IW STi Forum banner

1 - 20 of 49 Posts

·
Registered
Joined
·
398 Posts
Discussion Starter #1
I recently *retired* my 2005 STi from being my daily driver. Now I drive an E93 M3.

The STi was retired because one day I started getting smoke coming out of the engine bay randomly. Local subaru dealership said it was one thing ($2000), and my buddy's garage said it was something else (~$1500). Rather than taking wild guesses with that much money, I put the car into retirement until I had the time/space to work on it myself.

Now that time has come. I just moved into a new apartment which has a garage with decent work space.

I found this thread:
http://www.iwsti.com/forums/2-5-liter-litre-factory-motor/101927-turbo-oil-feed-avcs-line-replacement.html

Which I think is the source of the smoke. I am almost done with the installation of the P&L kit referenced in that thread. See: http://www.iwsti.com/forums/gd-general/189834-long-term-sti-storage-4.html

Once that's done, I think I am going to continue swapping out relatively minor bits as I learn my way around, I've never done real work on a car before.

First on my list is a hood damper. Cheap, easy, and will definitely make working in the engine bay easier. After that, I am thinking about getting a whole new set of stainless steel lines. P&L has power steering lines, clutch lines, and brake lines. This will be just as much learning as actually expecting positive improvement.

After that, I'm thinking about tightening up the chassis a bit. Swaybars, strut braces, etc. I'll do more research into specifics there when the time comes.

I'm open to suggestions, though. What does the community think?

Ultimately, I want to continue taking the STi to autocross, and eventually onto a real road course. I'm not far from Homestead Miami Speedway. I'm not too concerned about making record lap times (yet); I'm more interested in working on the car as a hobby, and learning as I go.
 

·
Registered
Joined
·
398 Posts
Discussion Starter #3
I went for a test drive today. Brakes feel like mush and the clutch feels like it's about ready to give up on me. Clearly, I have work to do. I have stainless steel brake lines inbound, once those show up I'm going to swap them in and flush the brake fluid. I figure that's got at least 90% chance of fixing the brakes. The clutch is probably ready to be replaced. I'm still on my stock clutch disc, the car has ~75k, including a bunch of autocross days. Plus, it was my first manual transmission car, so there's probably some learning curve carved out of it as well.

Meanwhile, as I was driving around, I was keeping an eye on the engine temp (since I had to pull a coolant line while replacing the AVCS hard line). The temp never went a tick above normal. Quite pleased there. Even still, I'll probably flush the coolant before my first track day.

I was really excited that there was no smoke coming from the engine bay for most of the drive. I was only out for about 15 -20 minutes, and most of it was fine. However, I did start to see some little wisps of smoke eventually. I immediately pulled over, checked coolant level (the reservoir still looked fine) and checked oil level (somewhere towards the low end of acceptable on the dipstick), so I figured all was well enough. I kept driving, and the smoke kept getting worse. I grabbed my little extendo-mirror and confirmed that all three banjo bolts from the AVCS/turbo oil line project were dry and clean, no leaking oil. Yet, I still had a decent amount of smoke coming from the left side of the engine bay. It wafts up from the turbo area, the intake area, and everywhere in between.

I am wondering whether it's just oil spatter from the avcs line project. I KNOW I splattered some amount of oil when I used the dremel to cut the avcs hard line. I saw some splatter onto the uppipe, so I figured there would be SOME burn-off. But this was more than I had predicted.

So, for the group, is there another fluid I should be keeping an eye on to see whether this is an active leak as opposed to just burning off the oil spatter? Should I just keep doing short drives to burn it all away eventually? Any idea how long spattered oil will take to burn off? Should I try to spray some water in the area to try and clean the engine bay? Is there a better way to clean the engine bay?
 

·
Registered
Joined
·
56 Posts
I recently *retired* my 2005 STi from being my daily driver. Now I drive an E93 M3.

The STi was retired because one day I started getting smoke coming out of the engine bay randomly. Local subaru dealership said it was one thing ($2000), and my buddy's garage said it was something else (~$1500). Rather than taking wild guesses with that much money, I put the car into retirement until I had the time/space to work on it myself.

Now that time has come. I just moved into a new apartment which has a garage with decent work space.

I found this thread:
http://www.iwsti.com/forums/2-5-liter-litre-factory-motor/101927-turbo-oil-feed-avcs-line-replacement.html

Which I think is the source of the smoke. I am almost done with the installation of the P&L kit referenced in that thread. See: http://www.iwsti.com/forums/gd-general/189834-long-term-sti-storage-4.html

Once that's done, I think I am going to continue swapping out relatively minor bits as I learn my way around, I've never done real work on a car before.

First on my list is a hood damper. Cheap, easy, and will definitely make working in the engine bay easier. After that, I am thinking about getting a whole new set of stainless steel lines. P&L has power steering lines, clutch lines, and brake lines. This will be just as much learning as actually expecting positive improvement.

After that, I'm thinking about tightening up the chassis a bit. Swaybars, strut braces, etc. I'll do more research into specifics there when the time comes.

I'm open to suggestions, though. What does the community think?

Ultimately, I want to continue taking the STi to autocross, and eventually onto a real road course. I'm not far from Homestead Miami Speedway. I'm not too concerned about making record lap times (yet); I'm more interested in working on the car as a hobby, and learning as I go.
STi Enthusiast,

I recently departed from my 05 STi, I wanted to prep this car beyond it's limits, however, I decided that It was a project that wasn't going to be cheap, I bought Tons of Parts for this car to Modified, I never even got started. All parts are brand new and in its original package. If you're interested in some of this parts shoot me an email and check some of my threads, I have a list of some of the things I have plus more. Until then...Happy Motoring.
 

·
Registered
Joined
·
398 Posts
Discussion Starter #6

·
Registered
Joined
·
398 Posts
Discussion Starter #8
Good project you have going. Some pics would keep us all more interested :)
Thanks. I'm taking pics as I go. I've already done one How-To for the flushing the clutch fluid with copious pics of the process (see post above). General car pics will happen some day, but exterior styling is very low on my list, so the STi really just looks like a well-worn daily driver. I kinda feel like keeping it that way even as I build her into a beast.

My current concern is that I still get a decent amount of smoke coming out of the engine bay after the car gets warm. Since it's not my daily driver I dont really use it all that much, so it probably has less than one hour of driving time since the AVCS line project (when the oil splattered). Hopefully that smoke will cease sometime soon. I dont want to show up to a track day or autocross with a car billowing smoke, even if its just burnoff.

I think my next project may be brake rotors. The stock rotors look pretty rusted, and I get a grinding feeling when I'm on the brakes. I kinda figured the rust would scrape off with use, but that hasn't happened. So maybe I should just bite the bullet and get new rotors and brake pads at all four tires.

For now, my todo list is (in no particular order):
1. Take a long drive somewhere to see if the oil burns away completely and smoke stops.
2. brake rotors & pads
3. swaybars front and rear (i'm thinking whiteline 24mm)
4. strut tower braces front and rear

I'm also going to start bringing the STi to autocross events. Seems like a great way to test everything before doing a real track day.
 

·
Registered
Joined
·
398 Posts
Discussion Starter #10
http://www.iwsti.com/forums/drivetrain-components/38038-adjusting-stock-clutch-2.html

Tried that today. I definitely think it helped, but I'm going to try some more because the catch is still quite high.

Posting right now largely because I went for the longest drive since the AVCS swap and while there was some smoke, by the end of the trip it had pretty much stopped. I can still smell it when I pop the hood, but certainly seems to be diminishing. That's exactly what I've been waiting for. To celebrate, we took the STi to a car wash. She's looking damn fine.
 

·
Registered
Joined
·
398 Posts
Discussion Starter #14
2/19/2011 - First real Track Day! at Homestead Miami Speedway, with Hooked On Driving.

During the first session (but not the first lap), I got CEL P0244. I limped back to the pits, checked for mechanical problems. Finding none, I reset the ECU with the AP and went about the rest of the day simply avoiding WOT.

During the second session, some guy with FARA came up fast into my blind spot just as I was about turn-in on a right turn. I instinctively slowed down and waited to see him again before turning, but he waited for me to go through. Afterwards, the guy came up to me and apologized for "diving" on me. I learned that he knew where I was going, at full speed, and had the situation well in hand. I should have just continued on my line at speed, and trust that he was not going to be in my way. At this point in my racing career, I think I handled it quite well.

After my second session, my in-car instructor told me I was ready to go solo. It's my second day at this track (I did a track day in an M3 a few weeks ago). I am excited for a day solo, and now I can bring a friend along for a ride.

The final two sessions went without incident. Well, no incident that would make a mother freak out. Rather, I put up my fastest straight-line speed (113 mph), and fastest lap time (faster than my time in the M3). Those are both significant "incidents" to me.

Went home, slept, partied (it was my birthday, after all), and then started looking at the AP to see why I got the CEL. To my surprise, I noticed that for some reason I am running on a Stage 1 map (93 octane). WTF. I know I reflashed to Stage 2 ages ago. I've pulled the battery dozens of times since... but who knows.

At any rate, I called Cobb to discuss my stupidity and any potential ramifications. Steve and I discussed that with just a Stage 1 map, I wouldn't be getting target boost, and the CEL was only because the warnings were set too low. I am (obviously) going to reflash to Stage 2, but we also discussed adding an bit of a safety margin for engine longevity at the expense of some power.

He mentioned that I could use the Stage 2 91 octane map (as opposed to the 93 I have been using, and I will continue to use at least 93 octane gas) for a little extra safety measure.

So there you have it, I put the Stage 2 LWG maps onto the AP in case I keep getting the CEL, but will use the 91 octane maps.
 

·
Registered
Joined
·
398 Posts
Discussion Starter #15
3/13 - STi's second day session at Homestead Miami was great. Let's review.

On the day before, I flushed the brakes with Superblue Type 200 (amber) and rotated the tires front to back (lost the damn locking lug nut key). I also taped up the area around the intake in an effort to reduce intake temperatures. In addition, I pulled the snorkus and dremeled-off everything below the elbow (then duct-taped the hole shut). This definitely has helped with the intake temps, btw.

There was a little complication at the tail end of the day, however. As I started running low on fuel, I re-upped with 98 octane at the track-side pump. Now, mind you, I'm running on the OTS Stage 2 (91 octane) map and I generally avoid WOT because I am far more interested in engine longevity than peak performance.

During my last session, on the third straight, I felt the car lose power momentarily. I came off the gas and scanned the dashboard for a CEL. None. I checked the AP to see if I over-boosted (I was live displaying boost on the AP to keep an eye on max boost) and I hadn't even increased the max for that session. At this point, I cant imagine why the car would lose power and not throw a CEL or overboost OR hit the rev limiter (I had the red beepy light set and it definitely did not go off).

Okay, maybe I just imagined it... or something. I went through the next turn and entered the back straight. Tentative throttle application was met with enthusiastic acceleration and so I progressively gave it more and more until I was confident nothing bad had happened. After a couple more laps, I noticed it happen again... at the same spot on the track. Same pattern, I had finished the prior turn in 4th gear and shifted into 5th for the race down the straight. Car hit max boost, held for a while, then gave out. I came off throttle, downshifted through the next turns, and everything was fine for the next straightaway.

It happened three times, never threw a CEL, and the boost never went over 19-20psi. WTF?

Also, in a hopefully unrelated note, when I checked the oil after the final session, I got some weird results. First time I dipped the stick, it came up @ a little over half, which is what I expected. Second time I dipped the stick, it came up bone dry. Third time, bone dry. Fourth time, about 1/4. Each time I did it, I left the dipstick in there for a few seconds, so it was really confusing. I checked for leaks, but didn't find anything. Even after leaving the car in place to cool off there was no pool of fluid under the car.

Regardless, I poured in the extra 1/2 bottle of oil I brought with me, and got consistent dipstick readings around 3/4 so I drove home, uneventfully.

It's time to start figuring out what happened.

Step 1: documenting the experience. Check.
Step 2: download AP logs. Check
Step 3: check dipstick
Step 4: check for oil pool under car built up overnight

Note: this is ongoing and will be edited/augmented as I proceed.
 

·
Registered
Joined
·
398 Posts
Discussion Starter #16 (Edited)
Downloaded the AP logs. I actually didn't notice much happening, but I dont know that I'm the best one to judge. I didn't even see anything bizarre when I reviewed any of the logs. Anyone have any interest in reviewing them to see if they can notice something wrong?

I logged each whole session, so the logs are pretty lengthy. I went through and cropped so only the dastardly straightaway is shown. I also have the unedited logs in case my procedure for locating the problem is flawed.

EDIT:
Logs lost to server changes
 

·
Registered
Joined
·
398 Posts
Discussion Starter #18 (Edited)
May 14, 2011
-Upgrade Day-

Installed gauges today!
1. AEM wideband a/f UEGO sensor with digital gauge
2. Defi Advanced Controller
3. Defi CR-series Oil Pressure gauge
4. Defi CR-series EGT gauge
5. ATI triple gauge cluster for clock area

Actually, everything showed up during the day thursday, but the shop wasn't available until Saturday. So I spent 6 hours on friday installing as much as I could. I got through all of the electrical stuff and the sensor for the wideband. The a/f gauge was 100% functional by the end of the day, but I did have to run to Tire Kingdom for help pulling the bung from the Cobb DP for the sensor.

Also, funny point, the AEM wideband required a switched 12v, but the Defi stuff required a constant 12v and a separate IGN (and lights) line. AEM = 2 wires. Defi = 4 wires. I used the clock wires for Defi and a hack on the cigarette lighter for the AEM.

Went to HP Motoring on Bird Road (Miami) for the install. Hensen, the install guy, was great. We discussed the process in detail (routing wires, etc), which I liked. Since it was only installing the remaining 2 gauges, it went without issue. We put the oil pressure switch where the stock oil switch goes, and the EGT probe went into the driver's side exhaust manifold.

On the ride home, I triggered warning on both the oil pressure and the exhaust temp gauges. I think they are too conservative.
The oil pressure idles below 2, and when I'm going back and forth into a parking spot, it triggers the warning. Since it's just while puttering around parking, I dont think it's a big deal. I'll do some research.
The exhaust temps (egt) get up around 700-800 Celsius while driving around, but if I hang out high in the RPM band - nowhere near redline, but later than I would otherwise shift - the temp climbs over 850 celsius, which is where the defi default warning goes off. Per intro research, though, some people have reported temps close to 1100C (~2000F) while at the track, so I think the defi is just set way too conservatively.

Let the research begin! I welcome insight.
 
1 - 20 of 49 Posts
Top