Keeping the Old Forester Going: DIY Belt Replacement

Earlier this year, I started doing a lot of the maintenance on my car myself--more out of a sense of, "if you want it done right, you've got to do it yourself," than necessarily to save a few dollars, though the latter is nice, too, given the typical mechanic charges more than double what I make per hour.  One of the first tasks I tackled was flushing the power steering system, which solved a multitude of problems--but eight months later the steering started acting up again, this time with an audible squeak I hoped was only the pump drive belt and not the pump itself going bad.

Drive belt cover removed to show the power steering
 & alternator belt (left) and air conditioner belt (right)

I've got nearly 90,000 miles on my 2004 Forester XT, and though I've been pretty good with the upkeep, it's nonetheless eight years old.  The steering system had really started to squeak when I first started the car, and the steering wheel had started vibrating again along with the car idling a bit rough at times like it had before I flushed the fluid (don't get me started on how Jiffy Lube had put the wrong fluid in--yeah, I know Dexron III is labeled as transmission fluid and not steering fluid, but that's what Subaru designed the car to take and that's what should be used!).  Replacing the pump would set me back around $150-$400 in parts, depending on whether I went with the OEM or an aftermarket pump, so I figured I'd first try replacing the belt and flushing the fluid again.

I don't believe drive belts are supposed to look quite like this...

The existing drive belt definitely needed to be replaced: as you can see in the photo above, it had split along the length of the belt into three sections, and was starting to fray along one of the strands as well.  I'm actually a bit surprised my battery held a charge, given the same belt drives the alternator and obviously  wasn't working very well, as it was slipping and squeaking a good bit.  The fact the belt is hidden away beneath a cover is no reason I shouldn't have caught this sooner (nor an excuse Jiffy Lube shouldn't have noticed it during one of their services).

Getting the right replacement belt was harder than the replacement itself.  My understanding from much consultation with the Internet tubes is that the generic aftermarket belts from auto parts stores don't quite fit right compared to the OEM ones, and unlike most parts debates across Subaru forums, almost everyone agrees on that point.  I drive right past a Subaru dealership on the way to work, so figured I'd stop in and that their service department would have something like that in stock, but alas, they "were at the warehouse," already closed for the day--and come Monday, the same tech greeted me with the same line he'd given me a few days before: "Oh, I've got some bad news on those belts... they're at the warehouse."  Yep, closed for the day again, too.

The delay pushed back the repair until after I got back from a trip to Vegas with my sister (that's a long story involving a skinny ginger git from Harry Potter and worthy of its own blog post).  Facing a commute to the office with a seriously-deteriorated belt, I decided to tackle the job before going into work.

Under the hood with the belt cover still in place

For the 2004 Forester XT, the accessory drive belts are located beneath a plastic safety cover (pictured above, foreground).  This comes off with the removal of two bolts--have a ratchet with metric sizes on hand, and you'll have no problems getting it off and out of the way.

Bolts which need to be loosened to remove the power steering & alternator drive belt (red circles)

Even split and as worn as my belt was, it had plenty of tension and wasn't about to slip right off.  I could have cut it--the existing belt wasn't exactly in great shape anyway--but given the new belt installation requires getting things loosened up, there's no avoiding releasing the belt tension.  There are three bolts for the power steering and alternator drive belt (which are mirrored for the air conditioner compressor drive belt); I've circled them in red in the photo above.  The two leftmost bolts are called out in the service manual and serve to tension the belts--to adjust, first loosen the bottom bolt a few turns, as it locks the entire assembly in place, then turn the top bolt to move the alternator up or down and thus increase or decrease the belt tension accordingly.

Before you get too far and wonder why the belt doesn't seem to be getting any looser, here's something my service manual neglected to include: notice the third bolt (center right, above)?  You have to loosen it as well so that the alternator can pivot as you adjust the long bolt on the left; a half turn or two is all it should take.  I had to really lower the alternator to be able to get the old belt out and the new one in, running that long bolt nearly all the way out.

While you've got the power steering and alternator belt out of the way, you should go ahead and replace the air conditioner belt, too, as belts tend to show similar wear, and you can't get to the a/c belt without first removing the power steering one.  The tensioner is similar to the one for the power steering and is located just to the left of the air conditioner compressor (the thing with the big pulley on the right of the image above).

Once the new belts are in place, just reverse the process you used to loosen the components and relieve the belt tension in the first place.  The belts should be tightened until they displace about a quarter of an inch under firm pressure, something you can measure by putting a straightedge between the pulleys and then pushing the belt down with one finger while measuring the distance it moves down with a small ruler (easier said than done).  Don't forget to tighten the bolt which allowed the alternator and compressor to pivot down.

I did the change-out in about 10 minutes before going to work one morning, so it should be easy for anyone to accomplish.  No special tools are required--just a socket wrench--and the parts aren't particularly expensive (both belts together set me back around $25 from a local Subaru dealership).  Replacing the belts eliminated my car's squeak, smoothed out the steering system, and should be good for another 90,000 miles or so.

Silicone Intercooler Pipes for the Forester

In trying to track down a minor fuel leak under my hood, I noticed what appeared to be a very timeworn hose--and though large parts of said hose were hidden away from sight, its purpose was clear: the hose led from turbocharger to intercooler, and I can't imagine having that hose fail while driving would lead to good times.  So after a bit of research, I ordered not the cheaply-built OEM plastic pipe but a snazzy silicone set which would stand up to the temperatures of a turbocharged engine better and look good at the same time.  Replacing the turbo hoses would involve my first real bit of mechanical disassembly under the hood and give me some good practice for future maintenance.

The intercooler with its fancy new silicone Y-pipe installed

Between the appropriate Haynes repair manual and Peaty's excellent instructions over at the SubaruForester.org forums, the process wasn't too difficult and something any amateur mechanic could tackle--the hardest part was working the old hoses loose and getting the intercooler out without bending any of the delicate metal radiator vanes (you can see some bent vanes in the photo above--not due to my handiwork, I can assure you).

The original intercooler pipes--cheap plastic covered with foam wrapping

I made sure to clean the fittings well--they had a little bit of cooked blow-by oil on them from the turbocharger, but not as much as I'd feared.  Still, there was enough oil that it makes me wonder if I might need to replace the turbocharger itself in the next couple of years; I'll definitely give it a good once-over when I have the intake manifold apart when the weather gets a bit nicer.  I did after all have the engine throw an AVCS-related code a couple of years ago, most likely due to an oil filter screen dropping down into the AVCS body--and in the process, the turbo could have starved for oil a bit and taken on a bit of excess wear.

While I had the intercooler off, I also gave the engine a treatment of Sea Foam straight in through the throttle body, given it hadn't had an upper cleaning for at least 20,000 miles (if ever--I asked for one at my 60k service, but am not sure the mechanic actually performed it or not).  On the 2004 Forester XT, there just isn't a vacuum line which feeds all four cylinders equally, so applying the cleaner straight into the throttle body is a necessity and cleans the throttle butterfly, too.  Surprisingly, the Sea Foam didn't yield quite as much smoke as I'd expected--some folks describe the effect as a spy-gadget smokescreen as atomized carbon deposits make their way out the exhaust--maybe the mechanic had actually done an engine upper cleaning after all.

I went with the Samco intercooler hose set for the 2006-and-newer Subaru Impreza WRX (part TCS332).  Samco doesn't make a Forester XT-specific hose set, but two of the three pipes in the WRX one are directly compatible with the 2004 FXT: the Y-pipe (the replacement of which had started this whole exercise) and the short coupler between the intercooler outlet and the throttle body.  The third hose, the blowoff valve recirculator hose, won't work in the 2004 Forester XT due to being the completely wrong shape, but my original BOV recirc hose looks fine.

Putting the intercooler back on wasn't too hard--the hoses were significantly easier to reattach than they had been to remove.  After a bit of idling in the driveway to make sure nothing was leaking, I took the car out for a spin.

The completed installation

I do need to work on the vanes on the intercooler a bit; bugs and even some small pebbles (!) sucked in through the hood air scoop have left their marks on the delicate metal. It's a painstaking task with a safety pin, though, and something I don't want to do when it's near-freezing outside.

Next up: maintenance on some of the oil supply lines to inspect (and in two cases completely remove) poorly-designed filter screens from inside the banjo bolt union screws.  One of these already caused a "check engine" code on my car a couple of years ago--thankfully without doing apparent damage to the oil control valves--while another can critically starve the turbo of the oil it needs to spin at 100,000+ RPM.  I've still got plans to take apart the intake manifold and fix the cold-weather leaky fuel line problem affecting so many Subarus, but that's a task for warmer weather and a long weekend.  After that, I may install the OEM turbo boost gauge to see just what sort of output I'm getting from my stock turbocharger.

The Magical Effects of a Power Steering Flush (DIY for $7 or Less)

My car is getting old, and an older car means more maintenance. Worse, it's a turbocharged import, meaning work on it isn't cheap--my last major scheduled maintenance cost over $2000. So the fact my car had started having a few issues and my desire to put another 82,000 miles on it before even considering a newer model has driven me (no pun intended) to teach myself some basic and not-so-basic maintenance. The first success: flushing the power steering system--a task easier than changing the oil yet which had a big payoff!

Winter weather is rough on cars, and I'd been prepared to dismiss the slightly-jerky steering on my way to work each morning as a side-effect of the chilly temperatures. My car had also started idling a bit roughly, but hey, it was after all seven years and 82,000 miles old. Oh, and that vibration in the steering wheel around 45 mph? Probably tire wear or alignment, right? And the shops I took the car to checked all the fluids, didn't they?

Yet when working on a completely separate issue (more on that later), I noticed the power steering fluid was a yellow-orange color, when everything I'd read had stated the Forester's fluid should be red. Hmmm...

Jiffy Lube wanted $100+ to tackle the flush-and-fill on the power steering system. I can only imagine what a dealership would have charged! (The average price seems to run around $100, from what I can tell, with a range between $80 and $150.)  Enter a trip to my service manual and the Googles.

Confusingly enough (though stated so in the owner's manual and on the power steering fluid tank), the 2004 Subaru Forester XT's power steering system takes Dexron III automatic transmission fluid--not power steering fluid! I'd been considering flushing the system myself for a couple of weeks when I finally stopped at an auto parts store on the way home from work one day and picked up a couple of quarts of the stuff at a total cost of under $7.  Obviously, it pays to use what the manual actually calls for and not just look at the shelves and labels!

Though the full flush procedure involves a somewhat-tedious process (not one I expect the big-brand service centers actually complete, mind you--there's no way they do so along with everything else in a 20-minute service), there's a simple trick that does the job almost as well and with a fraction of the effort. Here's what you do:

1. Drive the car a bit to warm things up, then park on a reasonably level surface and shut off the engine.
2. Siphon out the existing power steering fluid straight from the reservoir (you could drain it by removing a hose, too). I used an all-purpose siphon hose, but a lot of DIY'ers claim a turkey baster from the dollar store works well, too.
3. Fill the power steering reservoir to the appropriate level (should be marked on the reservoir) with new lubricant.
4. Start the car, then turn the steering wheel all the way to the right and then all the way to the left several times.  This will help circulate the new fluid and remove air from the system.
5. Stop the car, and repeat steps 2-4 several more times.

The first time I flushed the system out, the fluid was a dark orange.  It wasn't gunky or burnt, but it certainly wasn't right, either.  After one flushing, the fluid still came out orange, even though what I'd poured in was deep red.  I repeated twice more, with each change of fluid coming out more and more red.  Overall, I didn't even use a full quart of fluid in this process.  You may need to repeat the process weekly if your power steering system is really dirty--after a week, though, my fluid is still nice and red.

No, it's not a true, full flush of the power steering system, but I can guarantee the typical big-brand service center doesn't do that, either, in the 20 minutes of "while you wait" work, either.  It got the job done for me, though.

What's amazing is that this simple bit of work, accounting for perhaps 10 minutes of this car maintenance novice's time, has had a huge impact on my car!  Gone is the jerkiness in the steering in the morning.  Better yet, gone is the rough idling: I suppose the fluid was dirty enough it was causing the power steering pump to strain a bit.  (Now, whether or not that means I have to change the whole pump out sometime in the not-distant future is an open question; if my fluid was bad enough to cause that much strain on the pump, might it not have done damage to it, too?)

I didn't even use the second bottle of Dexron III yet, so my real cost was $3.50.  That's a savings of at least $96.50 over what I'd have paid someone else to do it, and the process required no tools (well, the siphon, though I could have gotten by with a $1 turkey baster) and 10 minutes or less of my time.  And it had a noticeable effect on my car's everyday driving--nice!

After such a simple fix as my improvised power steering fluid flush, I feel empowered over my car, no longer in thrall to the mechanic's shop for anything short of a total engine overhaul.  Yes, I know my accomplishment was nearly effortless (an oil change would be more work, actually), but baby steps, baby steps!

Next up is a barely-more-challenging task: I'm replacing the stock intercooler hoses on my car with some fancy silicone ones from Samco.  No, I'm not out to make my car over into some modded race machine; I simply noticed the stock hose was a bit scruffy and ragged looking when under the hood. Wouldn't do to have the hose that delivers hot air from the turbo to the intercooler to split... and why pay over $100 for the cheap plastic and rubber OEM hoses when a similar outlay gets something much more temperature-resistant and with improved airflow (read: more horsepower)?  More on this next weekend when I should have the parts on hand.  (Way) further down the road will be disassembly of the intake manifold, as I need to pull it to get at the source of a minor fuel leak (again noticeable only on freezing-cold mornings like the power steering issue was), which most likely lies in the lines supplying the injectors or in the injector O-rings given everything else I've checked.

Obvious disclaimers: I can't be responsible for any damage you do to your car or yourself or others if you work on your own car. I simply want to share the simple process which worked for me! Be safe, and do your homework before attempting any maintenance on your vehicle.