Question about 1997 Subaru Legacy

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97 subaru GT wagon legacy was going ok although turbos were always a little louder than most. one day engine light came on started cutting out after first turbo. gave rest went back to normal, rest i

97 subaru GT wagon legacy was going ok although turbos were always a little louder than most. one day engine light came on started cutting out after first turbo. gave rest went back to normal, rest i mean 5 min. now engine light staying on second turbo aint kickin in, as if was govend after that??? can you hel;p please???

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6 Suggested Answers

6ya6ya
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Posted on Jan 02, 2017

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  • 2187 Answers

SOURCE: Subaru Legacy White Smoke

smell the exhaust first, if it is sweet smelling, it may be the headgasket.

Posted on Jun 26, 2009

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germcelchar
  • 389 Answers

SOURCE: how do i bleed my power steering rack on subaru legacy rs turbo

A power steering dosent need bleeding. If you replaced it a week ago and was fine until now then it's not an air problem. Power steering fluid is pumped through the system even when the steering is not being used. Definatly not an airlock problem. Cheer's

Posted on Oct 16, 2009

MNfisherman
  • 11896 Answers

SOURCE: I am after a wiring diagram for a Be5 Subaru

What kind of wiring diagram are you looking for? If you go to autozone.com and register for free, you will get full free online repair manual with all the info you could want for this car. Google images also carry many wiring diagrams for your vehicle.

Posted on Nov 15, 2009

  • 2 Answers

SOURCE: Subaru Legacy GT CEL code 66

There is a differential pressure sensor mounted beside the 2wd fuse link with a couple of 5mm pressure lines going in each end. These lines connect to each turbo output. The two pressures acting on each side of this sensor produces a voltage read by the ecm which tells it the differential pressure between both turbo boosts during acceleration. Normally the primary turbo leads the boost and the secondary turbo plays catch up until the pressures are even then air valves get opened and shut to bring the second turbo compression in parallel with the first turbo. The two turbos simply act in sequence but function in parallel. Its just like having one big turbo but operating down two smaller paths.
The sensor measures the changing boost pressures as the second turbo rises to equal the first.
If the generated voltage is not what it expects it shows as a code 66. As you can start to see there could be many different reasons why there might be an imbalance in the two pressures.
It could be either turbo causing the imbalance or a faulty bypass valve or pressure relief valve or a number of other issues. It doesnt necessarily have to be a turbo or a solenoid which is faulty. All it means is that the pressure difference between the two boosts is wrong.
The real question is why is it wrong.
There is a lot you can do yourself to diagnose the cause. If you are able to study the manual which is available free off the internet (do a search for the link) then you will see that you can test many of the component parts quite easily at home and also temporarily replumb the turbos to bypass aspects of the system control to figure it out for yourself. To do this you will have to gain an understanding of how the twin turbo system works. However its not hard if youi strip away the complex jargon hiding simple functions.. There is a mystique of fear concerning working on these motors which is not justified.Just use common sense and logic.
Or you take it to a shop and pay someone else to do it for you.

Posted on Feb 10, 2010

  • 2 Answers

SOURCE: fault code 45- how do i repair it?

hi i had that fault i found it was a small box the size of a fifty pence on the osf with a small air pipe coming from the bottom of it try a run the car then take the pipe of if its working you will see the change in the engine

Posted on Aug 24, 2010

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If you look out close to where the engine and the inner fender meet, just a little in going back to the center, you will find two on each side on the 2.5 non-turbo. These have plug wires going to them.
On a turbo, the plugs are actually right in the side of the engine, going into the tops of the cylinder heads below the ignition coils which you remove first, to get to them. The same is true with the 3.0 engine.

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