massive huge oh cock

So yesterday was fun…

I attacked the immobiliser. It’s an Autowatch 239Ti and after a bit of investigation (there’s no wiring diagram) it receives a permanent live from slicing into a wire, and breaks both the fuel circuit/ecu and coils. Pretty simple really then and it was just a case of rejoining the wires which had been broken. I guess to prevent hot wiring the vehicle the installer had removed large lengths of the original wire, possibly ingoing the existence of all the extra long thin ones he’d added? It had also left a few wires short meaning I had to use his existing soldering to attach my extension wires to and not being the best at soldering heavy wires under the a car I mad a very average job. Popped some insulation of the bare wire, fired the car up, heard a loud snap and it carried of turning over. Must be a fuse. Nope. There’s a master fuse board under the bonnet and another in the footwell, all seemed fine. I decided that the wire going to the fuel system and ECU had shorted on the steering column. Despite not looking possible it was the only reasonable explanation. Feck, coil packs or ECU have burnt out. More wiring diagram reading, another pair of eyes, a long winded inspection of the Mazda dealership alarm and other tests proved useless. Feck, coil packs or ECU have burnt out. As there was no spark we took the coil packs out – what idiot put that long bolt at the back of the block – and tested them. All seemed fine. Feck, ECU has burnt out. Whilst checking the coil packs I fully disconnected the ECU to see if it cleared any fault codes. As the coil packs seemed fine adn the car still wouldn’t fire the only choice now was to test all of its voltages on each of its twenty thousand pins to see if it was receiving and sending out what it should. All was going ok and we were onto the third or forth test which has a stated voltage for ign on, ign off and cranking. Got round to the cranking test and the car fired and has been fine since! Odd. Strange. Weird. Today I’m nipping out to buy some LED’s and resistors to make a diagnostics tool! Some quick snaps of how the car looks right now!

Today’s job will be to remove the factory alarm, the black box of wires in the last photo which is obscuring the other block box of wires, both of which need to come out. But I may have to tinker with someone else’s Polo which isn’t well either. I’m starting to suspect the seats are a Mk3 variety which apparently won’t fit in a TR6 so are unlikely to fit in a convertible Herald. But then they’re not meant to fit into a Mk1 MX5 either. Big hammer will solve all…

Other good news. I found out my Momo wheel isn’t specific to Mazda and just has a Mazda and Momo branded cover and my speakers are good enough to be fitted to the Herald doors. 🙂

I can’t wait to get this cheap oil out of the car as well. The pressure is incredible low but I’m putting that down to it being 5/30w and having some remnants of the oil flush still there.

jobs jobbed

Did some work on the Herald today, which is looking rather Mazda shaped right now. The plan was to test fit the wheels to the Acclaim then remove the immobiliser. After getting one off and offering it up to the Acclaim I confirmed the PCD was correct but the locator was too big. Balls, they looked quite good!

Then my parcel from Euro Car Parts finally arrived so I attacked it with a service. First off the coolant was drained and flushed then refilled with a flushing agent. The job after that was to get the engine warm and add some engine flush. Oh, whilst I remember it. In 2009 I bought an oil filter for the Acclaim from Halfords but it turned into a month long saga with the filter being cancelled and re-ordered and then when it arrived it was far too small. Guess what I found out it fits today! Maybe Halfords was trying to tell me something all that time ago? So yeah, engine was left to run for 20 minutes and then it was time to drain the oil. By the way, I only flushed it because it was pretty clean inside. If it was full of gunk I’d have been too worried about dislodging something and just lived with it whilst doing frequent oil changes. Then it was under the car and off with the drain plug, or not. It took a three foot tube on my T-bar to get the bloody thing off in a plume of aluminium dust as it released. The oil was draining nicely as I was deciding the best way to clean the driveway after it had finished… As it was draining I thought about locating the clutch slave cylinder to see if I could bleed it. The clutch was so high when I got it that the car needed a back seat to allow you to use it, the fluid was below minimum and it was black. This was solved by adjusting it at the pedal but it was still soft. I’d already checked earlier and it’s guestimated to be a 5/8 bore, same as the Herald – bonus! Should be nice and easy to plumb in then. It turns out you bleed to clutch from the engine bay as long as you have a motor factors entire stock of socket extensions. Luckily the nipple (giggle) wasn’t seized so the fluid was flushed and the pedal appears to be a tad better.

Sump plug in, oil filter on, oil in engine. Jobbed. Then it was time to remove the flushing agent in the cooling system. I had to drain the system by removing the bottom hose though, as the clever Japanese people had put a cross head on the drain plug which turned into a lovely circle when I tried to remove it. I did manage not to get soaked the four times I had to take it off. Flushy flush flushy flush. Fill up with anti freeze and water then wonder if I can be arsed to replace the fuel filter. Nope. Instead I set to cleaning the K&N which is blacker than Coalie McCoal the coal miner. This is when I discover it isn’t even attached to the car! Washy wash wash with degreaser and some very strong detergent. It’s now drying and awaiting some thin oil to be applied. So I think feck it, I may as well do the fuel filter too. It isn’t in the engine bay like I thought though but under the car behind a cover. Once the fuel had been de-pressurised and the hoses clamped the job was pretty straight forward. Afterwards you prime it by shorting two terminals in the diagnosis terminal under the bonnet and it was time to call it a day.

See, this is what happens with I don’t include photos. Tomorrow I’ll try and remove the immobiliser and factory fitted Mazda alarm.