开云体育

speaking of PCV system ..
there's been some posting about more elaborate and evolved breather
systems for subaru-vanaongs recently.
and it may have been to fix an oil consumption problem. Maybe 3 weeks ago.

I apologize for not putting the year of the engine, it is a 1997. Oil
has not been overfilled, at least not while I have had it. The owner I
purchased the van from was really good about maintenance, etc. and
disclosed any issues he had had with the van. It is possible that the
owner before him may have run it overfilled (just a speculative
answer). I have only had the van since January, so I am pretty
ignorant on the history of the vehicle.

Scott and Udo, thanks for the help. I'll check the PCV valve and go
from there.

--- In subaruvanagon@...
<mailto:subaruvanagon%40yahoogroups.com>, Scott Daniel - Turbovans
<ScottDaniel@...> wrote:

You can easily have oil consumption with no blue or black smoke out the
tailpipe,
on any semi-modern engine with catalytic converter and electronic fuel
injection.

It it's not dripping out anywhere...and the oil level is going down, it
has to be burning it.

the 90 Legacy 2.2 is known for an oil issue ..if you happen to have

that

year Legacy 2.2

also on your oil level and total amount ..you're not running it

overfull

are you ?
Pretty important.

On 5/15/2012 5:55 PM, tlwelbor wrote:

After checking my oil level Sunday evening, I found the engine to be
several quarts short. I had not driven the van in a couple weeks

after

returning from a 2000 mile trip. The oil levels were fine, according
to the dip stick, before leaving on the trip and when I returned. I
had run the engine while trying to determine an LED coolant light
issue (which I solved thanks to the help from everyone here - or
rather may have solved if this turns out to be related). The van had
been checked out during the trip by a trusted mechanic who helped
determined the light was not related to the engine by checking fluid
levels, changing the thermostat, and switching out the temp sensor.
Since the van was not emitting dark clouds of exhaust while the

engine

was running and there are no oil stains in my drive way where it has
been sitting, I am perplexed. Anyone have any ideas about what is
going on.

1985 Vanagon Campmobile with an EJ2.2 from a Legacy/

Thanks for the help,

You can easily have oil consumption with no blue or black smoke out the
tailpipe,
on any semi-modern engine with catalytic converter and electronic fuel
injection.

It it's not dripping out anywhere...and the oil level is going down, it
has to be burning it.

the 90 Legacy 2.2 is known for an oil issue ..if you happen to have that
year Legacy 2.2

also on your oil level and total amount ..you're not running it overfull
are you ?
Pretty important.

On 5/15/2012 5:55 PM, tlwelbor wrote:

After checking my oil level Sunday evening, I found the engine to be
several quarts short. I had not driven the van in a couple weeks after
returning from a 2000 mile trip. The oil levels were fine, according
to the dip stick, before leaving on the trip and when I returned. I
had run the engine while trying to determine an LED coolant light
issue (which I solved thanks to the help from everyone here - or
rather may have solved if this turns out to be related). The van had
been checked out during the trip by a trusted mechanic who helped
determined the light was not related to the engine by checking fluid
levels, changing the thermostat, and switching out the temp sensor.
Since the van was not emitting dark clouds of exhaust while the engine
was running and there are no oil stains in my drive way where it has
been sitting, I am perplexed. Anyone have any ideas about what is
going on.

1985 Vanagon Campmobile with an EJ2.2 from a Legacy/

Thanks for the help,

[Non-text portions of this message have been removed]

Hi Greg,
Normally the ECU will not report codes immediately with the Green Test Mode connectors connected - but if the ECU see serious engine performance issues it will report them immediately. In your case:

Code 35 CPC solenoid - always seems to report immediately - you need to check the solenoid valve to see if it has gone open circuit - common failure mechanism. Correct this one first and see what happens to the others.

Code 21 - coolant temperature - check to be sure it is plugged in.

Code 42 - Idle switch - check to be sure the TPS is set so the idle switch is closed when the throttle is closed.

The codes 51 and 33 usually do not come up until the engine has run at >2000 rpm for 45 seconds.

I hope this makes some sense,
Tom
Burlington ON


--- In subaruvanagon@..., "dmz" <dmzwesty@> wrote:

1994 ej22 in an 85
Here's what I wondering about:

When I first start up, with the van only sitting there at idle, I immediately get 3 codes. 35, 42, 21.

But after driving for awhile, I get those plus 33 and 51.

This is only with the green connectors.

So is there a significance to the separation of codes?

ALL the normally aspirated Subaru clutches are push type. They all
interchange with each other, at least up to the mid 2000s, I
understand. That is with the commonly used single mass fly wheel.
All EJ series.

If I could get to a car or transmission, I would, if I could and
measure.

I have a linearly actuating concentric hydraulic TO bearing. Before
another one gets damaged I want to know what the normal TO range is
for a stock application.

After checking my oil level Sunday evening, I found the engine to be
several quarts short. I had not driven the van in a couple weeks after
returning from a 2000 mile trip. The oil levels were fine, according
to the dip stick, before leaving on the trip and when I returned. I
had run the engine while trying to determine an LED coolant light
issue (which I solved thanks to the help from everyone here - or
rather may have solved if this turns out to be related). The van had
been checked out during the trip by a trusted mechanic who helped
determined the light was not related to the engine by checking fluid
levels, changing the thermostat, and switching out the temp sensor.
Since the van was not emitting dark clouds of exhaust while the engine
was running and there are no oil stains in my drive way where it has
been sitting, I am perplexed. Anyone have any ideas about what is
going on.

1985 Vanagon Campmobile with an EJ2.2 from a Legacy/

Thanks for the help,

I have a converted van.

It is important to know what the original throw out bearing did.

Again, how far does the original throw out bearing travel in the
original normally aspirated push type clutches?

If it matters I have a stock Subaru clutch in my Subaru powered
Vanagon application.

I have some issues.

Hence, I want to know how far the original bearing traveled.

OK?

NO.

How far does a stock Subaru clutch throw out bearing move in its
original application?

That is the question.

Not in a van. Not in a conversion. Not in a turbo. Just stock. The say
it was meant to be initially.

This will make sense in a later post.

How far does a stock Subaru throw out bearing move?

Note this is very a very conversion related question and I have
searched high and low for the answer.

I know the travel is less than a half inch, but various clutches
disengage with different travels.

This is for the standard normally aspirated clutch.

I do not have a stock Subaru transmission to look at.

Help!

1994 ej22 in an 85
Here's what I wondering about:

When I first start up, with the van only sitting there at idle, I immediately get 3 codes. 35, 42, 21.

But after driving for awhile, I get those plus 33 and 51.

This is only with the green connectors.

So is there a significance to the separation of codes?