Kyoto Miyama

Visited I Miyama, Northern Kyoto yesterday for the purpose of commissioning of BC7 SUBARU Legacy LSi US model. No strange tight corner locking phenomena was observed through the test driving both on the high way and general road.
Thanks to several trials on duty solenoid action by shortening the signal while running, the fault on rear automatic transfer had been eliminated thoroughly, probably because my attempt could have flatten the undesirable step wares inside of clutch bell? Appreciate I again the capability of SUBARU technical engineer to set up the compliance  balance of GC8 Impreza WRX model, because that of my BC7 has exchanged into the same axle constructions, shock absorbers, suspension coil springs and arm bushes with complete SUBARU genuine parts, those had been removed from new complete GC8 WRX. NVH are well balanced and no sense of frequent and uncomfortable pushing back reactions nor shakes. So, I have made up my mind to continue keeping this first generation Legacy for the time being.

I dropped in FLAT4 air-cooled VW shop Kyoto branch on my way home from Miyama, according to the opinion by the engineer there, the rear trailing arm bushes should be replace without no argument, because of permanent distortion of especially outer bushes had been surely performed by continuous stress applied by torsion suspension spring for 40 years long period of time. As a important information to remove rear lower arm from the axle construction, rotating rate distance would be 30mm to 50mm when stopper lock was released by pulling back outside and the separate portion would be inside spline because outer spline should have been rusted and clogged according to their experiences. Also marking before separating at the splines are indispensable step, otherwise later tasks would be very harder to set up the suspension height on both side with best balancing like an original condition, there are several combinations of outer and inner splines to realize the even heights.