Modifications to my 2008 subaru liberty non turbo 5 speed man
I was wondering wot i could do to boost up the killowatts of my liberty. Ive heard that there are all these sensors located in the exhaust system and if i were to get an exhaust system done it might bugger the whole engine up? if not sure could you let me know wot 2 get n were 2 get it fitted plz cheers mitch
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Re: modifications to my 2008 subaru liberty non turbo 5...
Start with a higher flowing airfilter( a replacement panel one in your factory airbox,as a pod filter will **** hot air and off set any flow gains that it gives) a larger diameter exhuast is next and im unsure of what sensors are in your 08 subaru but theres always away of getting around it. They are the best bang for buck modifications you can do and should net you 7-10kw at the wheels, most things after that can get expensive after that on a N/A motor and the airfilter is easy to do yourself , any exhaust place can take care of your exhaust. help this helps.
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That rotten egg smell is unburnt fuel in the exhaust. I am no expert in ignition systems but i have heard that optispark systems aren't very hardy. Try replacing the coils, wires, and plugs. If that doesn't work its time for a new distributor.
Nope not on the firewall. The O2 sensor is located in the exhaust system. Start at the exhaust manifold and then the exhaust pipe down to the catalytic converter. You will find the Oxygen Sensor screwed in somewhere. It looks like this.
Ther first code
ECM-6805 TURBOCHARGER (TC) CONTROL VALVE
DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION
If engine speed (RPM) is above 3500 rpm and the engine is operating at a high load, and if the boost pressure (from the boost pressure sensor) is higher than a designated value, which at maximum boost pressure is approximately 20kPa (2.9psi) above normal boost pressure, this is interpreted as a fault and diagnostic trouble code (DTC) ECM-6805 is stored.
reduced boost pressure
* hoses between turbocharger (TC) and turbocharger (TC) control valve respectively turbocharger (TC) control valve and pressure servo are loose or are blocked/damaged
* faulty turbocharger (TC) control valve
* faulty boost pressure control (BPC) valve pressure servo
* sticking boost pressure control (BPC) valve
ECM-6805 TURBOCHARGER (TC) CONTROL VALVE
PRESSURE TOO HIGH - PERMANENT/INTERMITTENT FAULT
Checking the hoses and turbocharger (TC) control valve
Check that the hoses between the intake manifold, pressure regulator and turbocharger (TC) control valve are not trapped, blocked or damaged.
Check the turbocharger (TC) control valve by activating it.
Check the alignment of the boost pressure control (BPC) valve pressure servo and the boost pressure control (BPC) valve and that they are functioning correctly and not sticking according to See: Component Tests and General Diagnostics\Boost Pressure Regulator, Checking/Adjusting
Hint: After carrying out the repair, check that the fault has been remedied.
* Ignition off.
* Reinstall connectors, components etc.
* Disconnect the VCT 2000 from the data link connector (DLC).
* Test drive the car and check that high boost pressure is obtained.
* Connect the VCT 2000 to the data link connector (DLC).
NOTE: Do not switch off the ignition before the VCT 2000 has been connected and the boost pressure has been tested with the smart tool.
Read the boost pressure fault status
When the boost pressure has been tested the display should show that the diagnostic is complete.
the second code
You will likely not notice any serious drivability problems, although there may be symptoms.
The simplest thing to do is to reset the code and see if it comes back. Then start with the cheapest, easiest repair procedures:
Inspect for the following conditions:
An incorrectly routed harness--Inspect the harness of the MAF sensor in order to verify that it is not routed too close to the following components:
- The secondary ignition wires or coils
- Any solenoids
- Any relays
- Any motors
A low minimum air rate through the sensor bore may cause this DTC to set at idle or during deceleration. Inspect for any vacuum leaks downstream of the MAF sensor.
A wide open throttle (WOT) acceleration from a stop should cause the MAF sensor g/s display on the scan tool to increase rapidly. This increase should be from 6-12 g/s at idle to 230 g/s or more at the time of the 1-2 shift. If the increase is not observed, inspect for a restriction in the induction system or the exhaust system.
The barometric pressure (BARO) that is used in order to calculate the predicted MAF value is initially based on the MAP sensor at key ON.
When the engine is running the MAP sensor value is continually updated near WOT. A skewed MAP sensor will cause the calculated MAF value to be inaccurate. The value shown for the MAP sensor display varies with the altitude. With the ignition ON and the engine OFF, 103 kPa is the approximate value near sea level. This value will decrease by approximately 3 kPa for every 305 meters (1,000 feet) of altitude.
A high resistance on the ground circuit of the MAP sensor can cause this DTC to set.
Any loss of vacuum to the MAP sensor can cause this DTC to set.
the third code
O2 sensor failure may not be displayed appropriatly
change your timing belt and replace your bad plugs make sure sensor on plugs are firing as well the over heating problem and miss fire code should go awayyyyy for the pressure issue with intake fix hole with jb weld or similar product check heat range of product first before purchasing or email me I have a extra one I'll sell you dirt cheap email@example.com the engine is sucking in dirt now as there is no filter on your hole
The Manifold Absolute Pressure sensor is located on top of the cylinder head, right side, about 2/3 of the way back. there is one screw holding it in. You will need to take off the plastic engine cover off to access it. The sensor in the airbox is the MAF sensor.