arcsnsparks

How many degrees of camber do your Silver's top hats allow for in their adjustment range? Could it be that the eccentric bolts that mount the strut the the hub may not be adjusted evenly from side to side? I have BC Racing top hats that allow for +/-3 degrees, so even if the eccentric bolts were aligned evenly the camber plates could still swallow up some of that camber that they frame may be inducing, but it could be a step in the right direction, no?

 

 

EDIT* Google says +/-3 degrees for Silver's as well. First question answered.

Now we are getting somewhere! Thanks so much for pointing me in the possible right direction

Since not answering the question is the in thing these days, oem top hats aren't adjustable at all, right?? So they would have to be adjustable. White line is installed A or B orientation and sounds like that could be what you're seeing, but alignment techs usually won't play with that to achieve camber. Stock camber bolts can achieve -1.5 so unless one was rusted solid I can't imagine they'd go that route. What's the alignment printout look like?

the car has Silver's coil overs on it. The car doesn't have a problem with rust. i didnt get a print out?

Also not answering your question, but I recall VDC being mentioned throughout the various STi rack swap threads. Was this not an issue for you?

Not answering your question, but which top hats do you have?

the ones that Silvers would use on their basic model coil over

I had a brand new 2015+ STI steering rack put in. Car seems to drive and handle just fine. One thing I did notice though is that the camber adjustment on my top hats seems a little off. Meaning that one top hat is adjusted all the way to the outboard side of the car and the other top hat is adjusted all the way to the inboard side of the car. Before I had the rack installed they were much more even. I called both of the mechanic that did the install and the alignment shop in both said "I dunno"

Would anybody have any ideas why the top hats are adjusted so extreme to get my 1.5 negative camber?

Here are some photos of what I did today.

[ATTACH]289627[/ATTACH]

[ATTACH]289628[/ATTACH]

 

New VF52 Hotside

 

[ATTACH]289629[/ATTACH]

 

Ported WG on New Hotside

 

[ATTACH]289630[/ATTACH]

i took stainless steel wire and did a diamond pattern over the heat wrap on mine.

after 2 years it might be the only thing keeping the wrap on the downpipe

I got it figured out......gotta send the right signal to the AP.....I was sending the boost gauge log output not the wideband......picked the wrong white and a overthought everything from there......

Thanks for the link!

dont forget a quality air oil separator

you gonna need it with all that power on a block with 140k

my daily is a 2008 OBXT

act clutch

white line sways

killer bee oil pick up and windlass

cylinder 4 cooling mod

stoptech pads and rotors

avo top mount

iag air oil separator

cobb short throw shifter

cobb intake with air box

cobb down pipe

30k on new long block with rebuilt heads

rebuilt 5 speed

silvers coil overs with swift springs order this week

going to a vf 52 with fueling this spring

she is the go fast grocery getter

i have looked allover the internet for a ecu side pin out and colors for a 2008 obxt rear o2 sensor.

want to send my wide band to the ecu for logging on access port...

colors are ...

black

white with green stripe

pink with blue stripe

red with white stripe

White green is of larger gauge than the others so that must be o2 heater positive.... black being negative for heat?

hello all

so i was emailing with my tuner about getting my in dash AEM wide band integrated into the AP for logging purposes.

also asked why the AEM and the AP readouts generally agree with each other....but the AEM shows AFRs going lean near redline 13:1ish while the AP stays 11:1ish

the tuner says:

Can't speak to discrepancies without actually diagnosing it. Usually an air leak or installation thing with the aftermarket sensors. They're highly sensitive to that.

he told me that since he cannot verify the install of the bosch sensor i put in the down pipe. he cant determine which one of them is more accurate.

said that the stock sensor in the up pipe is a wideband.... at one point goes on to say that he used a dyno AFR sensor when he tuned the car about two years ago because the stock AFR is not accurate for open loop fuelling.

if it is a true wideband then why did he need to use a diffrent one for open loop?

i did a fair amount of reading on AFR and O2 sensor tech.....learned about a nernst cell, planar design, zirconium dioxide then i looked at Denso's site and............ i still don't know what kind of cell a oem Denso uses

does anybody know what cell the oem Denso AFR sensor uses?

thanks in advance!

after the initial tune. the trims were positive across the board. near zero at idle. increasing steadily through the MAF ranges. max value i saw was +8 average 5 to 6 in Learning 1 D.

the tune has had a revision a few months back. after reviewing the logs i was told "this is as close as i can get it with out having it at the shop"

the reason for the revision was due to an modification i made to the intake. the tune shop that put on the cobb intake had the MAF sensor facing down and it was also pressed into the air box hard enough to cut into the plastic housing of the MAF itself. also the cone filter was pushed against the inside of the fender well and distorting and wrinkling the filter. so i trimmed the MAF housing half an inch to give the air filter some room and re worked the mounting bracket for the filter and MAF housing so the MAF sensor was accessible without taking the intake apart.

near 0 in A. +7ish at B. +3ish at C and -7ish at D.

the only change was B went from +7 to +18.75 and has stayed there for a few weeks now

i would get some increases in the B range ( 10 to 15)when i would drive the care over a mountain pass. the increase would happen on the decent. then the B range would relearn back to the typical number

the increase happend on my drive home a 3 weeks back and hasnot changed. i did refalsh the tune a but the 18.75 came back

I took a very quick peek at it and it appears that the AF correction is trying to bring the trims back to 'normal'. You want to add the AF learn and the AF correction values and see what the total is. If it is close to 0% (e.g +/-5%), then your AF learn will slowly get back to normal soon. If the total is out of whack, then you may have some vacuum leak somewhere, especially if the grand total is positive (i.e. ecu adding fuel due to lean condition resulting from unmetered air entering the combustion chamber).

would a vacuum leak only affect AF learning 1 B

I took a very quick peek at it and it appears that the AF correction is trying to bring the trims back to 'normal'. You want to add the AF learn and the AF correction values and see what the total is. If it is close to 0% (e.g +/-5%), then your AF learn will slowly get back to normal soon. If the total is out of whack, then you may have some vacuum leak somewhere, especially if the grand total is positive (i.e. ecu adding fuel due to lean condition resulting from unmetered air entering the combustion chamber).

could a vacuum leak only affect the AF lerning 1 B

thank you for sharing your thoughts on the matter. it is appreciated

i have had this car for about 8 months

LTFT after the dyno tune were always positive. typically +3 +7 . i only saw LTFT rise to 10 a few times when i was on a long drive over a mountain pass.

the reason for the revision was due to an modification i made to the intake. the tune shop that put on the cobb intake had the MAF sensor facing down and it was also pressed into the air box hard enough to cut into the plastic housing of the MAF itself. also the cone filter was pushed against the inside of the fender well and distorting and wrinkling the filter. so i trimmed the MAF housing half an inch to give the air filter some room and re worked the mounting bracket for the filter and MAF housing so the MAF sensor was accessible without taking the intake apart. they also neglected to put a gasket between the down pipe and mid pipe. i had to pull the old one off of the stock down pipe and put it on for them and they had to ship the plastic engine cover to me because the did not reinstall that either.

that change i the intake plumbing had my LTFT A rising to +18. the revised tune was great for about 6 weeks

no the access port does not do a learning view.

Looks to me like you've got some mismatched feedback coming from the sensors which contribute to the closed loop fueling target. That is, the range B learned trim is super rich and the short term trim is slamming full negative to try and maintain target AFR.

 

Curious what the other ranges look like? I run open source, but I recall someone else on here mentioning you don't have an option to pull a learning view with an Accessport. However, from your log it appears that range A is good, and when you start to just get into boost a couple of times your range C learned trim swings well negative.

 

I've seen LTFT and STFT fight like that before before, though not nearly to this extent, with a failing MAF. It read at more or less the factory service manual's spec value at idle just like yours does. Either way, my inclination would be to check out MAF and front O2 sensor first. Do you know anyone else locally who has one of these cars who would let you swap MAFs to troubleshoot? Otherwise, a bunch of Subarus (NAs included) from around the same model year use the same MAF. You should be able to find one at a scrap yard for 20 bucks or so, the Denso P/N is right on the housing so you can be sure you get the right one.

thanks for the input

ill look into the maf sensor. i have friend at local independent subaru shop that does most of the work the car needs. so i will see if i can swap MAF sensors there.

what do you mean by a learning view?

the car had a revised tune 2 months ago from logs that i sent the tune shop where it was dyno tuned. the LTFT were around 0 at A .....+7 to +9 at B ......-6 to -7 at c and D. i was told "this was as close as he could get it without having it there" after the tuner reviewed the revised log.

i live in an area where the nearest tune shop is a 3 hour drive.

that negitive value in the STFT B range only seems to be at a cold start

hello all

i was hoping someone could shed some light on the data log i will attach to this post. The log is from my 2008 outback xt with 5EAT

mods are: cobb down pipe, cob intake with a custom tune

i'm concerned about the AF learning 1 B at 18.75 and the AF correction 1 in general

the log is my drive home from work...with some idle time at the beginning and end.

any insight would be greatly appreciated.

https://drive.google.com/file/d/1wS6IZ-fM_5Aevzm0ePcqfzP5dEIh6GiG/view?usp=sharing

hello all

i was hoping someone could shed some light on the data log i will attach to this post. The log is from my 2008 outback xt with 5EAT

mods are: cobb down pipe, cob intake with a custom tune

i'm concerned about the AF learning 1 B at 18.75 and the AF correction 1 in general

the log is my drive home from work...with some idle time at the beginning and end.

any insight would be greatly appreciated.

https://drive.google.com/file/d/1wS6IZ-fM_5Aevzm0ePcqfzP5dEIh6GiG/view?usp=sharing