Evo Wrenching Time

"f86sabre" (f86sabre) 11/17/2018 at 14:19 • Filed to: Evo

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It put up an EGR code about a week ago. Pulled the EGR and I am hoping I can clean it. It was a pain to get out. I need to do a good bit of work on the car. After 175k miles I think the clutch is finally starting to slip  I looked at a video showing it’s replacement and that whole deal looks pretty scary.  

Highlander-Datsuns are Forever > f86sabre 11/17/2018 at 15:45

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I love youtube video’s for these types of things. It helps me determine if I’m taking the car to a mechanic or not. The front shocks looked very easy on my car via youtube. In truth they were a major bitch. 

aquila121 > f86sabre 11/17/2018 at 15:59

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One of the recent Mighty Car Mods videos mentions this—Marty took 2Sexy to the Dyno, and their resident Haltech guy (“Tuning Fork”/Scotty, I think) noted the clutch may be slipping. He remarked how he’d rather do five clutch changes on the FWD Lancer [our mid-90's Mirage] than do one clutch job on his Evo IX.

Best of luck.

Spamfeller Loves Nazi Clicks > f86sabre 11/17/2018 at 18:26

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Nope.. that EGR’s fucked. Chuck it. Assume m echanical issue, not blockage issue, because it’s clear enough . But you got 175k so, that’s not half bad. Usually expect to get less than half that. The fact that it’s so wet is VERY deeply concerning though. That’s not a small amount - that’s a TON of oil. You’re dumping somewhere.

Oh, and don’t fucking EGR delete like a retard. Anyone who deletes the EGR on late generation Evos is a retard. This ain’t a goddamn early -90's 4G63. The end.

PCV needs done while you’re in there as well - DO NOT SKIP IT. If the engine is unmodified and not tracked, standard PCV from Mitsu, $10 I think? If the oil pressure has been fixed or it’s tracked regularly, dump PCV for an AOS. Do NOT use open breather.

As far as the clutch goes on these? Do not attempt this at home. Seriously, it’s a whole fucking thing because of dropping the transmission. Basically the whole driveline has to come out. If you don’t have a lift, it’s just physically impossible.

f86sabre > Spamfeller Loves Nazi Clicks 11/17/2018 at 20:17

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You are correct on the EGR. It’s dead. The fluid you see is carb cleaner. Not oil. Pic was taken right after I hosed  it down. I was hoping I could get it working, but it is not meant to be.

I will grab a PCV. I have a whole list of stuff I need to do. Clutch and getting close to timing belt again. I don’t mind spending the money. Just a question of finding the right ahop to do it. I worry about having the dealership do it.

Spamfeller Loves Nazi Clicks > f86sabre 11/17/2018 at 22:20

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Yeah, that doesn’t surprise me. The part is NOT meant to last 175k. It’s meant to last 8 years. That’s the emissions warranty period. The color still looks too ‘wet’ on the carbon buildup though. You’re way, way past the expected lifetime of, frankly, everything in the car.

On the Evo VIII, I’d assume timing belt is overdue as is. I don’t like running them much past 75k. Too high strung. And it’s a full component job for sure at 85k since last . So both belts, all tensioners, water pump recommended. With possible indications of blowby? Compression test it before you crack it open. Save yourself the nasty surprise there before going in.

Mi nimum is not 138; it’s 145. If it’s below 149 that’s 10% off (163-166psi) and likely to have blowby under boost at stock. >10psi difference cylinder to cylinder on any of them, looking at an issue with internals. Lots of idiots claim piston failure is an issue with these because they turned up the boost and cracked the ring lands, therefore, “weak pistons!” No, morons, you took a shit on a motor with extremely tight tolerances on thoroughly exhausted tooling and then tried to blame the dog for the ruined sheets.

The 4G63 was never designed for the kind of power Mitsubishi got it to make, no matter what the “experts” say. The Sirius was introduced in 1976, and aside from trick computer stuff? It’s the same exact core introduced in 1981 with a whopping 167 HP. Which is exactly why they kept having to change the journals every time they bumped the power.

But yeah, don’t let the dealer near it... find an actually competent specialist locally. 

f86sabre > Spamfeller Loves Nazi Clicks 11/18/2018 at 08:11

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Good call on the compression check. I will add that to the list. We’ve had the car since new. Always adult driven and maintained. The car is stock with the exception of the radiator (original had the typical plastic reservoir filure). It’s not over boosted or massaged in any way. It’s gotten timing belts and the associated parts that you mentioned at the intervals as specified in the shop manual.

I always thought the car was very well balanced as is from the factory.  It didn’t need more power. It’s been huge fun and very reliable for us. I intend to keep it that way. That said, there is a bunch of stuff that I need to do.  It’s not being DD, so I can take the time to make it happen. Some of it will require help and some I can do myself. 

Spamfeller Loves Nazi Clicks > f86sabre 11/18/2018 at 11:24

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Yeah, I figured that, since that is literally the only way a VIII makes it to 175k period. Because Mitsu exceeded the block’s capabilities long before the VIII, they had to tighten the tolerances to make more power. Which is why these 4G63's go splat in the hands of children and self-declared tuners. I figured the radiator was already done over with an aluminum unit. Mitsu radiators have always been shit in all their stuff. (Plastic endtanks must die.)

And those tight tolerances are exactly why the VIII is very well balanced. There is headroom for power, but idiots take the blunt hammer ‘more boost!!’ approach because they’re idiots. See, being an adult, you and I both are mature enough to recognize the only real problem is the turbo lag. “MOAR BOOST!!!11!1eleven” does not help that. If anything was to be changed, it’s the lag. Because it is bad, period.

Well hey! Good news! That’s fixable without upsetting the balance or dumping fuel into the compressor wheel! Which is kind of why I’m hoping it fails a compression check. It’s an opportunity to fix that, and it’s a cheap fix. Simply need to port the exhaust manifold and exhaust side of the head, and remove the restrictor plate if it’s present . No big valves, no cams, just open up the exhaust flow a bit.

But once you get into any of the big stuff like the clutch, it’s really definitely not a home job. These things are a nightmare to work on in the best circumstances. The VIII’s were basically end-of-line so got whatever parts Mitsu had laying around the day it was built. (Which is why I avoid them.) And w ithout a lift, there’s a ton of jobs I just straight up call as impossible. Enough time and effort, sure, you could do them. And it’ll take you four times as long and be eight times harder.