.
Two of the most common of these are the SIMPSON GEAR SET, used in transmissions like the THM 350, the Ford C-4, and the TF 6 & 8, and the
RAVIGNEAUX GEAR SET, found in transmissions such as the FMX, the AOD, and the T-35.
Figuring out all the ratios for these transmissions is a little tricky, so I'll give you the formulas, and let you figure out how these formulas were
derived.
THE SIMPSON GEAR SET:
For this example I'll use a THM 200, which has 74 TEETH ON THE FRONT RING GEAR, 42 TEETH ON THE FRONT SUN GEAR, 30
TEETH ON THE REAR SUN GEAR, AND 62 TEETH ON THE REAR RING GEAR.
The formula for 1ST GEAR is: rear ring divided by rear Sun x front Sun plus front Sun + front ring divided by front ring.
EXAMPLE: On the THM 200, it would be:
62 divided by 30 x 42 + 42 + 74 divided by 74 = 2.74:1
SECOND GEAR is easy: Front Sun + front ring divided by front ring.
EXAMPLE: 42 + 74 divided by 74 = 1.57:1
THIRD GEAR is Direct Drive, or 1:1
REVERSE is rear ring divided by rear Sun
EXAMPLE: 62 divided by 30 = 2.06
THM 440-T4 (BACKWARDS SIMPSON):
The THM 440 T4 is sort of a backwards version of a Simpson gear set, and although it looks complicated, it really is very simple.
The front Sun gear has 26 teeth, while the rear Sun gear has 42. The front ring gear has 62 teeth, but keep in mind that it is part of the rear carrier,
just as the rear ring gear is part of the front carrier, with a tooth count of 74.
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
EXAMPLE: 62 divided by 26 x 42 + 42 + 74 divided by 74 = 2.92:1
2ND GEAR: Rear Sun + rear ring divided by rear ring
Example: 42 + 74 divided by 74 = 1.57:1
3RD GEAR: Direct Drive, or 1:1
4TH GEAR: Front ring divided by (front Sun + front ring = Ratio
EXAMPLE: 62 divided by (26 + 62) = .74:1
RAVIGNEAUX GEAR SET:
This is considered a compound gear set, and for this example I'll use an AOD, which has:
36 teeth on the front Sun gear
30 teeth on the rear Sun gear, and
72 teeth on the ring gear
The formula for first gear is: Ring gear divided by rear Sun gear = Ratio
EXAMPLE: 72 divided by 30 = 2.4:1
SECOND GEAR formula is: Rear Sun + front Sun divided by rear Sun x Ring divided by (Ring + front Sun)
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
A/T - Choosing the Right ATF
TRANSMISSION: ALL
BULLETIN: # 9002006
SUBJECT: Automatic Transmission Fluid
DATE: Feb 1990
AUTOMATIC TRANSMISSION FLUID
CHOOSING YOUR ATF
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.
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
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
^ Only use fluids with O.E.M. approvals.
^ 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.
^ Avoid bargain basement fluids with no license numbers.
Technical Service Bulletin # NHTSA89V028000 Date: 890224
Recall 89V028000: M/T Dipstick Defect
DUE TO THE DESIGN OF THE TRANSMISSION CASE DIPSTICK AND THE FLUID LEVEL CHECKING METHOD, THERE MAY BE
INSUFFICIENT LUBRICATION OF THE 4 WHEEL DRIVE EXTENSION HOUSING BEARING. THIS COULD CAUSE BEARING
SEIZURE AND POSSIBLE REAR WHEEL LOCKUP, WHICH COULD RESULT IN AN ACCIDENT. INSTALL MODIFIED DIPSTICK AND
INSERT INFORMATION IN OWNERS MANUAL ON THE CORRECT FLUID LEVEL CHECKING PROCEDURES.
SYSTEM: TRANSMISSION FLUID.
VEHICLE DESCRIPTION: FIVE SPEED MANUAL TRANSMISSION, FOUR WHEEL DRIVE VEHICLES.
1988 SUBARU JUSTY
1989 SUBARU JUSTY
Automatic Transmission - Fluid Capacity Correction
NUMBER 01-112-89
DATE 04-17-89
1989 JUSTY SERVICE MANUAL, C406BE, SECTION 3-2, PAGE 37
SUBJECT: SERVICE MANUAL CORRECTION AND CLARIFICATION
^ 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.
^ Section 3-2 Recomended Fluid
Dexron II is the recommended replacement fluid for the ECVT.
To refill the transmission during normal maintenance service, approximately 2 U.S. quarts should be used as a starting point. The fluid level
should then be adjusted by checking the level on the dipstick.
Air Inlet Control Lever - Will Not Stay in Position
NUMBER 10-49-88
DATE 08-04-88
ALL JUSTY MODELS
SUBJECT: FRESH/CIRCULATE AIR LEVER NOT HOLDING POSITION
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.
^ Set the air inlet control lever to the "circulate" position.
^ Resecure the air inlet control cable housing in the clamp while holding the air inlet control linkage against the stopper. See figure 1.
^ Reassemble the glove box assembly.
The air inlet control cable adjustment has been implemented into Justy production starting with VIN #723783.
4WD Dash Lamp - Illuminates When Not In 4WD
NUMBER 16-44-91
DATE 03-29-91
APPLICABILITY ALL JUSTY ECVT 4WD MODELS
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.
4WD SHIFT FORK RAIEL ADJUSTMENT PROCEDURE
^ Lift the vehicle to obtain access to the 4WD transfer extension case.
^ Remove the transfer synchronizer hub cover.
^ Remove the spring pin from the 4WD transfer shift fork.
^ Remove the fork and synchronizer sleeve together.
NOTE: 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.
^ Reinstall the transfer shift fork and synchronizer sleeve.
^ 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.
Electrical Connector - Diagnosis and Repair
NUMBER 07-38-88
DATE 10-12-88
APPLICABILITY ALL SUBARU VEHICLES
SUBJECT: ELECTRICAL CONNECTOR DIAGNOSIS AND REPAIR
This Service Bulletin is for your information only.
When performing an electrical diagnostic check on the Subaru vehicle, the importance of good electrical connections should not be overlooked.
This is especially true in instances where a condition is only experienced intermittently.
Start your diagnosis by first confirming component part operation in order to eliminate as many normally operating parts as possible. Use
information found in the Electrical System Technicians Reference Booklet, Service Manual, and the newly introduced Select Monitor. Should any
circuit remain suspicious after a normal diagnosis investigation, a check of the electrical connectors including a sliding resistance test is required.
The sliding resistance test consists of removing a metal terminal from its plastic housing, placing it in its respective mate, and physically measuring
how tightly the two terminals fit together. These terminals must fit together tightly to properly conduct and survive the vibration and temperature
extremes encountered in today's automobile environment.
A tool assortment is now available that will enable you to service the various types of electrical connectors used on all the Subaru vehicles from
1983 to date. The tools consist of the Connector Remover Kit, a pair of special crimping pliers, and an A and B replacement terminal end
assortment. A description of each tool and its use follows. The tools are available through normal parts channels under the indicated part numbers.
Connector Remover Kit P/N SOA636415
Crimping Pliers P/N SOA475T100
Terminal End Assortment A P/N 81072GA140
Terminal End Assortment B P/N 81072CA150
FIGURE 1 - DOCUMENT INCLUDED WITH REMOVER KIT
Connector Remover Kit P/N SOA636415 This tool consists of a pin vise handle and four remover inserts. Each insert will service a different type
or types of connectors used throughout the vehicle. The inserts are also available separately should replacement be necessary.
FIGURE 2 - TOOL UNLOCKING TERMINAL
It is not necessary to be able to identify all the different types of terminals in order to successfully use the tool. It is more important to understand
the characteristics of the metal terminals and how they are secured into the plastic housing connector. All terminals are removed by inserting the
tool into the front of the housing (not the wire side) and depressing a lock tab located on either the metal terminal or the housing.
FIGURE 3 - ECS TERMINAL REMOVAL
Use of these tools on some of the more popular terminals is illustrated below.
The ECS, MCA, and BS terminals are commonly found under the hood in barrel connectors.
FIGURE 4 - DLI TERMINAL REMOVAL
The DLI connector can be found at the control unit and contains female pin terminals.
FIGURE 5 - MIC TERMINAL REMOVAL
The MIC connector can be found at multipin connector locations.
FIGURE 6 - PLC TERMINAL REMOVAL
The PLC connector can be found at the control unit.
FIGURE 7 - CRIMPING TOOL
Most terminal ends can be tightened or closed up to give a tighter grip. Should a terminal end require replacement, crimping tool P/N SOA475T100
will be required along with a replacement metal terminal. The crimping tool has a unique squared off jaw design and must be used exclusively
when servicing the terminal ends.
Terminal end assortment kits P/N 81072GA140 (Assortment A) and P/N 81072GA150 (Assortment B) are available and contain a quantity of
replacement ends. It is recommended that each dealer have both assortment kits A and B as well as the crimping pliers and Connector Remover Kit.
FIGURE 8 - CRIMPING SEQUENCE
Included with the pliers is a brochure that describes the crimping procedure. These steps include:
1) Starting with a squared off wire end, strip off about 1/32" more insulation than the terminal barrel length.
2) Orient the wire and terminal correctly and crimp.
3) Perform a mechanical crimp (on the insulation) if the terminal end is so equipped.
4) Take care not to damage the stabilizer portion of the terminal.
FIGURE 9 - SLIDING RESISTANCE TEST
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.
FIGURE 10 - CORRECT TEST PROBING
Be aware when performing a sliding resistance or other electrical test that incorrectly using a pointed tip tester or probe can inadvertently aggravate
the condition or damage electrical connections. Always probe the back (wire) side of the terminals when testing a connector to avoid opening up
the terminal and loosening its grip or unseating the terminal from its housing.
No electrical diagnosis procedure would be complete without a check of all engine and body grounds. Just because a ground connection is tight
doesn't ensure good continuity. Grounds that are suspect should be removed and checked for corrosion build up.
Operation of U. S. Certified Vehicles On Leaded Fuel
NUMBER 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.
Operation of U.S. Spec. VEH. In Europeand Their Return to the U.S.
NUMBER 11-31-88
DATE 8-31-88
APPLICABILITY
ALL 1988 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 11-27-87, dated 05-15-87, found in 1987 Driving
Performance
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: TURBO/MPFI VEHICLES SHOULD BE OPERATED ON UNLEADED FUEL ONLY
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
modification procedures are outlined in Chart 2.
CHART 1
NOTE: 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:
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.
Clutch - Revised Adjustment Procedure
NUMBER 03-45-90
DATE 01-22-90
APPLICABILITY '87 - '90 MY MANUAL TRANSMISSION JUSTY'S
SUBJECT: CLUTCH CABLE ADJUSTMENT (REVISED PROCEDURE)
To ensure proper operation and maximum clutch life, the following procedure for clutch cable free play inspection and adjustment should be
followed.
FIGURE 1
Inspection of Free Play:
1) 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.)
2) 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.)
FIGURE 3
2) 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.)
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 10 mm to 25 mm
Pedal (0.39 in. - 0.98 in.)
Free Play at Clutch 2.1 mm - 4.1 mm
Fork (0.083 in. - 0.161 in.)
Please note the revised specifications in your Service Manuals.
Double Offset (CV) Joint and Axle Boot Installation
NUMBER: 03-28-81
DATE: 11-12-81
APPLICABILITY: ALL MODELS
SUBJECT:
DOJ AND AXLE BOOT INSTALLATION REVISED PROCEDURES
If it is necessary to replace a front double offset joint (DOJ) or axle boot, it is not necessary to completely disassemble the axle from the outer
bearing housing as described in the
Subaru Service Manual.
The following procedures describe the proper method of DOJ or DOJ axle boot replacement.
I. 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. Remove the front exhaust pipe.
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.
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) Remove the front exhaust pipe.
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.
A. Pull DOJ outer race off the inner race assembly as shown in Figure 7.
9. 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.
10. 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. Remove grease thoroughly from inside the DOJ outer race.
NOTE:
Using a solvent and a brush, clean the axle shaft splines, inner race and outer race.
II. REASSEMBLY
14. Put a new small boot band on the axle shaft.
15. Fit the DOJ boot in position on the axle shaft.
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. Fit the six balls into the cage pockets.
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:
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. Lower the vehicle to the ground.
The Flat Rate Times for the procedures are as follows:
ECVT - Trouble Code 25 Troubleshooting
NUMBER 16-41-90
DATE 08-14-90
APPLICABILITY ALL 1989 ECVT JUSTY MODELS
SUBJECT: TROUBLE CODE 25 IN ECVT CONTROL UNIT
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.
INSPECTION PROCEDURE
Figure 1
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) Ignition switch off
2) Disconnect CFC solenoid connector F21 from the engine harness.
3) Measure the resistance between terminal 2 (black wire) and terminal 6 (red wire) of the solenoid side of the F21 connector, (see figure
3).. This value should be between 10 to 100
Paint Code Label Location
NUMBER 13-56-89
DATE 11-27-89
APPLICABILITY
ALL 1989-1990 SURARU MODELS
SUBJECT: THE LOCATION OF THE VEHICLE PAINT CODE
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.
Paint - Information & Cross Reference
NUMBER 13-47-88
DATE 12-12-88
ALL 1989 MODELS
SUBJECT: 1989 PAINT FORMULA INFORMATION
THIS INFORMATION IS THE MOST ACCURATE AVAILABLE AT THE TIME OF PRINTING
NOTE: 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 CODE COMMENTS
Splendor Red 726 Carryover from 1988
Platinum Silver (M) 821 Carryover from 1988
Charcoal Gray (M) 916 New for '89
Extra Black 074 Carryover from 1980
Rio Red 946 New for '89
Slate (M) 943 New for '89
Mica Ruby 947 New for '89
Mica Black 952 New for '89
Arctic White 982 New for '89
Pewter (M) 944 New for '89
Bermuda Blue (M) 955 New for '89
Pearl White Mica 891 Carryover from 1988
PAINT FORMULA INFORMATION FOR CHARCOAL GRAY METALLIC CODE 916
MANUFACTURER: SHERWIN-WILLIAMS
STOCK NUMBER: UB-41929 Acrylic Enamel Clear Coat
Tints 1 Qrt. 1 Gallon
F5L133 11.3 45.0
F5W80 22.5 90.0
F5R121 39.4 157.5
UM2002 135.0 540.0
UM2001 250.0 1000.0
F5B118 543.0 2172.0
V6V300 560.0 2240.0
V2V109 881.0 3524.0
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.
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
STOCK NUMBER: STOCK NUMBER:
ACRYLIC ENAMEL CLEAR-COAT ACRYLIC LACQUER
TI 1 QRT. GALLON NOT AVAILABLE AT THIS TIME
F5Y107 10.0 40.0
F5R121 22.5 90.1
F5L70 38.8 155.2
UM2002 208.0 832.0
F5B118 392.0 1568.0
V2V109 617.0 2468.0
V6V300 628.0 2512.0
UM2001 878.0 3512.0
Acme, Rogers and Martin-Senour stock number is 40833.
PAINT FORMULA INFORMATION FOR MICA RUBY CODE 947
STOCK NUMBER: H9098JW "CRONAR" POLYOXITHANE ENAMEL BASE/CLEAR
TINTS PINT QUART
862J Transp Red 158.8 317.6
872J Russet Pearl 179.0 358.0
855J Light Red 191.4- 382.7
884J LS Red Oxide 197.1 394.2
871J Bronze Pearl 198.7 397.4
805J Jet Black 200.3 400.7
1850J B/C Balancer
STOCK NUMBER: 35-40836 ACRYLIC ENAMEL CLEAR COAT
TINTS QUART GALLON
UM2003 15.5 62.1
F5N122 46.6 186.3
F5R119 124.0 496.0
F5R130 285.0 1140.0
F5R121 549.0 2196.0
V6V300 576.0 2304.0
V2V109 886.0 3544.0
PAINT FORMULA INFORMATION FOR MICA BLACK CODE 952
STOCK NUMBER: UB-40837 ACRYLIC ENAMEL C/C
TINTS 1 QRT. 1 GAL.
F5W80 4.7 18.9
UM2008 32.1 128.4
F5L111 101.0 404.0
F5B118 479.0 1916.0
V6V300 502.0 2008.0
V2V109 880.0 3520.0
STOCK NUMBER: 34-40837 ACRYLIC LACQUER C/C
TINTS 1 PT. 1 QRT.
UM2008 14.7 29.5
L4L305 49.8 99.6
T1C323 69.8 139.6
L4M318 140.0 280.0
L4L353 213.0 426.0
L4B320 437.0 874.0
PAINT FORMULA INFORMATION FOR ARCTIC WHITE CODE 982
STOCK NUMBER: H9097L "LUCITE" ACRYLIC ENAMEL
TINTS 2 QRT. GAL.
443L Mon Green 0.5 1.0
440L Violet 1.0 2.0
405L Black 20.5 41.0
402L White (HS) 1113.0 2226.0
465L Binder 2057.0 4114.0
STOCK NUMBER: H9097JH "CRONAR" POLYOXITHANE ENAMEL
TINTS PT. 1 QRT.
801J HS White 278:1 556.1
807J LS Black 283.4 566.7
870J LS Fast Blue 284.1 568.2
1888J Binder Clear 554.5 1109.1
STOCK NUMBER: 35-40839 ACRYLIC ENAMEL
TINTS 1 QRT. GALLON
F5Y107 0.3 1.3
F5R121 0.9 3.5
F5L70 1.6 6.6
F5W110 439.0 1756.0
V6V175 484.0 1936.0
V2V269 1031.0 4124.0
PAINT FORMULA INFORMATION FOR PEWTER METALLIC CODE 944
STOCK NUMBER: H9096J "CRONAR" POLYOXITHANE ENAMEL BASE/CLEAR
TINTS PINT QUART
813J Med Coarse Al 64.6 129.3
814J Coarse Alum 74.7 149.5
815J Multigrad Alu 83.4 166.8
807J LS Black 90.2 180.4
854J Light Orange 92.3 184.6
892J Transoxide Re 93.5 187.0
882J LS Yelo Oxide 94.3 188.6
1850J B/C Balancer 281.7 563.4
1860J B/C Balancer 432.6 865.2
STOCK NUMBER: 35-40834 ACRYLIC ENAMEL C/C
TINTS 1 QRT. 1 GAL.
F5L70 1.9 7.6
F5R108 15.1 60.5
F5B118 35.9 143.6
UM2002 73.7 294.8
F5Y72 117.1 468.6
V6V300 160.0 640.0
UM2006 878.0 3512.0
TINTS 1 PT. 1 QRT.
L4L309 0.5 0.9
L4M341 4.2 8.4
L4B320 8.9 17.7
L4Y334 27.5 55.0
T1C323 47.5 95.0
L4S349 178.0 356.0
L4S3SS2 434.0 868.0
PAINT FORMULA INFORMATION FOR BERMUDA BLUE (M) CODE 955
STOCK NUMBER: H9095L "LUCITE" ACRYLIC LACQUER B/C
TINTS 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
TINTS PINT 1 QRT.
813J Med. Coarse Al 35.1 70.3
807J LS Black 62.6 125.2
815J Multigrad Alu 79.9 159.8
814J Coarse Alum 91.9 183.8
827J Blue 96.7 193.5
828J HS Fast Blue 99.2 198.4
1850J B/C Balancer 314.5 629.0
1860J B/C Balancer 432.6 865.2
STOCK NUMBER: 35-40838 ACRYLIC ENAMEL C/C
TINTS 1 QRT. 1 GAL.
F5R121 5.1 20.5
F5W80 11.5 46.1
F5B118 37.2 148.7
F5L120 99.0 396.0
V2V109 191.0 764.0
UM2002 291.0 1164.0
V6V300 326.0 1304.0
UM2006 877.0 3508.0
TINTS 1 PT. 1 QRT.
L4R348 1.7 3.5
L4B320 13.8 27.6
T1C323 33.8 67.6
L4L346 88.0 176.0
L4S352 166.0 332.0
L4S349 434.0 868.0
Anti-Chipping Stone Guard Coating
NUMBER 13-52-89
DATE 10-18-89
APPLICABILITY 1989 TO PRESENT, ALL MODELS WITH FACTORY RUSTPROOFING
SUBJECT: ANTI-CHIPPING COAT/STONE GUARD COATING
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: 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.
Bumper - Painting Procedures
NUMBER 13-60-92
DATE 02-12-92
APPLICABILITY: 1985 TO PRESENT SUBARU VEHICLES EXCEPT HATCHBACK AND BRAT
SUBJECT: BUMPER PAINTING PROCEDURES
This bulletin is for information only.
If you encounter a Subaru model that requires refinishing of new replacement polypropylene (PP) or thermal poly-olefin (TPO) bumpers, the
following procedures should be used.
This procedure is not recomended where the existing finish is peeling or lifting nor is it required on plastic areas already having a paint system on
it.
Refinishing previous or OEM painted surfaces require no polypropylene primer and can be treated as an existing finish.
This bulletin is an update to 13-44-87 and is intended to emphasize the proper procedures to ensure adhesion.
1. 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. Rinse with pre-paint cleaner or degreaser again.
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.
Kats Decoater Gun - Instructions
NUMBER: 01-139-95
DATE: 4-28-95
APPLICABILITY: ALL SUBARU VEHICLES
SUBJECT:
KATS DECOATER GUN INSTRUCTIONS FOR "NO TOUCH" TRANSIT COATING REMOVAL
The following equipment will be required
Rubber gloves, rubber boots, safety glasses, Kats Decoater Gun, KATS 8000A remover, water hose, 4060 PSI of water pressure, chamois.
Assembly of Decoater Gun
^ Slide plastic siphon tube over brass connector under bottle cap.
^ Snap the black deflector tip under the brass spray nozzle.
^ Attach pistol grip sprayer to water hose with 4060 PSI.
Washing instructions
1. Place the vehicle in a shaded, well ventilated area.
2. Attach pistol grip sprayer to the garden hose.
3. Fill the bottle with undiluted KATS 8000A remover.
4. Regulate water pressure to 4060 PSI.
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. Do not pre-rinse the vehicle.
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
Paint - Water Spotting
NUMBER: 13-61-92
DATE: 02-05-92
APPLICABILITY:
ALL SUBARU MODELS
SUBJECT:
WATER SPOTTING ON THE PAINT SURFACE
If you receive a complaint of water spots on the paint surfaces that leaves a residue that will not wash off during routine washing and drying of the
vehicle, surface compounding and polishing may be necessary. Most complaints of water spotting and light etching can be repaired without
repainting.
Use the following repair procedure to determine the extent of the condition:
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. Medium Compound - 3M Imperial Microfinishing Compound, Part Number 06031 (Gal.) Paste or equivalent.
2. Finishing Polish - 3M Imperial Machine Glaze, Part Number 05991 (Qt.) or equivalent.
Machine Buffer Application
1. Medium Compound - 3M Imperial Microfinishing, Part Number 06031 (Gal.) Paste or equivalent.
2. Fine Compound - 3M Imperial Microfinishing Glaze, Part Number 05992 or equivalent.
3. Final Polishing - 3M Perfect-It Foam Polishing Pad Glaze, Part Numbers 05995 (White) for light colors and 05996 (Dark) for dark
colors.
Buffing Pad Recommendations for Machine Application
For medium and fine compound, use 3M Hookit SBS System Compounding Pad, Part Number 05712, along with back-up pad, Part Number 05717
or equivalent.
For applying Perfect-It Foam Pad Polishing Glaze, Foam Polishing Pad, Part Number 05725 or equivalent.
INSTRUCTIONS FOR USE
NOTE: 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.
3M RECOMMENDATIONS FOR USE OF THEIR MATERIALS
For hand application use the chemical spotting, minor scratch removal instructions without using a machine buffer.
For machine use, follow the same instructions for minor scratches, chemical spotting, etc.
The 3M Perfect-it(TM)
Paint Finishing System for the Ultimate Finish
For Use on all Refinish or Factory Applied Automotive Paints
Important Information and Instructions for Use
1. 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
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.
Recommended Repair Procedure
Paint - Chip Coat/ Stone Guard Coating
NUMBER: 13-52-89
DATE: 10-18-89
APPLICABILITY:
1989 TO PRESENT, ALL MODELS WITH FACTORY RUSTPROOFING
SUBJECT:
ANTI-CHIPPING COAT/STONE GUARD COATING
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:
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.
R-12 Referigerant - Removal & Recycling Information
NUMBER
10-61-91
DATE
07-02-91
APPLICABILITY
ALL VEHICLES EQUIPPED WITH AIR CONDITIONING
SUBJECT:
REMOVAL AND RECYCLING OF REFRIGERANT R-12
THIS BULLETIN IS FOR INFORMATION PURPOSES ONLY
CAUTION:
HAZARDOUS MATERIALS HANDLING SHOULD BE EXERCISED WHEN USING R-12. GLOVES AND EYE PROTECTION MUST BE
USED. DO NOT SUBJECT R-12 TO HEAT OR OPEN FLAME, BURNING R-12 WILL CREATE A NOXIOUS GAS.
As concerns for the environment increase, more stringent federal, state and local regulations are being placed on the automotive industry. Subaru of
America is also concerned with the Earth's environment. One of our obvious concerns is the use and recovery of chlorofluorocarbon (CFC) base
compound, commonly known as R-12 used in automobile air conditioners. R-12 can escape into the atmosphere during A/C service. It reacts
chemically with the ozone layer causing depletion. Since the ozone layer shields the Earth from harmful ultraviolet radiation, the U.S., and other
countries of the world, met in August of 1987 in Montreal and signed a treaty called the "Montreal Protocol" to reduce the amount of
ozone-depleting chemicals produced. The long term effects of the release of CFC's is debatable, however, we do know the continual release will
have an adverse effect on the Earth's ozone layer. As the ever growing cost of developmental research for alternative refrigerants continues, it's now
more important than ever before to consider cost-effective means for the recovery and recycling of refrigerant R-12.
Many states have legislation pending which will mandate the recycling of R-12. You should familiarize yourself with the pending laws in your area.
SOA recommends the use of the Kent-Moore ACR3 recycling system. We have found this system to be efficient and user-friendly. To assist dealers
in the purchase of this unit, SOA has made special pricing arrangements with Kent-Moore. Prior to operation we recommend that the dealer
thoroughly review the manufacturer's instruction manual.
Dealers may contact Kent-Moore or place orders at 1-800-345-2233.
Flat Rate Information
Recycling of R-12 can be claimed under the Limited Subaru Warranty using the following information, in conjunction with Operation Number
C010-101 DISCHARGE, LEAK TEST, EVACUATE AND CHARGE (A/C System) located in the Subaru Flat Rate Manual Section 0,
Accessories.
ITEM DESCRIPTION/ OPERATION LABOR
FAILURE CODE NUMBER DESCRIPTIONS TIME
N/A C010-105 A/C Refrigerant 0.3 hours
Recovery and Recycling
Technical Service Bulletin # NHTSA95V103006 Date: 950523
Recall 95V103006: Seat Belt Buckle Button Breakage
he front safety belt buckle release buttons can break. These red plastic release buttons are marked "press." If a button breaks, pieces can fall into the
buckle assembly causing the buckle to operate improperly.
The safety belts would not provide adequate protection to an occupant in a vehicle crash.
Owners should promptly check the condition and operation of both front safety belt buckles and carefully inspect the red release button for any
breaks or cracks. They should ensure that both buckles are operating properly by inserting each latch plate into its buckle, tugging on the belt to
make sure the latch is securely locked, and then pressing the release button. The latch plate should pop out of the buckle when the button is pressed.
If either release button shows a sign of breaking or cracking or if either buckle fails to operate properly, owners should promptly contact their
authorized dealer to schedule an appointment to have the buckle replaced or repaired, free of charge.
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.
Brakes - Vibration Diagnostics
NUMBER: 06-32-03
DATE: 11/01/03
APPLICABILITY:
All Models; All Years
SUBJECT:
Brake Vibration Diagnostics and Revised Flat Rate Time
INTRODUCTION
The purpose of this bulletin is two-fold:
Studies confirm that rarely is it necessary to resurface Brake Rotors and/or Drums on all four wheels when a confirmed brake vibration exists. With
proper diagnostics, front or rear brake vibrations can be isolated eliminating the need to resurface all four rotors and/or rear brake drums.
Warranty policy states that only the actual source of the issue is warrantable and preventative repairs for what might occur in the future are not a
matter for warranty. Therefore, it is required that each brake vibration complaint be narrowed to the source and only that repair be completed.
ADJUSTMENT TO FLAT RATE TIME ALLOWANCES
With the introduction of on-car brake resurfacing equipment and even more recent advances of this equipment that reduce the times necessary for
set-up / calibration, measurement and use, the flat rate time allowances will be reduced. The reductions in flat rate time allowances will become
effective January 1, 2004.
Please provide the following information to the appropriate personnel at your dealership.
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.
BRAKE VIBRATION TROUBLESHOOTING CHART
Diagnostics:
Whenever diagnosing for vibration, the first items that should be checked are; worn and/or loose suspension components, axles, tire pressure,
conditions of tires and check that all tires are of the correct/same size. In some cases tires out of balance can also cause vibration. Always refer to
the applicable Service Manual for vehicle specifications.
Disclaimer
Idle Speed - Adjusting Procedure For M/T & ECVT
NUMBER 02-70-89
DATE 08-24-89
1989 JUSTY EQUIPPED WITH ACCESSORY AIR CONDITIONING (S0A332A110 OR S0A329A110)
SUBJECT: IDLE SPEED ADJUSTING PROCEDURE FOR M/T AND ECVT
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
^ A standard combination 10 mm wrench - Snap-on P/N 0EXM10 or equivalent.
^ A thin 8 mm combination wrench - Snap-on P/N 0X1M8 or equivalent.
^ A standard flat blade screwdriver - Snap-on P/N SSD4 or equivalent.
^ Vacuum line plugs and a vacuum cap - Snap-on set P/N YA829 or equivalent.
Adjustment Procedure:
1) Remove the air cleaner assembly.
NOTE: Make sure the vacuum line from the intake manifold to the air cleaner in blocked off.
Figure 1
2) 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.
3) 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.
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.
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.
7) Reinstall the air cleaner and all hoses.
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.
Idle Speed Adjusting Procedure Addendum For M/T and ECVT
NUMBER 02-72-89
DATE 10-15-89
APPLICABILITY 1989 JUSTY EQUIPPED WITH ACCESSORY AIR CONDITIONING (S0A332A110 OR S0A329A110)
SUBJECT: IDLE SPEED ADJUSTING PROCEDURE FOR M/T AND ECVT
USE THE FOLLOWING FIGURE AS AN ADDENDUM TO FIGURE 3 FOUND IN SERVICE BULLETIN 02-70-89 DATED
08-24-89
Emission Hose Routing with FICD included
Note: This figure cannot be found in the 1989 Subaru Justy Service Manual because Justy models are not equipped with factory A/C.
Engine - Head Gasket Residue Removal Procedures
NUMBER:02-100-06
DATE: 10/31/06
APPLICABILITY:
All Models
SUBJECT:
Cylinder Head Gasket (residual carbon
deposits and rubber coating removal)
INTRODUCTION
The purpose of this bulletin is to provide Subaru's recommended procedure of removing the residual carbon deposits and the rubber coating afier
the cylinder head/gaskets are removed. If not removed properly, the new cylinder head gaskets may not seat properly when installed. Subaru
does not recommend any other cleaning methods other than as outlined below. NOTE: Failure to follow the listed procedure which results in
damage to the surface of the cylinder heads or block is not a matter for warranty.
REPAIR PROCEDURE/INFORMATION:
For demonstration purposes the photos are of a 2.5L SOHC engine, however the procedure applies to all engine types.
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.
Disclaimer
Cooling System - Radiator Cap
NUMBER: 09-45-06
DATE: 11/28/06
APPLICABILITY: All Models
SUBJECT:
Radiator Cap
INTRODUCTION
The purpose of this bulletin is to provide the inspection and cleaning procedure for the radiator cap.
Whenever servicing the coolant/radiator, it is imperative that the filler neck and cap are clean of all contaminants and debris.
If foreign material is left in the filler neck sealing area, it will become embedded in the rubber seal and will prevent the cap from sealing properly.
Before making the determination that the radiator cap is faulty, perform the following repair procedure.
REPAIR PROCEDURE/INFORMATION
Caution:
The engine cooling system is under pressure and may be extremely hot. To prevent personal injury or vehicle damage, be sure to take
appropriate precautions while performing this procedure.
1) 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.
For vehicles under the Basic New Car Limited Warranty period, this repair may be claimed using the table.
Disclaimer
Wheels/Tires - Tire Rotation Pattern
NUMBER: 05-37-07
DATE: 03/12/07
APPLICABILITY: All Models
SUBJECT:
Tire Rotation Pattern
INTRODUCTION
In an effort to further reduce uneven tire wear and prolong tire life, the tire rotation pattern has been changed for non-directional tires. To maximize
the life of each tire and ensure that the tires wear uniformly, it is best to rotate the tires every 7,500 miles (12,000 km).
Note:
The tire rotation pattern for directional tires has not changed.
Reminder:
When rotating tires on a vehicle equipped with TPMS (Tire Pressure Monitoring System) make sure to re-register the tires.
Disclaimer
Cooling System - Coolant Flushing Machines and Additives
NUMBER: 09-47-07
DATE: 08/31/07
APPLICABILITY: All Vehicles
SUBJECT: Coolant Flushing Machines and Additives
Introduction
The purpose of this bulletin is to reinforce Subaru of America's policy regarding the use of coolant flushing machines and/or cooling system
flushing agents. Subaru does not recommend the use of any flushing machine or flushing agent under any circumstances.
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 future clogging of the radiator. If a flushing machine is dedicated to only Subaru vehicles, it is still not
recommended as there is no way to know that the coolants being removed and processed through the machine during servicing are / were
exclusively Subaru Genuine Coolant.
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.
^ 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
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.
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.
Disclaimer
Wheels/Tires - Wheel Lock Installation/Removal
NUMBER: 15-125-07
DATE: 08/29/07
APPLICABILITY: All Vehicles
SUBJECT: Subaru Wheel Locks
Introduction
The purpose of this bulletin is to provide the proper procedure for removing and installing Subaru wheel locks. Failure to follow this procedure can
cause damage to the wheel locks and/or wheels.
Repair Procedure/Information
1) 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) By hand, install one wheel lock on each wheel.
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.
Wheel locks and/or keys that are damaged due to improper installation and/or removal is not a matter for warranty.
Disclaimer
Electrical - Parasitic Battery Draw Information
NUMBER: 07-62-07
DATE: 01/17/08
APPLICABILITY:
All Models
SUBJECT:
Dark Current or Excessive Battery Draw
INTRODUCTION
The purpose of this bulletin is to provide the diagnostic procedure when checking for excessive battery draw
PRIOR to beginning the test:
^ Be certain the vehicle battery is fully charged
^ 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.
Items required for test:
^ Pen and paper for recording radio and satellite radio pre-sets
^ Digital Volt Ohm Meter
^ 10 MM wrench
^ 16 gauge by-pass wire, about 12 inches long, w/ proper securing attachments at each end
Test Procedure:
1) Remove battery negative cable
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.
4) 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.
Disclaimer
Audio System - Noise With Rear Defogger ON
NUMBER: 15-126-07
DATE: 02/13/08
APPLICABILITY:
All Models
SUBJECT:
Radio Static When Rear Window Defogger Is On
INTRODUCTION
If you encounter a customer complaint of radio static when the radio and rear window defogger are on at the same time, there is the possibility of a
break in one or more of the defogger grids. When the grid is broken, a high resistance field is created at the break point which can create static on
some radio stations. The level of resistance is usually high enough to create a field of interference which projects out from the glass. The break can
be detected visually or by using a portable radio.
PART INFORMATION
Permatex(R) Quick Grid(TM) Rear Window Defogger Repair Kit, part If 15067, used for repairing damaged rear window defogger grids, is
available at local automotive parts stores
Note:
There are certain factors that could lead to unsuccessful testing. Examples are: overhead fluorescent lights, telegraph poles, high tension lines,
weather conditions, etc. Testing should be performed outdoors on a clear day. Also, there is the possibility that the static may not be duplicated
due to the location of the vehicle. If that is the case, you may want to move the vehicle to a different location when testing. We highly
discourage the use of accessory window tinting. If the vehicle is equipped with it, do not continue with the procedure.
^ 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.
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
M/T - Warranty Information Regarding Abusive Driving
NUMBER: 01-156-03
DATE: 11/18/03
APPLICABILITY:
All Manual Transmission Vehicles
SUBJECT:
Warranty Information Update
INTRODUCTION
This bulletin reinforces Subaru of America's (SOA) position regarding repairs to Subaru vehicles necessitated by vehicle modifications, racing or
abusive driving habits.
Under normal driving conditions SOA warrants wear items such as clutch discs and brake pads under the terms of the Basic New Car Warranty. If a
clutch disc or a brake pad needs to be replaced at low mileage, the dealership must satisfy itself that the replacement is not the result of one of the
exclusions listed in the CDS Policy, Guidelines and Procedures Manual and the Owner's Warranty Maintenance Manual.
Reference: CDS Policy, Guidelines and Procedures Manual
Sections: 8.1.10, 8.2.6.7 and 8.2.7.10
Reference: 2004 Warranty and Maintenance Manual
Pages 13 and 14
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.
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
The photos above depict some results of abusive driving.
Disclaimer
Vehicle - Recommended Fluids/Chemicals
NUMBER: 01-067-08
DATE: 09/09/08
APPLICABILITY: All Subaru Vehicles
SUBJECT:
Recommended Materials
Introduction
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
Technical Service Bulletin # 0106-01 Date: 060101
Engine - Bank 1, Bank 2 Clarification
BANK 1, BANK 2
Just to clear up some confusion that the Techline gets calls on. Bank 1 is where cylinder 1 is located (passenger's side of the car). Bank 2 is where
cylinder 2 is located (driver's side of the car.)
Engine - Rough Idle Diagnostic Information
ENGINE TESTING -- BACK TO THE BASICS
The Technical Helpline continues to get calls concerning rough idles on Subaru vehicles. If you call the TechLine, 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 must 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 25%
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, 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
Electrical - Low Battery Voltage Affects Other Systems
LOW BATTERY VOLTAGE
If you should encounter a dead battery, especially if the voltage had dropped below 7 volts, there is a possibility that other components may have
been affected. Charge the baffery following established procedure using the Midtronics test equipment. Pay affention to the electrical equipment
such as relays, radio, horns, lights and other like equipment. All items should be checked for proper operation prior to releasing the vehicle back to
the customer.
Brakes - Brake Pad Rust Prevention
PREVENTIVE MEASURE FOR SURFACE RUST AROUND DISK BRAKE PAD
If you encounter a complaint that the brake pad is not sliding properly or that a squeaking type noise can be heard even though the brake
performance is normal, and the vehicle is operated in the salt belt or coastal areas, there is a possibility the brake pad portion may have some
surface rust on it. The cure is to apply a thin coat of grease (Molykote AS-880N or equivalent) to the parts as shown below.
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.
3) Apply a thin coat of Molykote M7439 or equivalent to pad clip
4) Apply a thin coat of Molykote M7439 or equivalent to caliper support.
Engine - Valve Guide Oil Seal Identification
Valve stem oil seals
The Techline occasionally gets calls concerning the color of valve stem oil seals and what colors are for what valves. The green seals are for the
exhaust valves. The gray/black seals are for the intake valves. We hope this helps alleviate some confusion.
Technical Service Bulletin #
05-47-10 Date: 100427
Tires - Repair Information/Precautions
NUMBER: 05-47-10
DATE: 04/27/10
APPLICABILITY:
All Model Years
SUBJECT:
Tire Repair
Introduction
The purpose of this bulletin is to provide information regarding proper tire repair. Failure to perform proper repairs could result in tire failure which
may result in an accident causing serious injury and/or death. Subaru of America, Inc. strongly recommends following the Tire
Manufactures' and Rubber Manufacturers Association (RMA) procedures. Tire Information can be found in the customer's OIK (Owners
Information Kit) and the tire manufacturers' web-sites.
As an example, the following information was taken directly from the Bridgestone(R) Firestone(R) Tire Maintenance, Safety and Warranty
Manual.
Tire Repair
SAFETY WARNING
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 larger than 1/4 inch (6 mm).
- With a puncture or other damage outside the repairable tread area (as shown in the graphic).
- With a pre-existing, improper repair.
^ 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.
^ NEVER substitute a tube for a proper repair or to remedy an improper repair.
^ 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.
SAFETY WARNING
Disclaimer
M/T - Clutch Pedal Squeaking Noise
CLUTCH PEDAL SQUEAK
If you encounter a manual transmission equipped vehicle with a clutch pedal squeak concern, and lubricating the pedal mechanism didn't fix the
noise, check the clutch switch. We have had a few reports where this has been the source of the problem. The fix is to replace the clutch pedal
switch.
Engine Controls - Rough Idle/Misfire Diagnostic Tips
basics, basics, basics
The Techline receives calls on rough idles and misfire codes on a daily basis. Before you call us, we suggest/ask the following:
Check the ECM reprogramming sheets available on the Subarunet.com website to see if the particular model you are working on is eligible for a
reflash for rough idle/misfire.
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
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.
Wipers/Washers - Front Washer Nozzle Won't Spray
FRONT WASHER NOZZLE DOES NOT SPRAY PROPERLY
Failure of the front washer nozzle to spray properly may be caused by something blocking the nozzle outlet. Try to eliminate dust and foreign
matter from front washer nozzle using the following procedure. If the washer nozzle spraying does not change after the repair, then it will be
necessary to replace with a new nozzle or inspect other parts on the washer system.
1) Open the front hood
2) Remove the washer nozzle
3) Blow compressed air in the spray hole of the washer nozzle and the installation hole for washer hose to eliminate dust and foreign matter.
4) Install the hose to washer nozzle and install the washer nozzle.
5) Check if front washer sprays properly. If no change, replace with a new nozzle.
A Technical Service Bulletin will be forthcoming with additional information on this subject.
Technical Service Bulletin # 1005-07 Date:
051001
Wipers/Washers - Wiper Blade Information
12 WIPER BLADES - THE BASICS
When presented with a complaint indicating worn or noisy windshield wipers, please keep the following checks in mind. First check the condition
of the wiper's rubber inserts. They should not be cracked, split or torn. If damaged, the inserts must be replaced. In all cases the blade frame itself
should be inspected to ensure that the pivot points move easily and that the frame is not bent or otherwise damaged. Wipers with physically
damaged blade frames are not a matter for warranty. If the frame is in good shape, then only the rubber insert needs replacing. If the wiper and
rubber inserts appear undamaged, check the wiper performance to determine if the blades are streaking, smearing or chattering as they go across the
windshield.
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.

Subaru Justy L3-1.2 2wd Carb Repair PDF

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