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Old 04-19-2013, 07:12 PM   #51
WRX_FTW
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Here's a vid. I know it doesn't provide much insight as to what's going on but at least its something.

Commentary: the video starts out with me driving down a hill, when you hear a bump/road noise I am trasnistioning to an incline and go to 4th gear @40 mph and am on the throttle gradually pushing it more and more but the car continues to slow down due to the issue. At the top of the hill is a stop sign and the problem becomes very apparent when I try to take off. It's the car not my driving, you can hear it bogging as I give it more gas and then you'll notice it comes out if it and goes back to normal.

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Old 04-20-2013, 12:16 AM   #52
kabz
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Do you have too cold plugs?

Soz, stock plugs. Check though.
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Old 04-20-2013, 01:34 AM   #53
WRX_FTW
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Quote:
Originally Posted by kabz View Post
Do you have too cold plugs?

Soz, stock plugs. Check though.
Stock heat range denso iridium, was going to go one step colder after I'm out of break in to accommodate boost and fuel.
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Old 04-20-2013, 07:27 PM   #54
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Old 04-20-2013, 08:05 PM   #55
WRX_FTW
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I know just because you get a p0011 doesn't mean there will be a p0021.... BUT, if it were oil pressure, oil contamination, oil system blockage, etc., is it not more likely that it would effect both sides at least AT SOME POINT, not necessarily simultaneously or back and forth? Why is p0011 the "black plague", more so than p0021? Is the passenger side more sensitive to variation, is it first in line to recieve oil, or something along those lines?

If my issue is due to (a)contamination or (b)an improperly primed/installed brand new oil pump, how would I go about COMPLETELY cleaning out my entire oil system? and for the oil pump wouldn't I get an "idiot"/oil light in my dash, along with possible other obvious issues?
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Old 04-21-2013, 09:36 AM   #56
Blktrax
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Not really, that's why its so important to have and oil pressure gauge.

The light doesn't come on till a ludicrously low 2-3psi and by that point the engine is usually damaged.

Also if the AVCS and Turbo screens are blocked, there is still plenty of pressure, just not getting to the critical components.
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Old 04-21-2013, 02:38 PM   #57
WRX_FTW
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Quote:
Originally Posted by Blktrax View Post
Not really, that's why its so important to have and oil pressure gauge.

The light doesn't come on till a ludicrously low 2-3psi and by that point the engine is usually damaged.

Also if the AVCS and Turbo screens are blocked, there is still plenty of pressure, just not getting to the critical components.
Well there are no screens in my system... Is it possible to have a momentary loss in pressure, and if so what could cause it? Like I said I have a brand new 08+ sti oil pump and a killer b pickup tube.
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Old 04-23-2013, 06:50 AM   #58
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Well as an example... Here is what happens to the front cam bearings when too much RTV sealant (or lack of oil changes) is used on the girdle, then and blocks the AVCS oil supply. Excessive clearance around the bearing causing a loss in oil pressure at the cam gear.

This engine didn't live long after this.



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Old 04-23-2013, 08:25 AM   #59
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That's what mine looked like when I took the old engine apart. The shop that put in my new block sent the head off to some place (unknown to me) in California for them to line hone it and "fix" it. If I'm not mistaken the bill was $200..... I know using bearings and ONLY line honing isn't the same, but close enough, this thread doesn't sound too promising. http://forums.nasioc.com/forums/show...1924134&page=2

Now I don't know what to do. I don't think it's a coincidence that the head that was trashed is the one I keep getting all of the codes for. I can only hope that the codes are due to something a lot more minor than debris being sent all through my brand new block. I had already planned on sending an oil sample to blackstone.

Lets say the shop never sent the head off, or it was repaired improperly.... Would the drop in oil pressure at the cam gear ONLY, resulting in the avcs malfunction/timing advance, cause severe damage to my engine in the best case scenario? Is there a shred of hope for me that I am only suffering from reduced performance and not complete annihilation of my engine if this is what happened? I know the timing being off can obviously result in damage, so I'm focusing my question mainly to a faulty avcs system or scored cam journals. Obviously if the journals are scored while the engine is in operation debris will be sent through the oil, but if they are already scored or the clearance is off and the head is just reused, would it necessarily send debris into the oil or just cause the pressure drop?

Sorry for basically asking the same question 10 different ways but I want to be certain what I could be looking at if luck is on my side for once.

Last edited by WRX_FTW; 04-23-2013 at 08:40 AM.
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Old 04-24-2013, 08:10 PM   #60
Blktrax
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I had this, then my computer decided to reboot randomly, so attempt#2.

The AVCS gets oil pressure from the cyl head before it gets to the Cams, the last pressure point before returning to the oil pan. I have two theroies:

1st would be a sticking or defective oil pressure relief in the new pump, but unlikely as the motor still runs, and hasn't spun a bearing yet.

2nd excessive bearing clearance on the cams, oil pressure is fed to them however is going to take the path of least resistance. If there is excessive clearance its going to press back out in to the head, and not pressurize the AVCS gear properly.


Ye 'ol book sayith:


Measurement of the camshaft journal oil clearance:
(1) Clean the bearing caps and camshaft journals.
(2) Place the camshafts on cylinder head.
(Without installing the valve rocker.)
(3) Place a plastigauge across each of the camshaft
journals.
(4) Gradually tighten the cap in at least two
stages in alphabetical sequence shown in the
figure, and then tighten to specified torque.
Do not turn the camshaft.
Tightening torque:


T1: 10 N
m (1.0 kgf-m, 7.2 ft-lb)
T2: 20 N
m (2.0 kgf-m, 14.5 ft-lb)

(5) Remove the bearing caps.
(6) Measure the widest point of plastigauge on
each journal. If the oil clearance exceeds the
limit, replace the camshaft. If necessary, replace
the camshaft caps and cylinder head as a set.
Standard:
0.037 — 0.072 mm (0.0015 — 0.0028 in)
Limit:
0.10 mm (0.0039 in)
(7) Completely remove the plastigauge.

5) Check the cam face condition; remove the minor
faults by grinding with oil stone. Measure the cam

height H, replace if the limit has been exceeded.




If your machine shop is good, you should have the clearances on your paperwork.
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Old 04-25-2013, 02:16 AM   #61
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I should have paperwork.... But don't. I'm going to take the head off and install the one that was supposed to go on in the first place and hope it works. Hopefully blackstone gives a clean bill of health as well.
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