Jump to content
SAU Community

Recommended Posts

Nissan skyline v35 overheating?

Hey guys, one day I was driving my Nissan skyline v35 2004 model, when suddenly my car started overheating, I pulled over and went to see what was wrong with it because the temperature gauge was on hot, I opened up my hood and saw that the car was leaking coolent from the radiator. I thought that was the problem so I decided to buy a new radiator, installed it and it was still overheating but a lot less than before. I was also told that it could have been my thermostat, so I decided to order a new thermostat and install it and it was still overheating. I also bought a new temperature sensor and installed that aswell, I went for a test drive and the temperature was staying on normal for abit but eventually the temperature gauge started rising to hot, it stops at a certain point and then it drops and starts rising again to high. I don't think it's a blown head gasket as my car has no symptoms of a blown head gasket besides overheating, the engine light is also still on. Does anyone know what the problem could be, if you guys could let me know I'd appreciate it 

Edited by Denis09
Link to comment
https://www.sau.com.au/forums/topic/468518-nissan-skyline-v35-overheating/
Share on other sites

Problem originally was leaking coolant - now it may be that it needs more bleeding to get all of the air out of the system. Is the engine light on all the time or only when it gets hot? How  many km has your car done?

What do you mean 'engine light is STILL on'?  Was it on before the first overheating incident?  or has it only appeared since?  it is unlikely the CEL is related to the overheating, chances are you have left a connector off, or damaged a sensor while fitting the radiator/thermostat.  you probably need to get the ECU error codes read to find out what the fault is there.

As for the overheating, as above, i suspect you haven't properly bled the system of air.

might need to reset the ecu and see if it comes back after you have fixed the problem.

You might have air in the cooling system. That could be why the temp goes up then comes down again

  • 2 months later...

I just replaced the thermo fan motors in my car. I paid $250 for  OEM used and tested units (each). New OEM fan motors are a lot more. $$$ A hell of a lot more!

Q? Are the non genuine units any good? $175.

Q? Has anyone done a complete aftermarket set up. If so, how does it work regarding the ECU?

Edited by ZX350
Added a Q?
  • 2 weeks later...

hey dude same thing happened to me kind of.. the radiator was cracked.. had to get it replaced. i got mine from ebay for like $150 which was nearly double the size of the stock one. it was a bitch to get in but it fixed the problem. car runs much better now 

  • Like 1
  • 3 years later...

open the bleeder on the driver side toward the back of the engine, slowly fill the system to allow the air time to escape.  Whenever I have changed the coolant, once full, I close the bleeder and put the cap back on then squeeze the top radiator hose a few times (not too hard), it moves the coolant back and forth through the system a bit and helps any trapped air escape to the top, then refill and repeat a few times.

I have never had an issue with temp problems post coolant change.

  • Thanks 1

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now


  • Similar Content

  • Latest Posts

    • That's awesome, well done! Love all these older Datsun / Nissans so rare now
    • As I said, there's trade offs to jamming EVERYTHING in. Timing, resources etc, being the huge ones. Calling out the factory ECU has nothing to do with it, as it doesn't do any form of fancy boost control. It's all open loop boost control. You mention the Haltech Nexus, that's effectively two separate devices jammed into one box. What you quote about it, is proof for that. So now you've lost flexibility as a product too...   A product designed to do one thing really well, will always beat other products doing multiple things. Also, I wouldn't knock COTS stuff, you'd be surprised how many things are using it, that you're probably totally in love with As for the SpaceX comment that we're working directly with them, it's about the type of stuff we're doing. We're doing design work, and breaking world firsts. If you can't understand that I have real world hands on experience, including in very modern tech, and actually understand this stuff, then to avoid useless debates where you just won't accept fact and experience, from here on, it seems you'd be be happy I (and possibly anyone with knowledge really) not reply to your questions, or input, no matter how much help you could be given to help you, or let you learn. It seems you're happy reading your data sheets, factory service manuals, and only want people to reinforce your thoughts and points of view. 
    • I don't really understand because clearly it's possible. The factory ECU is running on like a 4 MHz 16-bit processor. Modern GDI ECUs have like 200 MHz superscalar cores with floating point units too. The Haltech Nexus has two 240 MHz CPU cores. The Elite 2500 is a single 80 MHz core. Surely 20x the compute means adding some PID boost control logic isn't that complicated. I'm not saying clock speed is everything, but the requirements to add boost control to a port injection 6 cylinder ECU are really not that difficult. More I/O, more interrupt handlers, more working memory, etc isn't that crazy to figure out. SpaceX if anything shows just how far you can get arguably doing things the "wrong" way, ie x86 COTS running C++ on Linux. That is about as far away from the "correct" architecture as it gets for a real time system, but it works anyways. 
    • Holy hell! That is absolutely stunning! Great work!!!
    • It does when you start adding everything else in. But it's not just compute. It's the logic. Getting your timing right (I'm not meaning ignition timing for the engine). Making sure of your memory mappings, seeing your interrupts. Microcontroller devices only have so much capacity. For the most part, you want all those timers and interrupts in use on your engine control, which means you're left with less than ideal methods for timing and management of other control functions.   Let's put it this way, my job is all about building custom hardware, that goes into cars, and integrates with them. We're also waiting on a media confirmation from SpaceX too fora world first we've just completed with them in NZ too. It's not just the little toys I play with. But you know, you can think and believe what you want.
×
×
  • Create New...