The first versions of the 2.5 liter twin cam engines employed non-hydraulic valve actuation. Like the timing belt, the clearance between the engine valves and the shim and bucket valve actuators does not require inspection and/or adjustment until 105,000 miles have elapsed. However, various circumstances may require an adjustment before that milestone is reached.
Clearance is tight and there is little room to work between the cylinder heads and the left and right frame rails. A special tool (ST 49818700) is available for depressing the valves and removing the adjusting shims. Without this tool, the job is impossible to accomplish with the engine in the car. Once again, we had the benefit of working on an engine that had already been removed from the car. Before you can adjust the valves, the engine must be cold. Consult the service manual to determine the parts that will need to be moved or removed to make some room to work.
Unlike some overhead cam engines that require you to rotate the cam until each cam lobe is facing 180 degrees away from the adjustment shim, Subaru has very specific procedures for adjusting four valves at a time (a pair of intakes and a pair of exhausts). The pairs of intakes and exhausts are never for the same cylinder, which makes things rather interesting. This system requires you to turn the crankshaft a total of four times to complete the adjustment procedure.
This is a step by step guide in installing the Limited Spoiler from a 07 STi.
Here is the limited spoiler, already painted to match the lid:
The part number is actually E7210FE900 and the kit cost $221 shipped at the time of purchase, but prices may have changed.
1.)From the factory this fitting is already installed in the center of the spoiler, if you bought it unpainted, remove this BEFORE you get your spoiler painted. It just makes it easier. I simply cut the nipple off so that nothing is protruding from the bottom of the spoiler. You can also use the nipple and cut a hole in your trunk.
2.) The 3M tape you want to use looks like this, I picked it up at the local auto parts/auto body shop. You can see the part number in the picture. It costs around $15 and you will have enough for two or more installations.
SVX Power Steering Systems on Early Subarus Part 4:
There are two model-specific systems available on SVX vehicles:
• The engine speed sensitive, or conventional belt driven hydraulic pump and pinion type steering system is standard equipment on the SVX.
• An SVX equipped with the SVX Touring Package uses an optional vehicle speed-sensitive system. This system provides normal power assist at low vehicle speeds for reduced driver steering effort, and reduced steering assist at increased vehicle speeds for increased road feel and improved engine operating efficiency. Both systems have many similarities with the Legacy system.
Both systems share many similarities to existing Subaru steering systems. Both use a belt driven power steering pump, although the pump housings are different in appearance.
A conventional power assisted rack with the standard Subaru lines and hoses is used by the standard system.
An oil cooler pipe has been added to both SVX systems. It is located in front of the radiator on the return side of the system.
A steering shaft rubber coupler is used by both SVX systems to reduce road noise and vibration.
SVX Power Steering Pressure Switch
A power steering pressure switch is located on the outlet side of the pump. The switch monitors increased engine load during idle speed steering. The switch provides an input to the MPFI ECU, which prevents stalling by raising the engine idle speed. There is not an additional trouble code for the MPFI ECU.
The Cybrid Power Steering System was standard equipment on the XT6. It’s a computer controlled,
electric motor-driven hydraulic steering system, using a power-assisted rack and pinion assembly similar to the XT. This system provides improved steering feel and more precise power assist over a wider operating range. Fuel consumption is reduced because it requires less horsepower due to the electrically-driven hydraulic pump. The specific system used on the XT6 is quicker than other XT power steering systems, with just 3.2 turns lock-to-lock.
• The Motor and Pump assembly mounted on the front bulkhead (firewall).
• A Steering Sensor located inside the vehicle at the base of the steering column.
• A Signal Controller located in the left rear quarter panel.
• The Power Controller mounted on the front bulkhead (firewall) to the left of the Motor/Pump assembly.
The Motor/Pump assembly is similar to a starter motor, since it has an armature, fields, and brushes which are serviceable. The electric motor drives a pump which is very similar in design to an engine driven pump. This combination replaces the familiar belt driven P/S pump assembly. The Cybrid System requires special hydraulic fluid to retain stable viscosity during cold temperatures.
The Pump incorporates an electric heater to warm the hydraulic fluid in extremely cold operating conditions, improving the steering performance. A thermistor type switch located on a bracket above the Motor/Pump assembly, senses the underhood (ambient) temperature and sends an input to the Signal Controller.
The Heater operates for approximately five minutes after engine start-up. The Signal Controller grounds the heater relay, which passes battery voltage to the heater. The heater relay is located near the motor/ pump assembly.
Note: The Heater only works when the thermometer signals an extreme cold condition.
This is a step by step guide on installing steering rack bushings (whiteline) on a 08+ WRX/STi. This needs to be done the right way and all the bolts NEED to be torqued with a torque wrench to factory spec for the car to be in a safe operating state.
1.) Remove the under tray. There are 2 12mm bolts towards the front, 1 12mm bolt on the rear, 2 clips on the rear. and 2 plastic pop-out clips on the sides near each wheel well.
2.) After removing the under tray you will need to remove 10 14mm bolts holding the cross member support brace (otherwise known as the jack plate) in place. The bolts that are to be removed are circled in red and yellow.
Note: The bolts circled in yellow are secured by nuts on the topside so you will need the 14mm wench as well. These bolts are torqued down pretty tight if they have never been removed before.
3.) Once the cross member support is removed the steering rack will be exposed as pictured below. Note the location of the 3 bushings denoted by the red arrows.
Subaru’s power steering system contains a pump, hydraulic line, and a gearbox (rack). The hydraulic pump is a vane-type pump driven by the engine. It provides pressurized fluid for the system.
Oil Pump Operation
The pump has two internal valves: a flow control valve and a relief valve. The flow control valve regulates the volume of power steering fluid delivered to the rack. During high engine rpm, the pressure in the pump overcomes the flow control valve spring. The control valve slides back to close off an oil passage to the rack and to open an oil return port to the pump inlet. This reduces the power assist to the rack during high speeds, improving the steering wheel feel and response.
Subaru steering systems utilize a rack and pinion steering mechanism. As the pinion gear rotates, the rack moves left or right. Rack and pinion steering gives the driver precise control over the wheels. The simple, compact design is easy to service.
CGR – VGR Ratios
Two manual steering racks are used in Subaru vehicles: a constant gear ratio (CGR) rack and a variable gear ratio (VGR) rack. The teeth on the CGR rack are equally spaced so the turning effort is equal throughout the turning range. The teeth on the VGR rack are spaced closer together on the ends of the rack than in the middle. The turning effort decreases as the turning angle increases so sharp-radius turns are easier to make.
Several different power steering racks have been installed in Subaru vehicles. The racks used in the L-series, XT, Legacy and SVX vehicles are similar. All have a one-piece gearbox and lack the external air vent distribution tube found on the rack in pre-’85 and carryover vehicles. However, the XT rack differs from the L-series rack in several ways.
The XT rack is made of aluminum and has a different control valve. Different types of hydraulic seals are used in the two racks, and each has its own unique special service tool. The power steering rack in the pre-’85 model year vehicles and the Brat has a two-piece gearbox and an air vent distribution tube. It also has seals, service procedures and special service tools that differ from the other racks.
Rigid Steering Column
Three types of steering columns are used in Subaru vehicles: a rigid steering column, a tilt steering column and the XT and SVX tilt and telescoping steering column. The rigid steering column is found on L-series DL models, the Legacy standard model, and Justy vehicles. The rigid steering shaft does not tilt or pop-up, but is collapsible (a safety feature). The shaft is connected to the gearbox by universal joints.