Duncan

Definitely a Cima. Very cool, very safe, very reliable. Used to be you could get a R32 GTST for that budget, not so much any more

Any hints about what car you have, and what, if anything, you've done to it? What you are describing is quite common and normal in a Lada.

Yes, there are other things that go roundy round that could cause an issue but I'm about 99% sure. As you said in first post that direct advice is hard to get locally you could catch some oil from the drain plug and get it analysed to confirm, the amount of bearing inclusions from a spun bearing will be immediately obvious

Sorry, but that sounds exactly like a spun rod bearing to me, particularly because it starts/increases with revs. If so, every revolution the engine does is doing more damage

Cams are unlikely to be a practical answer with no budget. You will need a custom cam ($1k) plus a tuned ECU ($1-2k) and still probably the intake and exhaust mods ($2-3k) The unfortunate reality is that no budget to modify a non turbo car will result in no improvement (mostly likely outcome will be less power, rough running and bad fuel economy)

rather than worrying too much about cams, what are you trying to achieve and what sort of budget do you have? you can potentially increase power 4-8% by a freeer flowing intake and exhaust for under $5k

testing the motor is pretty simple, there will be a 2 wire plug that goes to it. Apply 12v (eg from a battery) and it will go down with the wires one way around, and up with wires the other.

I always thought 6,000rpm was when boost was meant to arrive, not when revs run out?

According to Real Dash Is it possible to add support for my favourite ECU? In theory, any ECU that is capable of sending serial (USB, Bluetooth, WiFi) data can be made compatible with RealDash. Another option is to use CAN-Serial adapter, like SPLeinonen's DashBox. They have a very long list of ECU specific forums here: https://www.realdash.net/forum/, but basically any OBD2, Nissan Consult, Link, Haltech etc etc

same with the body style, that depends what whoever filled in the first blue slip form ticked....they didn't always care enough to get it right. You can get the same issue with any rego details, our March is registered as a "NISSAN 00CAR" there was a period when the compliance date was treated as the manufacturing date on rego papers as the complier took responsibility for "remanufacturing" the car to meet australian rules. lots of older imports will have that issue

the answers were here, they just didn't seem likely. I'm surprised the shaft was such a good screw pump

Awesome thread, great to see

Well the immobiliser box is basically just a receiver for the key fob and a set of relays to immobilise circuits like ECU power, fuel pump, ignition (whatever the installer chooses really). generally the wires in and out are all coloured black to make it hard to bypass (but also hard to troubleshoot). you might be able to trace the wires to where the original wires were cut and redirected via the unit to temporarily bypass it. I'd be looking for the IGN signal to ECU as it seems the ECU is not turning on (pin 45).

don't know if you saw, but he bought a BMW, wouldn't be worth it to fix professionally. I reckon do the same as Marty did on Kel's march super turbo; just get a vaguely similar colour spray can and shoot in the general direction

funny that 9 years is "old" for a modern euro car, they were sure built to last for a planned period and then be replaced by a new one. I'd stay the hell away from anything outside warranty, it would be a quick way to burn money when your $40k second hand car needs to be thrown away.

You can still work out the original paint code from the physical stamp in the chassis on the firewall ER34-xxxxxx and the link posted above, assuming it was not repainted. If it was, this should be a pretty common requirement for you painter to work this out anyway

Nice, there's never a bad time to buy new tools. Have you go someone local to TIG the BOV back onto the new pipe?

Ignition switch is pretty easy to test too. unplug it and identify battery 12v terminal. Then test continuity to other pins when switch is OFF (none), ACC (ACC continuity), IGN (IGN and ACC), Start (IGN and Start). There are also a series of fuses and relays at driver's knee in that fuse box, since windows are not working that's where I'd try after checking the switch. I haven't often heard of the key switch failing

You need to check the ECCS relay near the ECU is turning on when ignition does. Pin 58 should always have battery voltage, but pins 49,59,109 are controlled by the ECCS relay which is what needs to be powered to turn the ECU on fully. Pin 18 (fuel pump relay signal) should earth for about 3 seconds when you turn the key to ignition to prime the fuel pump, and should always be earthed when the engine is running.

But, why were you checking in the first place? The IGN 12v at the boost control solenoid (terminal 1) also feeds a heap of other locations like the PCV, were you trying to sort a problem or just wondering? The wiring from the ECU to the boost control solenoid is fine for use with a aftermarket ECU and solenoid if required (change the plug at the solenoid end to suit)

They kind of show it in the diagram, terminal 1 is the vertical part of the T and 2 is the horizontal/perpendicular. But, why do you want to know? That Pin 1 should have power at all times when IGN is on, terminal 2 is pulsed by the ECU to control boost (ground signal)

C34 can work as a tow car, I used one for years although it did have an rb30det and heavier rear shocks and springs. M35 is not such a great choice, they have a habit of cracking the rear subframe with moderate to heavy loads on them. BTW how did you get a single axle trailer rated to tow 1200kg car + the trailer's own weight. That is very heavy for a single axle.

Probably best to change that ECU early unless you are certain the mines ECU is safe. I don't know how available high octane fuel is where you are, but the Mines ECU generally expect 100RON and won't have much margin for safety

Glad to hear it is sorted

before you pop another fuse or 10, check if there is continuity between earth and the fuse socket. If there is, you need to trace through that loom and find the massive short. You didn't just get 2 unlucky bad fuses all of a sudden. Edit, on second check it is clear that the positive wire's terminal is touching the alternator body in your pic. You don't really need an insulating washer, just screw the existing nut down to the body (tight but not overtight) then fit the ring terminal, then another nut to hold the terminal. That will keep the terminal well off the body. And yes, adding a boot is good practice anyway, it will stop big sparks if you are working in that area without the battery disconnected and accidentally touch the terminal and anything else with a tool