L
Lake
I recently aquired a 92 Legacy with a 2.2 engine (130k miles). The
compression on the 2 & 4 cylinders is 155, while 1 & 3 come in at 75
each. The engine passed a cylinder leak down test* administered by the
Subaru shop after they installed a new timing belt. The old one was
off by one notch. The owner pulled out at $400, figuring that they
were never able to get the car running smoothly again at a reasonable
cost. She had it towed away for donation. The removed parts were
placed in the trunk.
I bought the car for a song. It has a cherry body and interior , and
it was advertised as having a possible "bent valve". I have owned a 91
Legacy for 16 years, and I know this is a "non interference" engine.
That is, a slipped timing belt will not bend a valve. At worst, I
could put the engine from my 91 into this car. I reinstalled the
parts, and I have been driving it, albeit with a rough idle and lousy
gas mileage (75 miles on a half tank).
I would really like to see if I can solve this mystery.
The car was towed into Subaru after a failed start on a -10 degree
night. The owner "heard a clunk", and that was that. Before this
episode, the car reportedly ran well and seemed to be well maintained.
I interviewed the mechanic, and found that there were two siezed valve
lifters on the 1 & 3 side. I replaced these.
So far, I have replaced the fuel, changed the oil and added one quart
of Rizlone oil detergent. I've also changed the plugs. The 1 and 3
were carbon fouled, probably due to low compression.
My reasoning tells me that there could be a fracture between the 1 and
3 cylinders. This would have to be low enough to allow at least a 50%
buildup in compression and still pass the leakdown test. I could
probably test for this by removing the rocker train (to close all the
valves), moving the piston to the bottom-dead-center position and
applying air. I don't know what this crack could look like because the
block casting is probably sleeved. Then, the question: what to do
about it, short of ditching the engine.
Here are my questions to the group: has anyone out there overhauled a
2.2 in the 90-94 series? What is between the adjoining cylinders?
Coolant passage? Has anyone tried a product like thermagasket? (This
is a $100 treatment via the water system to cure head gasket problems
and block cracks).
It helps to write this stuff down. As I think about this, I am not
convinced that the "klunk" was the timing belt slipping. I've had
timing belts that were off by a notch, and the car was still
driveable. I would be interested in any other opinions. Thanks.
*Cylinder leak down is measured by pressurizing each cylinder in turn
with its piston in tdc position. This tests leakage thru valves,
gaskets, and rings.
compression on the 2 & 4 cylinders is 155, while 1 & 3 come in at 75
each. The engine passed a cylinder leak down test* administered by the
Subaru shop after they installed a new timing belt. The old one was
off by one notch. The owner pulled out at $400, figuring that they
were never able to get the car running smoothly again at a reasonable
cost. She had it towed away for donation. The removed parts were
placed in the trunk.
I bought the car for a song. It has a cherry body and interior , and
it was advertised as having a possible "bent valve". I have owned a 91
Legacy for 16 years, and I know this is a "non interference" engine.
That is, a slipped timing belt will not bend a valve. At worst, I
could put the engine from my 91 into this car. I reinstalled the
parts, and I have been driving it, albeit with a rough idle and lousy
gas mileage (75 miles on a half tank).
I would really like to see if I can solve this mystery.
The car was towed into Subaru after a failed start on a -10 degree
night. The owner "heard a clunk", and that was that. Before this
episode, the car reportedly ran well and seemed to be well maintained.
I interviewed the mechanic, and found that there were two siezed valve
lifters on the 1 & 3 side. I replaced these.
So far, I have replaced the fuel, changed the oil and added one quart
of Rizlone oil detergent. I've also changed the plugs. The 1 and 3
were carbon fouled, probably due to low compression.
My reasoning tells me that there could be a fracture between the 1 and
3 cylinders. This would have to be low enough to allow at least a 50%
buildup in compression and still pass the leakdown test. I could
probably test for this by removing the rocker train (to close all the
valves), moving the piston to the bottom-dead-center position and
applying air. I don't know what this crack could look like because the
block casting is probably sleeved. Then, the question: what to do
about it, short of ditching the engine.
Here are my questions to the group: has anyone out there overhauled a
2.2 in the 90-94 series? What is between the adjoining cylinders?
Coolant passage? Has anyone tried a product like thermagasket? (This
is a $100 treatment via the water system to cure head gasket problems
and block cracks).
It helps to write this stuff down. As I think about this, I am not
convinced that the "klunk" was the timing belt slipping. I've had
timing belts that were off by a notch, and the car was still
driveable. I would be interested in any other opinions. Thanks.
*Cylinder leak down is measured by pressurizing each cylinder in turn
with its piston in tdc position. This tests leakage thru valves,
gaskets, and rings.