Skatieguy
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Posts posted by Skatieguy
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If your IACV hose #1 was blocked off (IACV open) and the secondary relief valve blocked off completely. The ECV must have also been locked open somehow?
This might sound silly but thinking back and reading all this now I think what may have been holding the ECV open came off on the way home (before my first CEL) and then after opening it up again I was hit with it. Might put it back to parallel and try sort that out, at least until I can figure out what's wrong with it in sequential mode.
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Sounds to me like it slaps shut, checked the primary wastegate hose and did not see/feel/etc. anything inside the hose. No wire nearby but I could push a cabletie the majority of the way.
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No boost gauge sadly, I think I can hear the bpv going off, I only got to drive it for 50kms (parallel) before I was first hit with these CELs. but when I got home it would at least push you into the seat a bit, even after putting hose 1 back onto the IACV IIRC it would accelerate well enough. After the first 2 gears.
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Still getting code 66
turned up around 3k rpm just driving normally, feels sluggish don't know if it's just me seeing as I'm not used to twin turbo, but it felt much better acceleration wise back before the CELs first turned up. -
My iPod camera is awful but this is what was in there, bit smaller than I expected
Will report back once ECU has reset whether its solved now or not.
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Take the secondary relief valve out and suck on the vac hose nipple, if the diaphragm is torn you will be able to suck air through it. If it's not torn then sucking should open the valve.
I'd say you have some hoses wrong or maybe a hose still blocked (from parallel). If you put it into diagnostic mode, does the ECV and IACV function properly?
They seem to work at the start and then slowly stop with the ECV stopping first, the ECV opening/closing about 4 times before slowly getting weaker, and the IACV a bit more. Are they supposed to just keep going?
EDIT: I also found this while trying to remove the secondary relief valve; is it supposed to be in there? Looks like it completely blocks it.
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So, next I thought that the secondary bypass valve (blow off valve) may have not been switching properly or have been slow to operate between preperatory cycles and supercharging so I simply rewired the hose instead of going through the solenoid box and being switched in two modes (allowing for preperatory spinning, and then charging) I made it function with no preperatory stage. Simply take the vac hose from the primary side of the manifold (#3 I think) and stick it onto the secondary bypass valve in place of the one coming from the solenoid box.
Took the car for a spin and no 66 error. A pretty bad VOD but I could definitely feel primary spool, exhaust valve open and the boost drop off, and then the second turbo kick in. I reconnected the solenoid box and tested again. CEL and 66 error straight away.
I then removed the secondary bypass valve and blew down through it as if the turbo were spooling - the air came out of the pilot hole where the vac hose connects. The diaphram had split inside the valve . I replaced the valve and yippee we have both turbos, only a very small VOD and NO CEL lights I can see that valve failing quite often - it is not the same as the #1 BOV as it allows venting under pressure until positive pressure is applied to the pilot hole.
Anyways, we now have boost with no CEL but only 5-7 PSI. I had already tested the boost control solenoid so I knew that was not the cause. I looked deeper and found that some dim wit had removed the orifice in hose #23 off the primary wastegate line. Obviously with this missing the boost control solenoid is as good as useless.
I didn't have a spare so I used the on from the #2 hose as a guide for size and then sorted through some Weber idle jets in my collection until I found one that suited. I think it was a 50F8 from memory an I cut it in half and shoved it in #23.
A quick spin around the block and yippee we have 12psi primary, back off to around 4 in the VOD and then back up to 12 and with a rise to 13 before the gear change.
The short of this is, I have studied the hell out of the pneumatics and electronics that control the turbos on these cars and feel that I have a pretty good handle on it now. Don't go spraying too much carby cleaner around unless you actually find something worth cleaning. I have read too many reports of people ending up with more issues. Check your secondary bypass valve with it removed from the car. If you don't have a spare one and you are getting 66 codes, re route the vac hoses and retest (I probably need to take some pics to illustrate what I mean here. It works well and all you get is a slightly longer VOD).
I just tried this, code 65 reappeared but I hadn't reset the ECU so 66 was still there too. I took it for a quick drive, got CEL (65 this time?) but no fuel cut/any cut over 3500 when the CEL hit. What are the chances of this being my issue?
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Give me a yell sometime if you want - I'm in papamoa and I can give it a once over if you're coming over the hill. Someones played silly buggers
Hoses on a BD are slightly different to on a BE but nothing major
Thanks mate, did find that hose 1 had come off so will be cabletie that if i get cel again and the hose is off once more.
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I found when I got code 66 it was due to the secondary bypass valve leaking. I replaced that and haven't had it appear again.
I don't really know how to check for a faulty one so I'm going to try what I linked in the edit first, looks like its possible someone just switched it over to parallel turbo and didn't hook hose 8 into hose 22. Will check all other mentioned things as well though. Just want it to get running without CELs before I try anything different.
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Hmm this thread may be more relevant now to my situation than the dumb question thread. I had both codes 65 & 66 myself. Code 65 seems to have been removed by putting some carby cleaner through the BBOD and hoses directly connected to it. When I bought the car it was in "parallel" turbo mode, hose 1 was blocked off and where it goes on the IACV had a little cap over it. Now. The car seems to trip code 66 in the higher gears, for example today I was in 5th and put my foot to the floor to try get it to trip the CEL, it got to about 3300rpm in 5th before what felt like fuel cut happened and then going into limp mode with a solid CEL.
The car is a 1998 BD5C RS, EJ20R, manual, with 108k on the clock but was also parked up for 4 years, apparently has a chipped ecu, headers and "big bore" exhaust. I also cleaned out the primary boost solenoid today with no effect on code 66. I can't comment on whether the car has lost power or not as I have not driven it or any twin turbo legacy long enough to know what they really go like, only a V7 STi which definitely felt much quicker, cleaning out the BBOD did make it feel smoother and like it had more power early on. Would a faulty ECU be a possibility here? Both single and twin turbo modes feel fine to me until code 66 is tripped.
EDIT: Had a read through this: http://clubsub.org.nz/forum/showthread.php?32559-Idiots-guide-to-converting-your-legacy-to-parallel
Looks like I may have to go through all the checks here as this sounds like what happens to me: "In theory you can now go for a drive, and then watch the check engine light come on after the first few times you floor it. " And I see hose 8 is where it should be.
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Changed the oil yesterday, cleaned out the BBoD hoses and the ones joined directly onto it. Got rid of code 65 and seems to go much better in general but still getting code 66
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okay this one really is a dumb question, I am up to "4, remove the little breathers from the top of al the solenoids ( 4 of them) . **circled yellow in pics...**"
How do I actually do that without breaking them? Seem a bit flimsy for me to just randomly try getting them off, hoping for the best.
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I connected it back up on the drive home, certainly fairly lack-luster compared to it blocked off, CEL still came on, will go through them all tomorrow when I can actually see.
EDIT: Also this is a BD5C will the vac hoses be set up the same?
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So just sticking it back on doesn't stop the CEL coming up somewhat randomly, would an ECU reset fix it if this is actually causing my CEL?
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What is this here actually doing? '98 RS Legacy on the drivers side. Seems to make the primary keep running or at least reduce VOD but will it wear anything other than the primary turbo out quicker? Also code 66 that seems unrelated to this hose, are there any vac hoses that are more likely to gunk up than others that I should check first?
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dont you just hate that when it happens.. your already a fair bit away from the guy and CEL lol.. hope its nothing serious
I mean really I should have gotten a pre purchase inspection or something but it was a split second decision to bid, not sure if that would have turned up in the PPI anyway. luckily I could turn the car off and on again to get rid of limp mode/ solid CEL.. Basically drove like I'm supposed to home with no issues at least.
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Picked up my $2510 Legacy today from Whangerei, enjoying it so far except for the fact that I have already been given a CEL that I will hopefully diagnose tomorrow. Not sure if magically happened 50kms away from the dudes house or he conveniently forgot to mention it to me and or on the auction.
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Name: Jason
Car: 1998 RS Legacy
Location: Waikite Valley/Rotorua
Cell: 02108220084
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Err maybe not exactly "my car" yet, but bid and won this.. http://www.trademe.co.nz/Browse/Listing.aspx?id=723411029
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Anyone able to do another for me, please?
7A8GF090705038820
GC8-038820
Hoping it is a V2 STi not just a WRX. No applied model code given to me yet.
/quote]
VIN CODE: GC8038820
DOM: 07/12/1995
Applied model code: GC8C4ED
Model code: G10
Chassis code: GC8
Color code: 230(Pure white(?????))
Trim code: 28
Model: WRXSTI
Body: S
Yes now I just have to hope I get there before everyone else
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Anyone able to do another for me, please?
7A8GF090705038820
GC8-038820
Hoping it is a V2 STi not just a WRX. No applied model code given to me yet.
EDIT: Managed to find this myself. Hopefully the dude gets back to me as I shall be snapping it up if I can.
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How crazy would you have to be to buy a cheap V6 STi with 228xxxkms without a pre purchase inspection? Looks somewhat tidy at least..
/quote]
I guess the level if crazy would be proportional to the price paid
They want $4500 so may offer them $3500 and go from there..
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How crazy would you have to be to buy a cheap V6 STi with 228xxxkms without a pre purchase inspection? Looks somewhat tidy at least..
turned up around 3k rpm just driving normally, feels sluggish don't know if it's just me seeing as I'm not used to twin turbo, but it felt much better acceleration wise back before the CELs first turned up.
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CEL code 65 and 66
in Legacy & Outback
Posted
So I just put it back into parallel (somewhat properly) and didn't get any CELs ;D I will know for certain if its solved (for now) when I go for a bigger drive later on this arvo. From what I can see they didn't put the hose from the top of the ECV into hose 22, I'm not sure what else but that's all I changed from how they had it, and I now have no CELs.
EDIT: It also feels like I have more power down low which I'm sure isn't supposed to happen?