GTSBoy

No. That makes it more likely.

Only if the CHRA is completely cracked through. Which doesn't happen.

You might not be the only person who didn't know. You might be the only person who ever discovered it.

Just test it? Screw a fitting into it, add compressed air, see if it comes out elsewhere in the oil system?

Low is for when it's raining, when the car is at the tyre shop, etc.

Solenoid valve. Look in the workshop manual and see if it perhaps used for charcoal canister purge, or maybe for air conditioning control.

Well, of course it's not under Nissan or Infiniti. They didn't bring any in. They're all grey imports.

Nothing has changed. Engineering graduates have always come out as partially formed embryos that require 5+ years of working experience before they can be considered to be a functioning engineer.** The amount of stuff that you get shoved in front of your eyesockets while doing an engineering degree is really only exceeded by medicine and veterinary students, and they get at least 1 more year of course work to cover it. **Except maybe civil engies who only need to know how to design a column, a beam and a berm and then they can be released into the wild to f**k up road and bridge building projects as well as their older, more experienced brethren do. In Chemical Engineering you have to do 2 years of P&I chem and organic chem. In later years this is replaced by Kinetics and Reactor Design, Thermodynamics and other similar reaction and energy transfer related subjects. There's probably about 20 semesters of full load subject matter there, across 4 years. There is also maths in the first 2 years. The 2nd year subjects are Differential Calculus and Fourier Series, Laplace Transforms Probability and Statistics, Vector Analysis and Complex Analysis. That's 6 semesters of full load subjects. I cannot even remember the names of the 1st year maths subjects, but they were similarly split across algebra and calculus. In 2nd year you typically had a 6 hr organic chem prac every week and a 4 hour P&I prac every week. My organic chem pracs were on Wednesdays, from 3 until 9PM!! In first year you get 2 full load subjects each of which are broken up into 3 or 4 smaller subjects that run concurrently, either for a full semester or the full year. You have a programming language, engineering drawing, mechanism design, electrical circuits and machines, basic thermodynamics and fluid dynamics type subjects, statics, dynamics, and so on. Oh, and a group design/research project that typically sucks balls, like all group projects do because you get stuck with the lazy arsehole, or the Indonesian student with no English that somehow got in, or the meathead, or the schizo who is a different person every day, or the blatant liar who never does what they promise, etc. There's so many of them and so long ago that I can't remember them (the subjects, not the team project losers). In 2nd and 3rd year you get materials subjects, stress analysis and more. Oh and many engineering prac designed to show you how viscosity works, how pneumatics works, how gas absorption works, how similarity and correlation works, distillations and separations, In 3rd year you start doing some electives on top of the compulsories. So you get more materials and maybe biochem and so on. Biochem is definitely a big thing now, we only had it in 4th year back then. There's also Biomedical Engineering electives (prosthetics, supports for ortho, post surgical, bed ridden people, that sort of thing). In 2nd, 3rd and 4th year you get research and design projects. Multiple. Usually resulting in long all nighters at unit to run simulations and the like, gradually getting more and more stressed because nothing is working. Poster presentations and other shit. 4th year also gets a seminar class where you do a research project and then have to present it. Oh, and Engineering Planning and Design, Petrochem, Advanced Chemical Engineering (which I tutored for a few years about 20 years ago and was probably the closest thing to real-world engineering lessons that were offered to the students, compared to all the other theoretical bumpff). And there is more. I couldn't possibly trawl my memory deeply enough to pull it out. And god help you if you fail something, because you have to repeat it while keeping up with the full course load of everything else in the next year. I did that in 3rd year. On top of the 38 contact hours that 3rd year chem engies have programmed, I had to handle the lectures, tutes and assigments of the stuff I was repeating. I reckon my weekly workload in 3rd year was about 50 hours of "at uni contact hours or equivalents" where the equivalents were for stuff I couldn't actually attend and had to find a way to keep up with, plus about 40 hours per week of writing up pracs, dong research or work for projects, assignments, tute prep. Plus working 15 hours a week during semester and many more hours than that during "holidays". Oh and you have to rack up many weeks of valid engineering work experience across your "holidays" in the later years to be able to graduate. And all of that just to be spat out at the end as a soft-shelled egg needing further nurturing and exposure to the real world before actually being able to be trusted to do real work. And in the years since I have been more and more saddened by the proportion of engineering graduates who are not even what I would call "engineers" in their head. They do not think like engineers. They have somehow been herded into doing engineering by their parents or their school guidance or something. Now that everyone has to go to uni instead of doing something more directly practical or vocational, you get a bunch of people doing courses who never would have before. Back in the old days it was only the guys who grew up dismantling their bike every weekend, or rebuilding a flickering TV or fixing the tractor (because many engineering students were farmers' kids back then) that went to engineering school. Then they started trying to convince more girls to pick engineering, and so you get the really clever girls coming in, but a smaller proportion of them had those same personality traits as the bike dismantlers et al. Instead they were just good at maths and maybe chem/physics. Some of them made decent engineers, but many of them were not "engineers". And don't get me started on all the flaky shit that now gets called engineering. I better stop ranting.

Following on from what Greg said above, I know (very well) someone who runs a modified car workshop. He is a one man band with a single employee. OK, so not a one man band, but that's it. Just him and the offsider. They do significant builds, repairs to modded cars, repairs and service work to normal cars, tradies' vehicles, courier vans. You name it they do it. So it is a really mixed business model with lots of distractions from emergency breakdown repairs etc. He's very good at everything he does, but just like all the other small business examples being discussed here, he's also got to do the invoicing and parts sourcing and pay the operational bills and keep on top of all the other administrivia, plan and do builds, plan and do scheduling of all the work, manage the helper, interface with the customers, etc etc. And it is that last one that can cause the most problems. You have timewasters who want to come in and shoot the shit. Maybe there will be work come out of it, maybe there won't. You have customers who bring in a car and a large armful of parts and leave it there saying, "the last part will be in in 2 days" and then you don't see or hear from them again for 3 weeks. Meanwhile the car is dismantled on the hoist, paralysed and immovable, waiting for that last part. Or they run out of money 3/4 of the way through a build and the car occupies a back corner of the workshop for months or years. Or they are dipshits who did something wrong while putting the car back together before it comes in for a dyno session and something significant breaks on the dyno and they crack the shits. There's a million different versions of all of these and more. Customers cause a lot of the problems. If you have any of that and you also have a business owner with his own organisational ability challenges, then it's a recipe for delays and poor communication. You might ring a shop and the guy has just got back under a car for the first time that day at 3PM because of all the deadshits who have interfered with him getting anything done, and he just ignores the phone because it will stop ringing before he gets to it and then he'll have to play phone tag. He'd just rather actually get something done for a change. I'm very specifically not talking about the guys who end up behaving as if they were scammers because the whole house of cards is falling down around them and they are robbing Peter to pay Paul, borrowing from the future, etc.

Cam cover off, exhaust manifold off, bright light in through spark plug hole, inspection camera in through exhaust port, looking for light coming in around valve seats that should be closed. But yes, probably easier just to proceed straight to head removal. Possibly find what you did wrong with the cam timing (to cause bent valves) as you disassemble!

Well, that's a downgrade over an RB25 fan, for a start. compared to no fan at all. Almost impossible for a single skinny arse 14" elec fan like that to outperform the stock fan. OK, there's a generous saving of.....about 200g there! FFS! The stocker is plastic! That's not the design intention of a radiator fan, but anyway. I'm so glad. That has been kepeing me awake at night.

Oh, in that case, the wash pull is an alternative trigger path for the low speed, so it only really means that the motor can run on low. Doesn't help decide what other bits are good/bad. Could still be switch, plug, wiring, relay.

The hi-lo select relay is probably fine. As is the motor winding if it ran at normal low speed.

Be aware that a worn set of rings will let more water-filled blowby gases into the sump. You will want to change your oil close to twice as often as would normally be expected for E85, unless you're happy for it to all go to shit down there.

Just to be clear - external scratches on a caliper are unlikely to be a problem. It does look like someone has ground off the Nissan casting and otherwise gone over them with an abrasive to smooth out a lot of flashing etc, then perhaps treated them a bit roughly on the car or kicked around a workshop floor. Unless the material thickness is excessively compromised where the scratches are unusually deep, you'd just file them a bit smoother and paint them. I didn't even bother touching the R34 calipers on my car in any way except to throw some black paint on them. Because....they are brakes. They are for doing things, not looking at.

It's not strictly necessary, because, whilst the wildly "variable nature of pump E85" is a thing, it doesn't really vary so much that it has to be a problem. It can often be as low as 70, from what I understand, and even somewhat higher than 85. But here's the thing. The knock resistance from ethanol content pretty much reaches a maximum somewhere around 45% ethanol content. Thereafter the extra ethanol doesn't really provide much more ability to put in timing, safety from knock, etc. What it does do though is affect the required stoichiometry. For lower E content, you get richer (for a fuel system/table that assumes E85). So you get safer. And slower. Above 85%, unless the tune is pretty close to the edge of being too lean, you should still be fine. So if you want to keep your tune nicely optimised against varying E content, then....you need a sensor. If it were me, I'd put a sensor in. The downside here is that you must do the full flex tune to get the benefit from it. You have to have a base map on one fuel and another on the opposite extreme of the E content to interpolate against. I wouldn't think that tuning on exactly E85 (or whatever happened to be coming out of the pump that day) would give the ECU anywhere to adjust to based on what the ethanol sensor is saying, unless there's that other fuel's tune in there also.

Are we dealing with GPT4 here?

I second the R34 310mm brakes option. Although, it's not as if you can get them for cheap these days.

It can be the wiper motor failed also. As you may see from the diagram, there is an input for low speed and one for high speed. They go to different windings in the motor. The high speed one could be good while there could be a problem with the low speed one. That problem could be anything from a broken wire to a burnt winding. The question here is, does it work on hi even when you switch it to low, or do you have to switch it all the way to hi to get it to chooch? All these things are testable by direct powering the motor (you give it an earth and power to the winding you want to run), probing with the multimeter in the places on the wiring diagram where you're supposed to have 12V (constant), 12V (when running), earth (constant, or when running, depending on whether the circuit is supply side switched or earth side switched. This one is supply side switched, so the is constant, and we know it works because the hi speed works.

Apparently on R33s it's inside the driver's side A pillar, or thereabouts. Just follow the wires.

What the hell kind of crack smoking joke is this? That is literally double the power possible with a stock ceramic shitter. When I'm talking about shards here, they can either be what you are on, or the pieces of turbine. Take your pick.

Well. That's um.....cutting out quite a lot of the.....um..... "All det spec motors", isn't it? Also, I wish to understand why it doesn't apply to VCT motors.

It's totally streetable. It's just that the streets are pretty short and have lots of concrete barriers, lights and a return road.

Yes. I do things properly.

Pls don't be confused by my reactions to the above two posts.