13976233-NDP711SRM-Nissan Datsun Pl-720 1983-1986 Service Repair Manual PDF

1986 Nissan-Datsun Truck PL720 2WD L4-1952cc 2.0L SOHC (Z20) Copyright 2009, ALLDATA 10.
10 Page 1
NISSAN TRUCKS
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1986 Nissan-Datsun Truck PL720 2WD L4-1952cc 2.0L SOHC (Z20) Copyright 2009, ALLDATA 10.10 Page 1
Powertrain Management: Application and ID
Emission System Application Chart
Fig Application Charts
Fig Application Charts
Powertrain Management: Application and ID
Engine System Identification
To identify an engine by the manufacturer's code, follow the four steps designated by the numbered blocks.
V.I.N.
PLATE LOCATION:
Cars-Chassis number appears on plate attached to instrument panel visible through windshield.
Trucks-Chassis number stamped on right or left hand frame side member and on plate engine compartment of late models.
(1) MODEL YEAR IDENTIFICATION:
1986-90-10th character of V.I.N.
1990-L
1989-K
1988-J
1987-H
1986-G
1985-81-Cannot be determined from vehicle markings, except on emission label.
(2) ENGINE CODE LOCATIONS:
1990-86-4th character of V.I.N.
1985-82 Pickup-Left side of engine block.
310-Upper front engine of engine block.
1985-81 All other Models-Upper right side of engine block. May also appear on plate attached to left side of engine bulkhead or left front
wheelhouse visible when hood is raised.
Fig. 5 Engine Identification
(3) ENGINE CODE:
(4) ENGINE IDENTIFICATION:
Vehicle: Flow of Diagnosis
STEP 1 Listening To The Customer.
Listening to the customer and documenting the conditions which exist when the problem occurs is critical to properly diagnosing an electrical
incident. It may also be important to determine if the car has had any accessories recently installed or if any service work (collision repair, etc.)
has been recently performed.
STEP 2 Verify the parameters of the incident.
Whenever possible, you should operate the complete system to verify the customers comments. Try to confirm the symptom(s) and under what
conditions the incident occurs.
STEP 3 Get the proper diagnosis materials together.
Before beginning the diagnosis, make sure you have all of the necessary information. Along with these Fix Tips you should have the Power
Supply Routing information. You should make sure you have a thorough understanding of how the system operates. Based upon the customers
comments and your knowledge of the circuit operation, you should be able to identify which component(s) could cause the incident.
STEP 4 Inspect the system.
Inspect the system to find the cause of the symptom. Start the diagnosis by determining the location of the electrical units involved. Inspect each
component to verify that it is mechanically free to operate and that all connectors and harnesses are securely connected and properly routed.
Systematically check the circuits involved, using the Harness Layouts and Power Supply Routing. Determine which circuit is the cause of the
incident and whether it is a wiring problem or a component problem.
STEP 5 Repair or replace.
Repair or replace the incident component or electrical circuit.
STEP 6 Verify the system works properly under all conditions.
Once you have repaired the circuit or replaced a component you need to operate the system in all modes and particularly under the circumstances
which resulted in the customers initial complaint.
Vehicle: Testing and Inspection Procedures
Recommended Tools and Equipment
USE
A Digital Multimeter DMM (10 megaohm input impedance) . It can safely be used to diagnose and test most vehicle systems.
DON'T USE
Test lights. They are not recommended due to the possibility of damage to the computer or air-bag circuits.
BE PREPARED
Before attempting to diagnose a circuit for an open or a short, it is important that you:
1. Have the proper reference material available:
^ Power Supply Routings
^ Applicable Wiring Diagrams
^ Troubleshooting Information
2. Understand how the system works.
3. Have a good understanding of what condition you are diagnosing:
^ Situation when the problem occurs. (weather, loads, etc.)
^ What systems interact with the one you are diagnosing?
^ Is it intermittent or a consistent problem?
4. Have proper equipment to perform the diagnosis such as a digital voltmeter, alligator clips, and probe leads.
Examples of Common Electrical Incidents
The illustration shows some, but not all, areas to check for common electrical incidents.
Ground Inspection
WHY INSPECT GROUND CONNECTIONS
Ground connections are very important to the proper operation of electrical and electronic circuits. They are often exposed to moisture and can get
a corrosive film of rust on the exposed metal.
A loose or corroded ground can alter a circuit. Many computer controlled circuits operate in the 5 volt range and can be seriously affected by a
voltage change as low as one tenth (0.1V) of a volt. A poor or corroded ground can easily affect the circuit by that amount.
HOW TO INSPECT GROUND CONNECTIONS
^ Remove the ground bolt screw or clip.
^ Inspect all mating surfaces for tarnish, dirt, rust, etc.
^ Clean as required to assure good contact.
^ Reinstall bolt or screw securely.
^ Inspect for "add-on" accessories which may be interfering with the ground circuit.
^ If several wires are crimped into one ground eyelet terminal, check for proper crimps. Make sure all of the wires are clean, securely
fastened and providing a good ground path.
VOLTAGE DROP TEST RESULTS
A good ground connection will have approximately 0.1 Volts or less voltage drop. For more details, refer to VOLTAGE DROP TESTS.
Testing For Opens
PREPARATION
Before you begin your testing and diagnosis, you should sketch a schematic of the system. This will help you to logically walk through the
diagnosis process. Drawing the sketch will also reinforce your working knowledge of the system. Refer to the attached drawing for a sample
schematic
There are two types of tests you can use for tracking down an open circuit: the Continuity Check using an ohmmeter or Voltage Check using the
voltmeter. Either test, properly done, will yield good results.
USING THE CONTINUITY CHECK METHOD
NOTE: Make sure to always start with the DMM at the highest resistance level.
1. Disconnect the battery negative cable.
2. Start at one end of the circuit and work your way to the other end. (At the fuse block in this example)
3. Connect one probe of the DMM to the fuse block terminal on the load side.
4. Connect the other probe to the fuse block (power) side of SW1. Little or no resistance will indicate that portion of the circuit has good
continuity. If there were an open in the circuit, the DMM would indicate an over limit or infinite resistance condition. (point A)
5. Connect the probes between SW1 and the relay. Little or no resistance will indicate that portion of the circuit has good continuity. If there
were an open in the circuit, the DMM would indicate an over limit or infinite resistance condition. (point B)
6. Connect the probes between the relay and the sensor. Little or no resistance will indicate that portion of the circuit has good continuity. If
there were an open in the circuit, the DMM would indicate an over limit or infinite resistance condition. (point C)
USING THE VOLTAGE CHECK METHOD
1. Connect one probe of the DMM to a known good ground.
2. Begin probing at one end of the circuit and work your way to the other end.
3. With SW1 open, probe at SW1 to check for voltage.

If voltage: open is further down the circuit than SW1.
If no voltage: open is between fuse block and SW1 (point A).
4. Close SW1 and probe at relay.

If voltage: open is further down the circuit than the relay.
If no voltage: open is between SW1 and relay (point B).
5. Close the relay and probe at the sensor.

If voltage: open is further down the circuit than the sensor.
If no voltage: open is between relay and sensor (point C).
Testing For Shorts
PREPARATION
Before you begin your testing and diagnosis, sketch a schematic of the system. This will help you to logically walk through the diagnosis process.
Drawing the sketch will also reinforce your working knowledge of the system. Refer to the attached drawing for a sample schematic
There are two types of tests you can use for tracking down a short circuit: the Resistance Check using an ohmmeter or Voltage Check using the
RESISTANCE CHECK METHOD
1. Disconnect the battery negative cable and remove the blown fuse.
2. Disconnect all loads (SW1 open, relay disconnected and sensor disconnected) powered through the fuse.
3. Connect one probe of the ohmmeter to the load side of the fuse terminal and the other probe to a known good ground.
4. With SW1 open, check for continuity.

If continuity: short is between fuse terminal and SW1 (point A).
If no continuity: short is further down the circuit than SW1.
5. With SW1 closed, relay disconnected and probes at the load side of fuse terminal and ground check for continuity.

If continuity: short is between SW1 and the relay (point B).
If no continuity: short is further down the circuit than the relay.
6. With SW1 closed, relay contacts jumped with jumper wire and probes at the load side of fuse terminal and ground check for continuity.

If continuity: short is between relay and sensor (point C).
If no continuity: check sensor, retrace steps.
VOLTAGE CHECK METHOD
1. Remove the blown fuse and disconnect all loads (i.e. SW1 open, relay disconnected and sensor disconnected) powered through the fuse.
2. Turn the ignition key to the ON or START position and verify battery voltage at the B+side of the fuse terminal (one lead on the B+terminal
side of the fuse block and one lead on a known good ground).
3. With SW1 open and the DMM leads across both fuse terminals, check for voltage.

If voltage: short is between fuse block and SW1 (point A).
If no voltage: short is further down the circuit than SW1.
4. With SW1 closed, relay and sensor disconnected and the DMM leads across both fuse terminals, check for voltage.

If voltage: short is between SW1 and the relay (point B).
If no voltage: short is further down the circuit than the relay.
5. With SW1 closed, relay contacts jumped with fused jumper wire check for voltage.

If voltage: short is down the circuit of the relay or between the relay and the disconnected sensor (point C).
If no voltage: retrace steps and check power to fuse block.
Voltage Drop Tests
PURPOSE OF THE VOLTAGE DROP TEST
Voltage Drop Tests are often used to find components or circuits which have excessive resistance. A voltage drop across closed contacts or wiring
indicates excessive resistance.
CAUSE OF CIRCUIT VOLTAGE DROP
A voltage drop in a circuit is caused by a resistance when the circuit is in operation. Part of the available voltage is used by the resistance resulting
in less available voltage for other loads (lights, motors, etc).
Unwanted high resistance can be caused by:
^ Undersized Wiring (single strand example)
^ Corrosion On Switch Contacts
^ Loose Wire Connections Or Splices.
EXAMPLE OF AN INCORRECT CIRCUIT TEST
Check the wire in the illustration. If an ohmmeter is used to measure resistance (circuit off), the single strand of wire still making contact would
give a reading of 0 ohms. This would normally indicate a good circuit. But when the circuit operates, the wire will not be able to carry enough
current and the bulb will be dim. Using a proper Voltage Drop test will show this wire to have high resistance.
EXAMPLES OF CORRECT CIRCUIT TESTS
Measuring Voltage Drop - Accumulated Method
1. Connect the voltmeter across the connector or part of the circuit you want to check. The positive lead of the voltmeter should be closer to
power and the negative lead closer to ground.
2. Operate the circuit
3. The voltmeter will indicate how many volts are being used to "push" current through that part of the circuit.
NOTE: In the illustration there is an excessive 4.1 volt drop between the battery and the bulb.
Measuring Voltage Drop - Step By Step
A step by step voltage drop test can be used to identify a component or wire which is operating under too much resistance. It is most useful in
isolating excessive drops in low voltage/current systems such as those in Computer Controlled Systems..
Circuit Inspection
1. Connect the voltmeter as described in illustration, starting at the battery and working your way around the circuit.
2. An unusually large voltage drop will indicate a component or wire that needs to be repaired. As you can see in the illustration above, the poor
connection causes a 4 volt drop.
The chart that follows illustrates some maximum allowable voltage drops. These values are given as a guideline, the exact value for each
component may vary.
COMPONENT VOLTAGE DROP
Wire <.001 volts
Ground Connections Approx. 0.1 volts
Switch Contacts Approx. 0.3 volts
Starter Solenoids Approx. 0.5 volts
Engine
Air/Fuel Mixture: Adjustments
Prior to adjusting idle mixture ratio, check and, if necessary, adjust ignition timing and curb idle speed as previously described. Do not attach any
hoses disconnected during idle speed adjustment.
Fig. 3 Mixture adjusting screw seal plug removal
1. Race engine several times, then return engine to idle and measure CO percentage, which should meet the following specifications: 1985-86
Pickup all, less than 4%; 1985-86 Pulsar and Sentra and 1987 Sentra except Calif., 1-5%; 1987 Sentra Calif., 3-7%.
2. If CO percentage is not within specifications, check vacuum hoses for proper connections and inspect carburetor and intake manifold
mountings for air leaks. If air leaks are found, correct as necessary and recheck CO percentage. If no air leaks are found, proceed to step 3.
3. Stop engine and remove carburetor.
4. Remove seal plug from carburetor, Fig. 3, then reinstall carburetor.
5. Run engine until normal operating temperature is reached, then race engine several times under no load.
6. Run engine at idle speed and turn mixture adjusting screw to adjust CO percentage to the following specifications: 1985-86 Pulsar and Sentra
and 1987 Sentra except Calif., 2-4%; 1985-86 Pickup, .3-2%; 1987 Sentra Calif., 4-6%.
7. Recheck idle speed, then install new idle adjusting screw seal plug.
Idle Speed: Adjustments
Fast Idle Adjustment
Fig. 2 Fast idle adjustment.
1. Run engine until normal operating temperature is reached.
2. Set fast idle arm on second step of fast idle cam and check fast idle speed.
3. Adjust fast idle speed as necessary by turning fast idle screw, Fig. 2.
Firing Order
Fig. 5 Timing Mark
Distributor: Service and Repair
Distributor Service Models W/O Crank Angle Sensor
Fig. 11 Exploded view of IC type distributor with external IC unit (typical)
Fig. 12 Exploded view of IC type distributor with internal IC unit (typical)
1. Remove distributor cap and rotor, Figs. 11 and 12.
2. Remove IC ignition unit.
3. Remove stator and magnet hold-down screws, then remove stator and magnet assembly.
4. Remove vacuum advance unit.
5. Using 2 pry bars or suitable puller, remove reluctor from shaft.
6. Remove roll pin, then remove pickup coil assembly.
7. Remove breaker plate setscrews, then remove breaker plate.
8. Remove drive gear roll pin, then remove drive gear from shaft.
9. Remove rotor shaft and driveshaft assembly.
10. Mark rotor shaft to driveshaft relationship, then remove packing from top of rotor shaft, remove rotor shaft setscrew and the rotor shaft.
11. Mark relationship of one governor spring to its bracket and one governor weight to its pivot pin, then remove the governor springs and
weights.
12. Reverse procedure to install, noting the following:
a. Lubricate governor weight pivot points.
b. Clean mating surfaces between IC ignition unit and distributor housing.
c. All parts marked for relationship should be assembled in their original positions.
d. Using a new roll pin, ensure reluctor is properly aligned on rotor shaft.
Distributor: Service and Repair
Distributor Replace
REMOVAL
1. Mark position of No. 1 tower of distributor cap on distributor housing.
2. Remove distributor cap.
3. Crank engine to align rotor with No. 1 mark on housing.
4. Place a mark between distributor housing and engine.
5. Remove distributor retaining bolt and the distributor. Do not crank engine when distributor is removed from engine.
INSTALLATION
1. Align rotor with No. 1 mark on housing.
2. If engine was cranked when distributor was removed from engine, crank engine until No. 1 cylinder is on compression stroke and the timing
marks align on the pulley and front cover.
3. Install distributor into engine, aligning all index marks made during removal.
4. Loosely install distributor retaining bolt.
5. Adjust ignition timing and tighten distributor retaining bolt.
Spark Plug: Specifications

Spark Plug Model No. Spark Plug Gap

Intake Side BPR6ES 0.031-0.035 in

Exhaust Side BPR5ES 0.031-0.035 in

Fig. 438 Electrical Unit Locations (Engine Compartment). Exc. Fuel Injected Engine
Fig. 439 Electrical Unit Locations (Passenger Compartment). Less Fuel Injected Engine
Cooling System
Heater Core: Service and Repair
1. Disconnect battery ground cable and drain cooling system.
2. On models with A/C, disconnect heater hoses in engine compartment.
3. Remove screws securing console and remove console.
4. Remove steering column shroud and package, if equipped.
5. Disconnect speedometer cable, antenna lead and wiring harness connectors to instrument panel.
6. Remove 3 bolts securing instrument panel at base of windshield, remove bolt securing panel bracket above parking brake handle, and remove
bolt inside glove box.
7. Remove 2 bolts securing instrument panel at each end, then remove instrument panel assembly.
8. On models without A/C:
a. Remove duct to bower housing and disconnect control cable at air intake door.
b. Disconnect heater hoses at heater unit, taking care not to drip coolant in passenger compartment.
9. On models with A/C, remove air intake housing as outlined in ``Blower Motor, Replace,'' and remove bolts securing evaporator case.
10. Remove bolts securing heater case and remove case and control as an assembly.
11. Set temperature control lever in COLD position, disconnect control cables, and remove control assembly.
12. Disconnect control rod at water valve and heater hoses at heater core.
13. Remove screws securing water valve and remove valve and hoses.
14. Remove clips securing heater case, separate case and remove heater core.
15. Reverse procedure to install, then adjust controls.

Engine - Coolant Temperature Sensor/Switch: Testing and Inspection
Fig. 18 Water temperature switch test
Fig. 19 Water temperature sensor resistance specifications
Perform water temperature sensor test as illustrated in Fig. 18. If resistances are not as specified, check sensor as follows:
1. Position water temperature sensor in a container of water and measure resistance when heated to various temperatures, Fig. 19.
2. If resistance readings are within specifications, check sensor harness and correct as necessary. If readings are not within specifications,
replace sensor.
Coolant Temperature Sensor/Switch (For Computer): Description and Operation
Water temperature sensor graph.
A water temperature sensor, threaded into the intake manifold water jacket, monitors changes in water temperature and transmits a corresponding
signal to the ECC control unit. The sensor houses a thermistor whose resistance decreases in response to a rise in temperature.
Multi-Function Thermal Sensor / Switch: Service and Repair
Fig. 28 Thermostatic switch sensor installation.
1. Remove and separate evaporator case as outlined in `Èvaporator and Expansion Valve, Replace.''
2. Remove screws securing thermo control switch to upper case and remove switch.
3. Install switch and insert switch sensor tube into evaporator core as specified, Fig. 28.
4. Reverse procedure to install evaporator assembly.
Catalytic Converter: Description and Operation
Single Stage Converter
The catalytic converter accelerates the chemical reaction of hydrocarbons (HC) and carbon monoxide (CO) in the exhaust gas, and changes
them into harmless carbon dioxide (CO2) and water (H2O).
The chemical reaction process requires the proper amount of air. This air, called secondary air, is supplied by the air injection system through
a check valve or through an air induction valve, or is absorbed from excess air in the unburned portion of the air-fuel mixture.
By means of a chemical rea1~ion process as it passes through the catalytic converter, the excess air in the air-fuel mixture (which has not
been burned during the combustion process) is utilized to minimize H and CO emissions.
The exhaust gas which is left unburned during combustion process is gradually oxidized with excess oxygen, and is converted into harmless
carbon dioxide (C02) and water (H2O). The catalytic converter, located in the exhaust line, further cleans exhaust gases through catalytic
action, and changes residual hydrocarbons (HC) and carbon monoxide (CO) contained in the exhaust gas into carbon dioxide (CO2) and
water (H20) before the exhaust gas is discharged to the atmosphere.
The catalytic converter on 1975 models is provided with a warning device whose warning lamp, located on the instrument panel, lights if the
temperature rises abnormally. Except for the 260Z, 1975 models are also equipped with a catalyzer protector.
Catalytic Converter: Description and Operation
Three Stage Converter
The three way catalytic converter utilizes a catalyst to accelerate the recombustion of HC and CO and a catalyst to reduce NOx in the exhaust
gas, changing them into harmless CO2, H2O, and N2.
A mixture ratio feedback system maintains mixture ratios at the "stoichiometric" point--the point at which the converter works most
efficiently.
In this system, an exhaust gas sensor monitors oxygen content in the exhaust and signals the ECU to alter the air/fuel mixture--maintaining
the "stoichiometric" level.
Ignition System: Description and Operation
Spark Plug Switching Control System
Description
Fig. 38 Spark plug switching control system.
This system, Fig. 38, is designed to change the ignition system from 2-plug ignition to 1-plug ignition during heavy load driving conditions in
order to reduce engine noise. This system also functions to advance ignition timing by a specified value during 1-plug ignition.
This system is composed of an ignition control unit, which is installed in distributor and has a switching function which allows it to change from
2-plug ignition to 1-plug ignition, and a vacuum switch which senses the intake manifold vacuum. Neutral and clutch switches are also used as
auxiliary control devices.
Testing
1. Disconnect a clutch switch harness connector.
2. Disconnect a vacuum hose from vacuum switch and connect a proper vacuum hose and suitable vacuum source to vacuum switch.
3. Connect timing light to the exhaust side of high tension cable.
4. Apply vacuum of 5.91 inches Hg to vacuum switch and start engine.
5. Reduce vacuum gradually and check that timing light does not brighten and dim when vacuum reaches approximately 3.15 inches Hg. If it
does, check individual components and replace as necessary.
6. Connect timing light to intake side of high tension cable and apply vacuum of 5.91 inches Hg to vacuum switch.
7. Reduce vacuum gradually and check that spark timing advances. If not, replace IC unit in distributor.
Description
Fig. 25 Vacuum controlled spark timing control system. (Typical)
Fig. 26 Electrically controlled spark timing control system. (Typical)
Refer to Figs. 25 and 26 for typical spark timing control systems. Complete system schematics are located in ``Vacuum Hose Routings.''
The spark timing control system is designed to control distributor vacuum advance in order to reduce HC and NOx emissions. The thermal
vacuum valve opens and closes in response to coolant temperature, causing the spark timing control vacuum line to be exposed or closed to the
atmosphere. When the valve opens, air enters the vacuum signal line, preventing distributor vacuum advance.
The vacuum control valve is installed on the distributor vacuum line. When carburetor venturi vacuum exceeds a pre-determined value, air is
bled to distributor vacuum line and the spark timing is retarded slightly.
Testing
1. Ensure vacuum hoses are properly routed and distributor vacuum controller functions properly.
2. Install timing light and check ignition timing when engine is cold.
3. Check that timing retards, then advances as engine warms up.
4. If timing does not change as specified, replace thermal vacuum valve and check vacuum control valve as follows:
a. Disconnect vacuum control valve side of venturi vacuum hose from valve.
b. Apply vacuum to valve and check that timing retards.
c. If timing does not retard, replace vacuum control valve.
Thermal Vacuum Valve
1. Remove thermal vacuum valve, then inhale air from port of spark timing control system.
2. Valve should be open between 59 and 140F and close at all other temperatures.
Ignition Coil: Testing and Inspection
Note: This vehicle could have two different types of ignition coils. Be sure to identify which type you are working on before testing.
Early type is a conventional style coil.
Ignition Coil Primary Circuit
1. Be sure ignition is "OFF".
2. Remove coil wire from coil.
Primary Circuit
3. Connect ohmmeter as shown. Reading should be approximately:
1.0 - 1.2 ohms
Ignition Coil Secondary Circuit
Secondary Circuit
7,300 - 11,000 ohms
Late type is a molded coil.
Ignition Coil Circuit Testing.
1. Be sure ignition is "OFF".
2. Remove coil wire from coil.
Primary Circuit
.8 - 1.0 ohms
Secondary Circuit

8,000 - 12,000 ohms
Detonation Sensor: Description and Operation
Fig. 44 Detonation control system.
This system, Fig. 44, incorporates a detonation sensor to monitor detonation in each combustion chamber and send a corresponding signal to the
control unit. The detonation control unit, located under the driver's seat, varies ignition timing to minimize detonation.
Detonation Sensor: Testing and Inspection
Fig. 45 Detonation control unit test
1. Run engine at idle until normal operating temperature is reached.
2. Disconnect detonation sensor electrical connector with engine idling.
3. Slowly increase engine speed and check ignition timing with a suitable timing light.
4. If timing retards 10 when engine speed increases more than 2000 RPM, replace detonation sensor.
5. If timing does not retard, measure voltage between detonation control unit terminal No. 4, Fig. 45, and ground with engine running above
2000 RPM. If voltage measures .4-.7 volts, proceed to step 6. If voltage does not measure .4-.7 volts, check distributor and wiring harness
and repair as necessary.
6. Measure voltage between detonation control unit terminal No. 3 and ground with engine running above 2000 RPM. If voltage does not
measure 3.7-3.8 volts, replace detonation control unit.
Ignition Switch: Service and Repair
Fig. 2 Ignition switch replacement
1. Remove the four upper and lower shell cover retaining screws, then the shell covers.
2. Disconnect electrical connectors from switch.
3. Remove switch retaining screw from steering lock, Fig. 2.
4. Remove switch.
5. Reverse procedure to install.
Fuel Delivery and Air Induction: Testing and Inspection
NOTE: This test assumes that the vehicle does not start or has an intermittant stalling problem that is fuel related.
Fuel Pump Control Circuit And Operation
Fuel Pump Control Unit
To test the fuel pump, control relay and associated circuit, proceed as follows:
Relay Location
1. With the key in the START position, tap on the fuel pump control unit (located to the right of the glove box) and listen for the sound of the
fuel operating.
a. If the fuel pump operates, check the connection at the control unit. If the connections are OK, replace the fuel pump control unit.
b. If the fuel pump does not operate, continue with the remainder of the test.
Fuse Locations
Fuel Pump Control Unit
2. Check the following fuses: 4, 5 and 6. All of these fuses supply power to the fuel pump control unit.
a. Replace any shorted fuses and recheck fuel pump operation. If the fuses do not have power supplied to them when the key is in the ON
position, check the ignition switch and the fuse links at the battery.
3. Turn the key to the ON position.
4. Using a volt meter, back probe the BLUE wire at the control unit.
a. If battery voltage does exist, proceed to next step.
b. If battery voltage does not exist, check for an open in the BLUE wire between the control unit and fuse 6.
5. Using a volt meter, back probe the WHITE wire at the control unit.
a. If battery voltage does exist, proceed to next step.
b. If battery voltage does not exist, check for an open in the WHITE wire between the control unit and fuse 5.
6. Using an ohm meter, back probe the YELLOW/GREEN wire at the control unit.
7. Turn the key to the START position for approximately 20 seconds and check for continuity between the wire and ground.
a. If continuity exists, proceed to next step.
b. If continuity does not exist, check the oil pressure switch (it should close, providing the ground signal once oil pressure builds) also check
for continuity between the the oil pressure switch harness terminal and the WHITE wire at the control unit.
8. Turn the key to the OFF position.
Alternator Terminals
9. Disconnect the "T" shaped connector on the alternator.
10. Using an ohmmeter, check for continuity between the "L" terminal (leg of the "T") harness connector at the alternator and the WHITE/BLUE
wire at the control unit.
b. If continuity does not exist, repair the open WHITE/BLUE wire.
11. Reconnect the alternator "T" connector.
Fuel Pump Location
12. Disconnect the fuel pump control unit and the the fuel pump connectors (located on the R.H. frame rail).
13. Using an ohm meter, check for continuity between the BLACK wire at the control unit connector and ground.
b. If continuity does not exist, repair the open BLACK wire.
14. Using an ohm meter, check for continuity between the BLACK wire at the fuel pump connector and ground.
b. If continuity does not exist, repair the open BLACK wire.
15. Using an ohm meter, check for continuity between the WHITE/BLACK wire at the control unit connector and the RED wire at the fuel
pump.
b. If continuity does not exist, repair the open wire between the fuel pump and the control unit (the wire routes through connectors 132M/1C
under the carpet below the passengers seat).
Fuel Pump Test
16. Using a 12vdc power supply, apply voltage to the fuel pump as shown. Replace the fuel pump if it does not operate.
Altitude Compensator: Description and Operation
Air density becomes thinner at higher altitudes. Therefore, the carburetor produces too rich an air/fuel mixture at higher altitudes. The altitude
compensator automatically corrects air/fuel ratio to an optimum mixture.
When vehicle is operated in a high altitude environment, the bellows in the compensator extends, causing the lever attached to the bellows to
push up the needle. When the needle is pushed up the air passage becomes wider, allowing larger amounts of air to flow from the altitude
compensator to the carburetor, thereby thinning the air/fuel mixture.
Carburetor: Description and Operation
Open-Loop Control
The air/fuel ratio solenoid is controlled by open loop control under the following conditions for improved driveability:
a. When battery voltage is less than or equal to 10 volts.
b. When engine speed is less than 400 RPM.
c. When coolant temperature is less than 122'F on vehicles with manual transmission or less than 140'F on vehicles with automatic
transmission.
d. When output voltage is less than 200-300 millivolts.
e. During deceleration when fuel shut-off system is in operation.
f. When engine speed is greater than or equal to 3600 RPM on MPG models or greater than or equal to 3425 RPM on other models (engine
revolution switch off).
On 1984-85 Federal Pulsar and Sentra models, the solenoid is controlled by open loop control under the following conditions:
a. When engine speed is less than 400 RPM and the starter switch is ON.
b. When coolant temperature is less than 185'F and intake air temperature is less than 59'F.
c. When coolant temperature is less than 140'F and intake air temperature is greater than or equal to 59'F.
d. When hot restarting with exhaust gas sensor output voltage less than 200-300 millivolts and coolant temperature greater than or equal to
140'F.
e. During deceleration, when fuel shut-off system is in operation.
f. When engine speed is greater than or equal to 4150 RPM.
g. On models with manual transmission, when intake manifold vacuum is less than 2.36 inches Hg at full throttle.
h. When coolant temperature is greater than or equal to 221~F and intake air temperature is greater than or equal to 149'F.
During open loop control, air/fuel ratio is determined by the E.C.C. control unit.
Carburetor: Description and Operation
Closed-Loop Control
This system controls air/fuel ratio precisely to the stoichiometric point so that the three way catalyst can minimize all exhaust emissions
simultaneously. The system uses the exhaust gas sensor, located in the exhaust manifold, to give an indication of whether air/fuel mixture is leaner
or richer than stoichiometric point. The sensor transmits a nonlinear voltage to the E.C.C. control unit. The control unit adjusts the feedback pulse
width according to sensor voltage so that mixture ratio will be within the narrow window of the three-way catalyst. This system becomes open
during engine warm-up until the sensor reaches operating temperature.
Carburetor: Adjustments
Choke Unloader, Adjust
1. Close choke valve completely.
2. Hold choke valve by stretching a rubber band between choke piston lever and stationary part of carburetor.
3. Pull throttle lever until fully open.
4. Adjust clearance between choke valve and carburetor body to specifications by bending unloader tang.
Concealment Plug Removal
Fig. 16 Concealment plug removal
1. Remove carburetor from vehicle.
2. Drill a hole in plug, then pry plug out of bore, Fig. 16.
3. Blow shavings out of bore with compressed air.
Electronic Controlled Carburetor (ECC)
NOTE: Prior to testing ensure timing is within mfg. specifications. Disconnect air-fuel ratio solenoid harness connector (single wire connector on
the E.C.C. harness near the air cleaner) and disable the air injection system, if equipped. Remember to reconnect all items after testing is complete
and recheck idle speed.
Pickup all, less than 4%.
6. Run engine at idle speed and turn mixture adjusting screw to adjust CO percentage to the following specifications: 1983-86 Pickup, .3-2%.
Fast Idle Speed (Off-Vehicle), Adjust
1. Place fast idle screw on second step of fast idle cam.
2. Turn fast idle adjusting screw until dimension `À,'' Fig. 15, is according to specifications.
Float & Fuel Level, Adjust
Fig. 10 Float level adjustment.
Fig. 11 Fuel level adjustment.
1. With engine idling, visually check fuel level through sight window of float chamber. Fuel level is correct if it is at indicator point. If fuel
level is not correct proceed to the next step.
2. Invert float chamber to allow float to come into contact with needle valve, and measure clearance ``H,'' Fig. 10. Clearance should be as listed
in the specifications chart. The top float position can be adjusted by bending float seat.
3. Adjust bottom float position so that clearance ``h'' between float seat and needle valve stem, Fig. 10, is as listed in the specifications chart
when float is fully raised. Bend float stopper as required.
4. After adjustments in steps 1 and 2 have been made, make sure that when fuel is delivered to the float chamber, the fuel level is maintained at
.91 inch, Fig. 11.
Idle Mixture Ratio, Adjust
Prior to adjusting idle mixture ratio, check and, if necessary, adjust ignition timing and curb idle speed as previously described. Do not attach any
hoses disconnected during idle speed adjustment.
Pickup all, less than 4%; 1985-86 Pulsar and Sentra and 1987 Sentra except Calif., 1-5%; 1987 Sentra Calif., 3-7%.
6. Run engine at idle speed and turn mixture adjusting screw to adjust CO percentage to the following specifications: 1985-86 Pulsar and Sentra
and 1987 Sentra except Calif., 2-4%; 1985-86 Pickup, .3-2%; 1987 Sentra Calif., 4-6%.
Primary & Secondary Throttle Valve Interlock Opening, Adjust
Fig. 14 Interlock opening adjustment.
When primary throttle valve is opened 50 the adjust plate integrated with throttle valve is in contact with return plate at `À,'' Fig. 14.
When throttle valve is opened further, locking arm is detached from secondary throttle arm, permitting secondary system to start operation.
Linkage between primary and secondary throttles will function properly if distance between throttle valve and inner wall of throttle chamber is as
listed in the specifications chart.
Adjustment is made by bending connecting link.
Vacuum Break, Adjust
Fig. 12 Vacuum break adjustment, below 41F ambient temperature.
Fig. 13 Vacuum break adjustment, above 68F ambient temperature.
1. Disconnect vacuum hose and apply vacuum to breaker to full stroke position.
2. With ambient temperature below 41F, measure clearance R1, Fig. 12, with choke valve closed and adjust to specifications by bending
tongue.
3. With ambient temperature above 68F, measure clearance R2, Fig. 13, with connecting rod pushed and adjust to specifications.
Carburetor: Service and Repair
Disassembly
Fig. 2 DFP-342/384 carburetor exploded view.
1. Disconnect accelerator pump and choke connecting rods, returns springs and vacuum break hose, then remove springs and hose, Fig. 2.
2. Remove air vent cover and screws securing choke chamber to main body.
3. Remove choke chamber and gasket, taking care not to damage air/fuel solenoid harness.
4. Remove accelerator pump levers, springs and washers from choke chamber, noting installation position for assembly. Further disassembly
of choke chamber is not required unless choke components must be repaired or replaced.
5. Disconnect actuating link, then remove secondary throttle diaphragm capsule, bracket and throttle switches as an assembly.
6. Remove fast idle cam, secondary throttle lock-out levers and springs, noting installation position for assembly.
7. Remove screws securing throttle chamber to body, then the throttle chamber and gasket.
8. Remove accelerator pump and choke links from throttle levers, noting position for assembly.
9. Remove concealment plug, turn idle mixture screw clockwise until lightly seated recording number of turns necessary, then remove mixture
adjusting screw and spring. Further disassembly of throttle chamber is not required unless component replacement is necessary.
10. Remove anti-dieseling solenoid and BCDD assembly from carburetor body.
11. Remove screws securing accelerator pump piston retainer, piston assembly and spring.
12. Remove fuel inlet bolt, filter screen, and the needle valve and seat assembly.
13. Remove screws securing float bowl cover retainer, retainer and cover, and the float.
14. Remove air/fuel mixture solenoid assembly.
15. Remove main jet well plug retainer and the plugs.
16. Record calibration valve and installation position, then remove metering jets and air bleeds, taking care not to damage or distort calibrated
orifices and keeping components in order for assembly.
17. Remove accelerator pump discharge ball plug, spring, weight and discharge check ball.
Cleaning & Inspection
1. Clean components with suitable solvent and blow dry with compressed air noting the following:
a. Do not immerse accelerator pump, vacuum diaphragms, composition float, electrical components (including mixture solenoid) or plastic
bushings in solvent as they will be damaged.
b. Do not pass drills or wires through calibrated orifices as they will be damaged.
c. Ensure that solvent and all foreign material is removed from carburetor passages and that sealing surfaces are free from old gasket
material.
2. Inspect components and replace any that are damaged, distorted or excessively worn.
3. Check choke and throttle shafts for looseness and free operation, and repair or replace as needed.
4. Inspect idle mixture needle and replace if damaged or grooved.
5. Inspect float and replace if damaged or saturated with fuel.
6. Inspect accelerator pump and vacuum diaphragms and replace if damaged or hardened.
Assembly
Fig. 2 DFP-342/384 carburetor exploded view.
Reverse disassembly procedure to complete assembly, ensuring that calibrated components are installed in proper position, Fig. 2. Use new
gaskets, seals and sealing washers, and perform adjustments, as outlined, during assembly. Prior to installation ensure that all linkages, levers and
return springs are properly installed and adjusted. Install idle mixture screw in position recorded during disassembly, adjust mixture as outlined in
appropriate tune up section, then install new concealment plug.
Carburetor Float: Adjustments
Fig. 10 Float level adjustment.
Fig. 11 Fuel level adjustment.
1. With engine idling, visually check fuel level through sight window of float chamber. Fuel level is correct if it is at indicator point. If fuel
level is not correct proceed to the next step.
2. Invert float chamber to allow float to come into contact with needle valve, and measure clearance ``H,'' Fig. 10. Clearance should be as listed
in the specifications chart. The top float position can be adjusted by bending float seat.
3. Adjust bottom float position so that clearance ``h'' between float seat and needle valve stem, Fig. 10, is as listed in the specifications chart
when float is fully raised. Bend float stopper as required.
4. After adjustments in steps 1 and 2 have been made, make sure that when fuel is delivered to the float chamber, the fuel level is maintained at
.91 inch, Fig. 11.
Choke Plate: Adjustments
1. Close choke valve completely.
2. Hold choke valve by stretching a rubber band between choke piston lever and stationary part of carburetor.
3. Pull throttle lever until fully open.
4. Adjust clearance between choke valve and carburetor body to specifications by bending unloader tang.
Choke Pull-off: Adjustments
Fig. 12 Vacuum break adjustment, below 41F ambient temperature.
Fig. 13 Vacuum break adjustment, above 68F ambient temperature.
1. Disconnect vacuum hose and apply vacuum to breaker to full stroke position.
2. With ambient temperature below 41F, measure clearance R1, Fig. 12, with choke valve closed and adjust to specifications by bending
tongue.
3. With ambient temperature above 68F, measure clearance R2, Fig. 13, with connecting rod pushed and adjust to specifications.
Throttle Plate - Carb.: Adjustments
Fig. 14 Interlock opening adjustment.
When primary throttle valve is opened 50 the adjust plate integrated with throttle valve is in contact with return plate at `À,'' Fig. 14.
When throttle valve is opened further, locking arm is detached from secondary throttle arm, permitting secondary system to start operation.
Linkage between primary and secondary throttles will function properly if distance between throttle valve and inner wall of throttle chamber is as
listed in the specifications chart.
Adjustment is made by bending connecting link.
Fuel Shut-off Solenoid: Testing and Inspection
Fig. 24 Anti-dieseling solenoid circuit test
Perform anti-dieseling solenoid circuit test as illustrated in Fig. 24.
Fuel Tank: Description and Operation
Fig. 37 Evaporative emission system. (Typical)
Refer to Fig. 37 for a typical evaporative emission system. Complete system schematics are located in ``Vacuum Hose Routings.''
This system reduces hydrocarbon emissions from the fuel system by the use of activated charcoal in the carbon canister. With engine off, fuel
vapor from the fuel tank is led into the carbon canister for storage.
The canister retains the vapor until it is purged by air drawn through the purge line to the intake manifold when the engine is running. With
engine at idle, the purge control valve is closed but a small amount of air flows into the intake manifold through the constant purge orifice. As the
engine speed increases and the ported vacuum rises, the purge control valve opens and the vapor is drawn into the intake manifold through the fixed
orifice and the constant purge orifice. On high altitude except Calif. models, the vapor in the carburetor float chamber is led into the canister
through the outer vent line because the vent switching valve is normally open.
Auxiliary Air Control (AAC) Valve: Adjustments
1. Place fast idle screw on second step of fast idle cam.
2. Turn fast idle adjusting screw until dimension `À,'' Fig. 15, is according to specifications.
Throttle Position Switch: Description and Operation
Full Throttle Vacuum Switch, Carbureted
Fig. 5 Full throttle vacuum switch
The full throttle vacuum switch, Fig. 5, senses low intake manifold vacuum and transmits a corresponding electric signal to the ECC control unit.
The vacuum switch turns on when intake manifold decreases around full throttle or under heavy load.
Throttle Position Switch: Testing and Inspection
Fig. 12 Throttle valve switch test
Fig. 13 Throttle valve switch check
Fig. 14 Throttle valve switch adjustment
Perform throttle valve switch test as illustrated in Fig. 12.
Prior to testing, ensure choke valve is fully open. If resistances are not as specified, check and adjust throttle valve switch as follows:
1. Disconnect throttle valve switch electrical connector from carburetor.
2. Connect jumper wires between air/fuel ratio and anti-diesel solenoid terminals, Fig. 13.
3. Ensure continuity does not exist between throttle valve switch electrical connector and ground, Fig. 13.
4. Run engine at approximately 2000 RPM and ensure continuity exists between throttle valve switch electrical connector and ground.
5. Gradually decrease engine speed to 1300-1400 RPM on 1985 models, or 1150-1450 RPM on 1986 models and ensure circuit continuity
breaks.
6. If circuit continuity is not broken at specified engine speed, adjust throttle valve switch as follows:
a. Manually open the throttle to hold engine speed at approximately 1350 RPM on 1985 models, or 1250-1350 RPM on 1986 models. Do
not use idle speed screw.
b. Slowly turn adjusting screw, Fig. 14, in either direction until ohmmeter indicates an open circuit.
c. Recheck adjustment, then adjust idle speed if necessary.
Emission Control Systems: Description and Operation
General System Description
Mixture ratio and intake manifold boost vary in vehicles operated at high altitudes because of the thinner air, causing increases in exhaust
emissions. In order to decrease emissions, certain devices have to be added or altered. An altitude compensator must be added to control mixture
ratio and, on some models, a canister must be added to reduce vapor in carburetor float chamber.
Emission Control Systems: Description and Operation
Air/Fuel Ratio Control System
Open-Loop Control
transmission.
140'F.
Closed-Loop Control
Emission Control Systems: Testing and Inspection
Air/Fuel Ratio Control System
General Information
This system is tested during the complete diagnostic test of electronically controlled carburetor engine.
Engine Revolution Switch & Relay
1. Start engine and run until it reaches operating temperature.
2. Turn off engine and disconnect E.C.C. 20-pin connector.
3. Start engine and check continuity between terminals No. 7 and No. 12 of E.C.C. 20-pin connector. There should be no continuity below and
continuity above approximately 3600 RPM.
4. If not within specification, repair or replace as necessary.
Fuel Shut Off System Testing
Description
Fig. 34 Fuel shut-off system (Typical)
Refer to Fig. 34 for a typical fuel shut-off system. Complete system schematics are located in ``Vacuum Hose Routings.''
This system shuts off fuel supply during deceleration to reduce fuel consumption and help prevent a temperature rise in the catalytic converter
during long periods of deceleration.
When manifold vacuum increases above a predetermined value during deceleration, the vacuum switch sends a signal to the anti-dieseling
solenoid valve which shuts off fuel supply. When manifold vacuum drops below the predetermined value, this system is deactivated. This system is
also controlled by the clutch switch, neutral switch, and inhibitor switch so that fuel is not cut off during certain conditions even if manifold
vacuum is high enough to operate system.
Testing
1. Visually inspect fuel shut-off system and replace any broken or damaged switches.
2. With engine running at 2500-3000 RPM, test each switch for proper operation.
High Altitude Emission Control System
Description
Mixture ratio and intake manifold boost vary in vehicles operated at high altitudes because of the thinner air, causing increases in exhaust
emissions. In order to decrease emissions, certain devices have to be added or altered. An altitude compensator must be added to control mixture
ratio and, on some models, a canister must be added to reduce vapor in carburetor float chamber.
Installation & Modification
Fig. 39 Installing altitude switch.
Fig. 40 Identifying altitude solenoid valve connector.
Fig. 41 Installing altitude relay.
Fig. 42 Removing rubber caps from carburetor altitude compensation lines
1985-86 PICKUP w/CARBURETED ENGINE
1. Install altitude switch on righthand side of dash, Fig. 39, and connect electrical connector.
2. Identify altitude solenoid valve electrical connector, Fig. 40, then install altitude solenoid valve and secure connector. Use sub-harness on
type B connector only.
3. Install altitude relay, Fig. 41.
4. Remove rubber caps from altitude compensation lines on carburetor, Fig. 42, and connect lines to altitude solenoid.
5. Start engine and check air and vacuum lines for leaks.
6. If there are no leaks, start engine and run until normal operating temperature is reached, then check idle speed and adjust as necessary.
Emission Control Systems: Service and Repair
Fig. 39 Installing altitude switch.
Fig. 40 Identifying altitude solenoid valve connector.
Fig. 41 Installing altitude relay.
Fig. 42 Removing rubber caps from carburetor altitude compensation lines
1985-86 PICKUP w/CARBURETED ENGINE
1. Install altitude switch on righthand side of dash, Fig. 39, and connect electrical connector.
2. Identify altitude solenoid valve electrical connector, Fig. 40, then install altitude solenoid valve and secure connector. Use sub-harness on
type B connector only.
3. Install altitude relay, Fig. 41.
4. Remove rubber caps from altitude compensation lines on carburetor, Fig. 42, and connect lines to altitude solenoid.
5. Start engine and check air and vacuum lines for leaks.
6. If there are no leaks, start engine and run until normal operating temperature is reached, then check idle speed and adjust as necessary.
Thermal Vacuum Valve: Testing and Inspection
Fig. 54 Thermal vacuum valve test
1. Drain a portion of engine coolant, then remove thermal vacuum valve from engine.
2. Inhale air from air cleaner side port, Fig. 54. Ensure valve opens at temperatures between 59F and 140F and is closed at all other
temperatures. Do not allow water to get inside valve.
Deceleration Valve: Description and Operation
Fig. 33 Boost controlled deceleration device.
Fig. 86 Boost controlled deceleration device.
This system, Fig. 33 & 86, acts to reduce oil consumption when intake manifold vacuum increases to an extremely high level during
deceleration. This system consists of a boost control unit, made up of a boost control valve and diaphragm, which acts as a manifold vacuum
sensor, and a bypass air control unit, made up of a bypass air control valve and diaphragm, which acts as an actuator.
The boost control unit senses the manifold vacuum. When the level of the manifold vacuum exceeds a predetermined value, the boost control
valve opens and transmits manifold vacuum to the air bypass control unit. The manifold vacuum then pulls diaphragm II and opens the bypass air
control valve, causing air to be bypassed to the intake manifold. Upon completion of air bypass, manifold vacuum is lowered. This results in the
closing of the boost control valve and then the closing of the air control valve. This system operates in a tightly controlled circuit to keep manifold
vacuum very close to predetermined value during deceleration.
Deceleration Valve: Testing and Inspection
Boost Controlled Deceleration Device
Vacuum Control Valve
VACUUM CONTROL VALVE
1. Disconnect air regulator side of air hose connecting 3-way connector to vacuum control valve.
2. Check that vacuum control valve operates when engine speed is decreased from 3500-4000 RPM to idle, by placing fingers on end of hose.
3. If there is no vacuum at end of hose, replace vacuum control valve.
BCDD Operation
1. Place gear shift lever in neutral position and connect rubber hose between vacuum gauge and intake manifold.
2. With engine at operating temperature, adjust idle to specification.
3. With engine under no load, increase engine speed to 1500-2000 RPM, then quickly close throttle valve.
4. Manifold vacuum pressure should abruptly rise to 23.62 inches Hg or above, then gradually decrease to a certain level and stay there for a
while. This is the operating pressure. In most cases it will drop to idle pressure.
5. Check that bypass air control valve pressure is within specified range which should be (at sea level) 22.83-24.41 inches Hg.
6. If it is lower than specified level, turn adjusting screw counterclockwise until correct adjustment is made. If it is higher turn adjusting screw
clockwise.
7. Race the engine and check for adjustment.
8. If engine speed cannot be reduced to idle when checking BCDD operating pressure, turn adjusting screw counterclockwise until BCDD
operating pressure is on high vacuum side, .98 inch Hg from specified pressure, then turn adjusting screw 1/4 turn clockwise so that BCDD
operating pressure drops .98 inch Hg.
9. If BCDD operating pressure is still not accurately determined, turn adjusting screw counterclockwise so that BCDD operating pressure is on
high vacuum side, 1.97 inches Hg from specified pressure, then turn adjusting screw 1/2 turn clockwise.
10. Boost control unit operating pressure should be correctly set within specified range even if engine speed cannot be decreased to idle.
Deceleration Valve: Adjustments
BCDD ADJ USTMENT
1. Connect rubber hose between vacuum gauge and intake manifold, then run engine until it reaches operating temperature and set idle to
specification.
2. Run engine under no load. Increase engine speed from idle to 2000 RPM and quickly close throttle valve.
3. Manifold vacuum pressure should rise abruptly to 24.02 inches Hg or above and gradually decrease to a certain level and remain there
temporarily. This is the operating pressure. In most cases it will drop to idle pressure.
4. Check that bypass air control valve operating pressure is 22.82-24.22 inches Hg. If it is not within specified range, turn adjusting screw until
proper adjustment is attained.
5. Race engine and check for adjustment, readjusting as necessary.
6. If engine speed cannot be decreased to idle when checking operating pressure, turn adjusting screw counterclockwise so that operating
pressure is on high vacuum side, .98 inch Hg from specified value.
7. Turn adjusting screw 1/4 turn clockwise so that operating pressure drops .98 inch Hg.
8. If operating pressure still cannot be clearly determined, turn adjusting screw counterclockwise so that operating pressure is on high vacuum
side, 1.97 inches Hg from specified value.
9. Turn adjusting screw 1/2 turn clockwise.
10. If BCDD does not operate in steps 6 or 8, replace BCDD unit.
Early Fuel Evaporation ( EFE ): Description and Operation
Fig. 43 Mixture heating system. (Typical)
This system incorporates a positive temperature coefficient heater, installed between the carburetor and intake manifold, to reduce emissions and
improve driveability during engine warm up. When the engine is started, this heater is electrically energized and heats the air/fuel mixture that
passes through it. When the engine is warm the water temperature switch cuts off current to the heater.
Positive Temperature Coefficient (PTC) Heater: Testing and Inspection
Fig. 29 Mixture heater circuit test
Perform mixture heater circuit test as illustrated in Fig. 29. If voltage is not as specified, check harness, automatic choke relay and mixture heater
relay and repair or replace as necessary.
Emissions Maintenance Light: Service and Repair
California
Fig. 8c Maintenance Reminder Light Reset
After the vehicle has been operated for 30,000 miles the oxygen sensor warning light located on the instrument panel will come on, indicating that
the oxygen sensor should be checked.
After verifying oxygen sensor operation, reset the warning light by resetting the hold relay at 30 and 60 thousand miles and disconnecting the wire
above the hood release at 90,000 miles, Fig. 8c.
Emissions Maintenance Light: Service and Repair
Federal
Fig. 8b Oxygen Sensor Warning Light Harness
After the vehicle has been operated for 50,000 miles on 1985-86 Federal Pickup, the oxygen sensor warning light located on the instrument panel
will come on, indicating that the oxygen sensor should be checked.
After verifying oxygen sensor operation, reset the warning light by disconnecting the appropriate wire located above the hood release, Fig. 8b.
Canister Purge Control Valve: Description and Operation
Canister Purge Control Valve: Testing and Inspection
1. Check for fuel vapor leakage in the distributor vacuum line at diaphragm of carbon canister purge control valve.
a. Disconnect rubber hose in line between ``T'' connector and carbon canister ``T'' connector.
b. Inhale air into opening of rubber hose running to vacuum hole in carbon canister and ensure that there is no leak.
2. If there is a leak, remove top cover of purge control valve and check for dislocated or cracked diaphragm. If necessary, replace diaphragm
assembly which consists of a retainer, diaphragm, and spring.
Evaporative Emission Control Canister: Description and Operation
Thermal Vacuum Valve - EVAP: Testing and Inspection
Fig. 21 Thermal vacuum valve operating specifications
Fig. 62 Thermal vacuum valve operating specifications.
1. Drain coolant from engine, then remove valve.
2. Apply vacuum to valve and make sure valve opens or closes in response to engine coolant temperature as specified, Fig. 21 & 62. Do not
allow water to get inside thermal vacuum valve.
Exhaust Gas Recirculation: Description and Operation
Fig. 5 Gasoline engine exhaust gas recirculation system (typical)
GASOLINE ENGINES
In the exhaust gas recirculation system, Fig. 5, (complete system schematics are located in ``Vacuum Hose Routings'') a part of the exhaust gas is
returned to the combustion chamber to lower spark flame temperature during combustion. This results in a reduction of the nitrogen oxide content
in the exhaust gas.
Components used in this system vary according to year and model. The main component is the EGR control valve which controls the quantity of
exhaust gas allowed to enter the combustion chamber.
Exhaust Gas Recirculation: Testing and Inspection
EGR System Control Test
1. With engine off, inspect EGR control valve for binding or sticking by moving valve diaphragm. Clean, correct, or replace as necessary.
2. With engine running at operating temperature, check EGR control valve operation when engine speed is raised from idling to 2000-3000
RPM.
3. If valve is malfunctioning, make a thorough visual check of vacuum hoses for EGR control system and replace or correct as necessary.
4. Apply vacuum to EGR control valve and check that it moves to full-up position. Plug hose with applied vacuum. Valve should remain open
for at least 30 seconds. If not, replace valve.
5. Disconnect an EGR solenoid valve connector and remove vacuum hose between VCM and EGR control valve.
6. Using vacuum gauge, check vacuum with battery voltage applied to connector. Switch should come on at .39-.79 inch Hg and should shut off
at about 4.72 inches Hg. If valve does not operate to specifications, replace VCM.
7. Check system wiring.
8. Disconnect 20-pin connector and measure resistance between terminal 4 and ground. If resistance is 38-42 ohms, replace control unit.
9. If resistance is not 38-42 ohms, disconnect connector of VCM solenoid valve for EGR control and check resistance between each terminal of
connector.
10. If resistance is now 38-42 ohms, check harness and repair or replace as necessary.
11. If resistance is not 38-42 ohms, replace VCM.
Exhaust Gas Recirculation: Testing and Inspection
Exhaust Gas Recirculation System (EGR)
Fig. 121 Exhaust Gas Recirculation (EGR) Operation, Exc. Cab & Chassis Model
Fig. 120 Exhaust Gas Recirculation (EGR) Operation, MPG Model and Cab & Chassis Only
EGR Backpressure Transducer: Description and Operation
Fig. 14 Back pressure transducer valve.
Fig. 15 Back pressure transducer valve.
This valve, Figs. 14 and 15, monitors exhaust pressures to activate the diaphragm. The valve controls vacuum applied to the EGR control valve.
This allows the operation of the EGR control valve to be controlled by engine operating conditions.
EGR Control Solenoid: Description and Operation
Fig. 52 Vacumm switching valve.
This valve is activated by current from the vacuum switch for the purpose of supplying vacuum to the EGR control valve from the vacuum
reserve tank.
EGR Control Solenoid: Testing and Inspection
Vacuum Switching Valve
Fig. 22 Vacuum switching valve air flow
1. Remove both hoses and harness, solenoid attaching screws and remove valve.
2. Operate solenoid valve with battery voltage to determine if air flows through valve properly, Fig. 22.
EGR Control Solenoid: Testing and Inspection
Vacuum Cut or Control Solenoid Valve
1. Disconnect electrical connector from valve and ensure resistance across valve terminals measures approximately 30-40 ohms.
2. Disconnect vacuum hoses from valve.
3. Check valve port openings. With battery voltage applied to the valve, air should flow freely between two upper ports. Without battery
voltage applied, air should flow freely between center and lower ports.
EGR Valve: Description and Operation
Fig. 6 EGR control valve.
This valve, Figs. 6 through 9, 32 and 33, controls the quantity of exhaust gas recirculated to the intake manifold. It is operated by vacuum
created by the opening of the carburetor throttle valve except on vehicles with diesel engines.
On Pickups equipped with diesel engines, the vacuum is created in response to a sub-venturi vacuum signal that is amplified by a vacuum
amplifier.
On Maximas and Sentras equipped with diesel engines, the vacuum is applied in response to the operation of the solenoid valve.
EGR control valve construction and type vary according to year, model, transmission type and vehicle destination. For identification purposes,
the part number is stamped on the top of the valve.
Exhaust Pressure Regulator Vacuum Valve: Description and Operation
Vacuum Control Modulator
Fig. 49 Vacuum control modulator.
The vacuum control modulator is composed of a pressure regulator and solenoid valve. Intake manifold vacuum is used as the vacuum source for
the pressure regulator. The passage leading to the atmosphere is controlled by solenoid valves. The vacuum control modulator provides vacuum to
the EGR valve and AAC valve following the electrical signal from the control unit.
Exhaust Pressure Regulator Vacuum Valve: Description and Operation
Vacuum Control Valve
Fig. 17 Vacuum control valve. (Typical)
During rapid acceleration, the vacuum control valve, Fig. 17, monitors vacuum in the reservoir and engine vacuum. The control valve serves to
activate a second EGR control valve when there is a sudden drop in the vacuum signal.
Thermal Vacuum Valve (TVV): Description and Operation
Fig. 12 Thermal vacuum valve. 1985-86 200SX exc. turbocharged & Pickup w/carbureted engine
Fig. 40 Thermal vacuum valve.
These valves, Figs. 12,& 40. are attached to the thermostat housing and monitor the temperature of the engine coolant. The valve shaft is
propelled by the thermal expansion force of wax which depends on temperature. This action closes or opens the valve, causing the EGR control
vacuum line to be closed or exposed to the atmosphere. When the valve opens, air from the carburetor vacuum signal line is introduced and,
because the venturi vacuum transducer valve and EGR valve diaphragm are exposed to the atmosphere, the EGR operation will not function.
Thermal Vacuum Valve (TVV): Testing and Inspection
Fig. 21 Thermal vacuum valve operating specifications
Fig. 62 Thermal vacuum valve operating specifications.
1. Drain coolant from engine, then remove valve.
2. Apply vacuum to valve and make sure valve opens or closes in response to engine coolant temperature as specified, Fig. 21 & 62. Do not
allow water to get inside thermal vacuum valve.
Vacuum Amplifier: Description and Operation
Fig. 55 Vacumm amplifier.
The vacuum amplifier which receives a weak vacuum signal produced in sub-venturi, activates the venturi diaphragm. This controls the output
vacuum admitted to the EGR control valve.
Vacuum Check Valve: Description and Operation
Fig. 54 Check valve.
The check valve is located on the VVT valve bracket in the venturi ported vacuum line. This valve prevents the vacuum acting on the VVT valve
from increasing excessively and activates the EGR system properly.
Vacuum Control Flap Switchover Valve: Description and Operation
Fig. 53 Vacuum switch.
When intake manifold vacuum increases during deceleration, this switch is activated, interrupting the electrical signal which is sent to the
vacuum switching valve.
Vacuum Delay Valve: Description and Operation
Fig. 16 Vacuum delay valve (typical)
This valve, Fig. 16, prevents a rapid vacuum drop of the EGR control line. The valve is designed for one-way operation and consists of a
one-way umbrella valve and a sintered steel fluidic restricter.
Positive Crankcase Ventilation: Description and Operation
Fig. 2 Positive crankcase ventilation system (typical)
NON-TURBOCHARGED GASOLINE ENGINES
This system returns blow-by gas to both the intake manifold and carburetor air cleaner, Fig. 2 (complete system schematics are located in
``Vacuum Hose Routings'').
The positive crankcase ventilation (PCV) valve is provided to conduct crankcase blow-by gas to the intake manifold.
During partial throttle operation of the engine, the intake manifold sucks the blow-by gas through the PCV valve.
Normally, the capacity of the valve is sufficient to handle any blow-by and a small amount of ventilating air.
The ventilating air is then drawn from the dust side of the carburetor air cleaner, through the tube connecting carburetor air cleaner to rocker
cover, into the crankcase.
Under full-throttle condition, the manifold vacuum is insufficient to draw the blow-by flow through the valve, and its flow goes through the tube
connection in the reverse direction.
On engines with an excessively high blow-by some of the flow will go through the tube connection to carburetor air cleaner under all conditions.
TURBOCHARGED GASOLINE ENGINES
This system is used to prevent blow-by gasses from entering the atmosphere, by returning the blow-by gasses created in the crankcase into the
engine's intake system.
During engine operation when intake manifold is maintained, blow-by gasses flow into the intake manifold through the PCV valve located in the
blow-by lower hose. When the turbocharger is in operation and positive pressure is present in the intake manifold, blow-by gasses flow through the
blow-by upper hose, preventing an abnormal rise in crankcase pressure.
Positive Crankcase Ventilation: Testing and Inspection
Fig. 3 Testing PCV valve (typical)
With engine running at idle, remove the ventilator hose from PCV valve; if the valve is working, a hissing noise will be heard as air passes
through the valve and a strong vacuum should be felt immediately when a finger is placed over valve inlet, Fig. 3.
Thermostatic Air Cleaner: Description and Operation
The air cleaner removes dust and dirt from the air before it enters the carburetor and muffles the noise created by air intake into the engine. When
underhood air temperature is low, the automatic temperature control system maintains suction air at a specified temperature to enable lean
carburetion calibration, thereby reducing the emission of hydrocarbons. This system also enhances warm-up characteristics of the engine and helps
to eliminate carburetor icing.
This system consists of a fresh air duct, hot air duct, air inlet pipe, vacuum motor, air control valve, temperature sensor, blow-by gas filter, and
air filter. An idle compensator is incorporated into the air cleaner housing and operates independently to provide smooth engine operation during
idle. There are also various vacuum hoses routed to the housing which connect to independent emission control systems.
This system is controlled by the inlet air temperature and the load condition of the engine. The inlet air temperature is detected by the sensor and
the vacuum motor is activated by intake vacuum.
When underhood air temperature is low the sensor air bleed valve remains closed, establishing vacuum passage between the intake manifold and
vacuum motor. At this time, intake manifold vacuum activates the air control valve to introduce hot air into the air cleaner through the hot air duct
on the exhaust manifold. When vacuum is minimal or when the engine is operating under a heavy load, the air control valve opens fully regardless
of the air temperature around the sensor to introduce the cooler air for increased engine power.
When underhood air temperature is high, the sensor air bleed valve opens fully to shut off vacuum passage between the intake manifold and
vacuum motor. Due to the force of the vacuum motor spring, the air control valve closes the hot air pipe of the air cleaner and introduces the cooler
air.
When ambient temperature around the sensor causes it to partially open air bleed valve, air control valve operation is controlled by intake
manifold vacuum. When the air control valve is partially open, both hot and cold air are introduced into the air cleaner as a mixture.
Thermostatic Air Cleaner: Testing and Inspection
1. Check that vacuum hoses are securely connected and properly routed, then check them for cracks or distortion.
2. Allow engine to cool.
3. With engine off, disconnect fresh air duct and place a mirror at end of air cleaner inlet pipe to check if air control valve is open. If not check
air control valve linkage.
4. Disconnect vacuum motor inlet vacuum hose and apply vacuum to vacuum motor, confirming that valve moves.
5. With hot air inlet in open position, pinch off vacuum hose. Valve should remain open for at least 30 seconds. If not, replace vacuum motor.
6. Start engine and run at idle then immediately check that air control valve is closed.
7. If valve is not closed, disconnect vacuum motor hose and check for vacuum at end of hose.
8. If vacuum is weak or nonexistent check vacuum hoses for leakage. If vacuum hoses are good, replace sensor.
9. Check that air control valve gradually opens to cold air inlet side as engine warms up.
Computers and Control Systems: Description and Operation
Electronic Controlled Carburetor System (ECCS)
Air Fuel Ratio Control
The air/fuel ratio is controlled by either closed-loop or open-loop control, depending on coolant temperature, engine RPM, battery voltage,
exhaust gas sensor signal, manifold vacuum and various other parameters depending on application.
During open-loop control, the air/fuel ratio is determined by the ECC control unit. The open-loop control mode will be activated under the
following conditions:
1. When starting engine.
2. On all models, when engine is cold.
3. When exhaust gas sensor is not activated.
4. When operating engine under heavy load.
5. During deceleration.
6. When engine is running at idle.
Closed-loop control operation is designed to maintain the air/fuel ratio precisely to the stoichiometric point so that the three-way catalyst can
minimize all exhaust emissions simultaneously. The system used the exhaust gas sensor, located in the exhaust manifold, to give an indication of
whether air/fuel mixture is leaner or richer than the stoichiometric point. The sensor transmits a nonlinear voltage to the ECC control unit. The
control unit adjusts the feedback pulse width according to sensor voltage so that mixture ratio will be within the narrow window of the three-way
catalyst. This system becomes open during engine warm-up until the sensor reaches operating temperature.
Fuel Shutoff System, Carbureted
This system shuts off fuel supply during deceleration to reduce fuel consumption and help prevent a temperature rise in the catalytic converter
during long periods of deceleration.
When manifold vacuum increases above a predetermined value during deceleration, the vacuum switch sends a signal to the anti-dieseling
solenoid valve which shuts off fuel supply. When manifold vacuum drops below the predetermined value, the system is deactivated. The system is
also controlled by the clutch switch, neutral switch and inhibitor switch so that fuel is not cut off during certain conditions even if manifold vacuum
is high enough to operate system.
General System Description, Carbureted
Fig. 2 Electronic Controlled Carburetor (ECC) System.
The Electronic Controlled Carburetor (ECC) System provides optimum emission control, fuel economy and driveability under a wide range of
operating conditions. The system uses a microcomputer (ECC control unit) to control the air/fuel ratio control system, fuel shut-off system and
idle-up system. The mixture heating and spark plug switching control systems are also operated by the control unit.
Mixture Heating System, Carbureted
This system provides for rapid warm up of the air/fuel mixture by means of a heater which is electrically controlled by the water temperature
switch. The system improves cold engine starting ability.
Computers and Control Systems: Description and Operation
Engine Control Components Description
Fig. 38 Spark plug switching control system.
This system, Fig. 38, is designed to change the ignition system from 2-plug ignition to 1-plug ignition during heavy load driving conditions in
order to reduce engine noise. This system also functions to advance ignition timing by a specified value during 1-plug ignition.
This system is composed of an ignition control unit, which is installed in distributor and has a switching function which allows it to change from
2-plug ignition to 1-plug ignition, and a vacuum switch which senses the intake manifold vacuum. Neutral and clutch switches are also used as
auxiliary control devices.
Altitude Switch: Testing and Inspection
Fig. 26 Altitude switch circuit test
Perform altitude switch circuit test as illustrated in Fig. 26. Prior to testing, disconnect electrical connector from altitude switch, then connect
jumper wire between harness connector terminals, connect battery ground cable and turn ignition on.
Clutch Switch: Testing and Inspection
Fig. 11 Clutch switch test
Perform clutch switch test as illustrated in Fig. 11. Prior to testing, shift transaxle to any position except Neutral.
Electronic Carburetor Control (ECC) Unit: Description and Operation
Electronic Control Module
Fig. 44 Detonation control system.
This system, Fig. 44, incorporates a detonation sensor to monitor detonation in each combustion chamber and send a corresponding signal to the
control unit. The detonation control unit, located under the driver's seat, varies ignition timing to minimize detonation.
Electronic Carburetor Control (ECC) Unit: Description and Operation
Fig. 3 ECC control unit
The ECC control unit, Fig. 3, consists of a microprocessor with input, output and power supply connectors and an exhaust gas sensor monitor
lamp. The control unit controls the feedback pulse width and fuel shutoff operation.
Electronic Carburetor Control (ECC) Unit: Testing and Inspection
Fig. 21 Control unit ground circuit test
Perform control unit ground circuit test as illustrated in Fig. 21. if resistance is not as specified, check harness and repair as necessary.
Air-Fuel Mixture Solenoid: Testing and Inspection
Fig. 23 Air/fuel ratio control solenoid test
Perform air/fuel control solenoid test as illustrated in Fig. 23.
Air/Fuel Ratio Control Solenoid Valve: Description and Operation
Open-Loop Control
transmission.
140'F.
Air/Fuel Ratio Control Solenoid Valve: Description and Operation
Closed-Loop Control
Oxygen Sensor: Description and Operation
Fig. 4 Exhaust gas sensor
The exhaust gas sensor, Fig. 4, is located in the exhaust manifold and monitors density of oxygen in the exhaust gas stream. The closed end of
the sensor tube is exposed to exhaust gasses. The tubes outer surface contacts the exhaust gas and the inner surface contacts the air.
Oxygen Sensor: Description and Operation
Exhaust Gas Sensor
Fig. 31 Exhaust gas sensor
The exhaust gas sensor, Fig. 31, consists of a closed end tube of ceramic zirconia contained in an open ended holder. Porous platinum electrodes
cover the inner and outer surfaces of the tube. The closed end and outer surface of the tube contact the exhaust gasses, while the inner surface of the
tube contacts air. The electrical signal is generated corresponding to the difference between the oxygen pressure at the outer surface (exhaust gas)
and the oxygen pressure at the inner surface (air), which remains constant. The electrical signal is monitored by the fuel system, which adjusts
air/fuel ratios accordingly.
Oxygen Sensor: Testing and Inspection
Fig. 20 Exhaust gas sensor circuit test
Perform exhaust gas sensor circuit test as illustrated in Fig. 20. Prior to testing, disconnect electrical connector from sensor and ground the
sensor.
Neutral Switch: Testing and Inspection
Fig. 10 Neutral/park switch test
Perform neutral/park switch test as illustrated in Fig. 10.
Kickdown Switch: Testing and Inspection
INSPECTION:
When the pedal is fully depressed, a click can be heard just before the pedal bottoms out.
- If the click is not heard, loosen the locknut and extend the switch until the pedal lever makes contact with the switch and the switch
clicks.
- Do not allow the switch to make contact too soon.
- This would cause the transmission to downshift on part throttle.
DIAGNOSIS:
Switch can be heard clicking, and the transmission still does not kickdown:
- Check the continuity of the switch using a continuity tester.
- Also check for available current.
The car upshifts at approximately 66 and 110 km/h (40 and 68 MPH) only. The kickdown switch may be internally shorted. (When the
switch is shorted, there is continuity through the switch in any position).
CIRCUIT DIAGRAM
Kickdown Switch: Adjustments
KICKDOWN SWITCH ADJUSTMENT
The kickdown switch is located at the upper post of the accelerator pedal, inside the car. When the pedal is fully depressed, a click can be
heard just before the pedal bottoms out.
- If the click is not heard, loosen the locknut and extend the switch until the pedal lever makes contact with the switch and the switch
clicks.
- Do not allow the switch to make contact too soon.
- This would cause the transmission to downshift on part throttle.
Automatic Transmission/Transaxle: Application and ID
IDENTIFICATION NUMBER
The identification number can be found on a plate attached to the right side of the transmission case. The number consists of a model code and a
production code.
TRANSMISSION MODEL ............................................................................................................................................................................ L3N71B
MODEL CODE .................................................................................................................................................................................................. X6365
PRODUCTION CODE EXAMPLE:
7 6 0 1 2 3 4
7 Last figure of the model year.
6 Month of production.
[ 1: Jan., 2: Feb.,............]
[ X: Oct., Y: Nov., Z: Dec.]
01234 Serial production number for the month
Automatic Transmission/Transaxle: Testing and Inspection
ENGINE DOES NOT START IN N OR P
1. Faulty ignition switch or starter motor.
2. Improperly adjusted manual linkage.
3. Defective inhibitor switch or wiring.
4. Defective lock-up solenoid (E4N71B).
5. Defective lock-up control unit and/or sensors (E4N71B).
ENGINE STARTS IN RANGES OTHER THAN N OR P
2. Defective inhibitor switch or wiring.
NOISE IN N OR P
1. Incorrect oil level.
2. Incorrect throttle pressure (3N71B).
3. Incorrect line pressure (L3N7B, L4N71B, E4N71B).
4. Defective oil pump.
VEHICLE MOVES WHEN SHIFTING INTO P, OR PARKING GEAR DOES NOT DISENGAGE WHEN SHIFTING OUT OF P
2. Parking linkage does not disengage.
DRIVE IN N
2. Improper oil.
3. Defective manual valve.
4. Defective forward clutch (rear).
NO DRIVE IN R, BUT DRIVE IN D, 2, & 1 (CLUTCH SLIPS, POOR ACCELERATION)
6. Damaged seals.
7. Defective low and reverse brake.
8. Defective high-reverse clutch (front).
10. Leaking oil passages.
11. Damaged or missing high-reverse clutch (front) check ball.
VEHICLE BRAKES WHEN SHIFTING INTO R
1. Improper oil.
2. Damaged seals.
3. Defective band servo.
5. Defective band brake (3N71B, L3N71B).
6. Defective 2nd band brake (L4N71B).
7. Defective parking linkage.
HARSH SHIFT BETWEEN N & D
1. Improperly adjusted idle speed.
2. Defective vacuum diaphragm or piping.
NO DRIVE IN D, BUT DRIVE IN 2, 1, & R
5. Defective one-way clutch.
NO DRIVE IN D, 1, & 2, BUT DRIVE IN R (CLUTCH SLIPS, POOR ACCELERATION)
3. Improper oil.
7. Damaged seals.
8. Engine or brake malfunction.
SLIPPING CLUTCHES OR BRAKES
3. Incorrect throttle pressure.
5. Improper oil.
8. Damaged seals.
EXCESSIVE CREEP
NO CREEP
4. Improper oil.
10. Defective direct clutch (E4N71B).
NO 1-2 UPSHIFT
3. Defective kickdown solenoid, switch, or wiring.
4. Improper oil.
6. Defective governor.
7. Damaged seals.
10. Defective 2nd band brake (L4N71B, E4N71B).
NO 2-3 UPSHIFT
4. Improper oil.
7. Damaged seals.
DELAYED UPSHIFTS
5. Improper oil.
UPSHIFT FROM 1 DIRECTLY TO 3
1. Improper oil.
3. Damaged seals.
5. Defective band brake (N371B, L3N71B).
HARSH 1-2 UPSHIFT
2. Engine stall RPM not within specifications.
3. Improper oil.
10. Defective lock-up control valve (E4N71B).
11. Defective torque converter (E4N71B).
HARSH 2-3 UPSHIFT
5. Damaged seals.
7. Defective high-release clutch (front).
SLIPPING 1-2 SHIFT
6. Improper oil.
8. Damaged seals.
12. Defective 2nd band brake (E4N71B).
SLIPPING 2-3 SHIFT
6. Improper oil.
8. Damaged seals.
VEHICLE BRAKES DURING 1-2 UPSHIFT
1. Improper oil.
VEHICLE BRAKES DURING 2-3 UPSHIFT
1. Improper oil.
VEHICLE CANNOT REACH MAXIMUM SPEED
3. Improper oil.
9. Malfunctioning engine or brakes.
NO 2-1 OR 3-1 DOWNSHIFT
2. Improper oil.
5. Damaged seals.
HARSH DOWNSHIFTS
3. Defective kickdown solenoid, switch or wiring.
9. Defective accumulator (E4N71B).
NO KICKDOWN
3. Improper oil.
IMPROPER KICKDOWN
5. Defective governor valve.
7. Damaged seals.
10. Improper oil (E4N71B).
SLIPPING 3-2 DOWNSHIFT
4. Improper oil.
6. Damaged seals.
NO DRIVE IN ANY RANGE
5. Improper oil.
7. Damaged seals.
10. Defective parking linkage.
NOISE IN D, 2, 1 & R
7. Defective planetary gear.
NO 3-2 DOWNSHIFT WHEN SHIFTING TO 2
4. Improper oil.
2-1 DOWNSHIFT OR 2-3 UPSHIFT IN 2
NO 3-2 DOWNSHIFT WHEN SHIFTED TO 1
4. Improper oil.
7. Damaged seals.
NO ENGINE BRAKE IN 1
4. Improper oil.
6. Damaged seals.
1-2 OR 2-3 UPSHIFT IN 1
NO 2-1 DOWNSHIFT IN 1
3. Improper oil.
7. Damaged seals.
HARSH 2-1 SHIFT IN 1
3. Improper oil.
OIL SHOOTS OUT OR WHITE SMOKE IS EMITTED FROM EXHAUST PIPE DURING OPERATION
1. Improper oil level.
2. Incorrect rear lubrication.
4. Improper oil.
9. Damaged seals.
FOUL ODOR AT FILL PIPE
2. Improper oil.
4. Defective direct clutch (L4N71B).
7. Defective O.D. band brake (L4N71B, E4N71B).
TRANSMISSION OVERHEATS
2. Improper rear lubrication.
3. Incorrect line pressure.
5. Improper oil.
7. Damaged seals.
17. Defective O-ring in input shaft (3N71B, L3N71B).
18. Clogged lock-up orifice in oil pump cover (3N71B, L3N71B).
19. Defective torque converter.
20. Defective O.D. band servo (E4N71B).
22. Defective forward clutch (rear) (E4N71B).
23. Defective O.D. band brake (E4N71B).
NO 3-2 DOWNSHIFT (3N71B, L3N71B)
2. Improper oil.
5. Damaged seals.
8. Defective band brake.
HIGH DOWNSHIFT POINT BETWEEN 3-2 & 2-1 (3N71B, L3N71B)
5. Incorrect line pressure (L3N71B).
TORQUE CONVERTER NOT LOCKED UP (L3N71B, L4N71B)
1. Clogged governor tube.
4. Defective O-ring in input shaft.
6. Defective lock-up control valve.
7. Clogged lock-up orifice in oil pump cover.
SLIPPING LOCK-UP PISTON (L3N71B, L4N71B)
2. Defective O-ring in input shaft.
3. Clogged lock-up orifice in oil pump cover.
LOCK-UP POINT TOO HIGH OR TOO LOW (L3N71B, L4N71B)
1. Clogged governor tube.
NO DRIVE IN R, D, 2 & 1 (L3N71B, L4N71B)
NO 3-4 UPSHIFT (L4N71B, E4N71B)
4. Improper oil.
7. Damaged seals.
9. Defective O.D. band brake.
UPSHIFT FROM 2 DIRECTLY TO 4 (L4N71B, E4N71B)
1. Improper oil.
3. Damaged seals.
7. Defective high-reverse clutch (front) (E4N71B).
HARSH 3-4 UPSHIFT (L4N71B, E4N71B)
4. Damaged seals.
5. Defective band servo (L4N71B).
7. Defective O.D. band servo (E4N71B).
SLIPPING 3-4 UPSHIFT (L4N71B, E4N71B)
5. Improper oil.
7. Damaged seals.
VEHICLE BRAKES DURING 3-4 UPSHIFT (L4N71B, E4N71B)
1. Improper oil.
3. Defective direct clutch.
NO 4-3 DOWNSHIFT (L4N71B, E4N71B)
2. Improper oil.
5. Damaged seals.
10. Defective power shift switch (E4N71B).
11. Defective O.D. cancel solenoid (E4N71B).
13. Defective O.D. cancel valve (E4N71B).
NO 3-2 OR 4-2 DOWNSHIFT (L4N71B, E4N71B)
2. Improper oil.
5. Damaged seals.
8. Defective 2nd band brake.
HIGH DOWNSHIFT POINT FROM 4-3, 3-2 & 2-1 (L4N71B, E4N71B)
SLIPPING 4-3 DOWNSHIFT (L4N71B, E4N71B)
3. Improper oil.
5. Damaged seals.
SHIFTS TO OVERDRIVE WITH O.D. CANCEL SWITCH ON (L4N71B, E4N71B)
1. Defective O.D. cancel switch or wiring.
2. Defective O.D. cancel solenoid.
3. Defective O.D. cancel valve.
O.D. CANCEL SWITCH NOT ILLUMINATED WITH IGNITION SWITCH AT ON (L4N71B, E4N71B)
2. Defective O.D. indicator switch.
O.D. CANCEL SWITCH NOT ILLUMINATED WITH TRANSMISSION IN OVERDRIVE (L4N71B, E4N71B
2. Defective O.D. indicator switch.
NO LOCK-UP IN ANY RANGE (E4N71B)
1. Defective lock-up solenoid.
2. Defective lock-up control unit and/or sensors.
NO LOCK-UP IN 4 (L4N71B)
2. Defective O.D. band servo.
HARSH SHIFT CHANGING FROM LOCK-UP OFF TO ON (E4N71B)
1. Improper oil.
6. Defective O.D. brake band.
NO KICKDOWN IN 4 (E4N71B)
3. Improper oil.
4. Defective control valve.
IMPROPER KICKDOWN IN 4 (E4N71B)
4. Improper oil.
7. Damaged seals.
8. Defective O.D. brake band.
SHIFT PATTERN DOES NOT CHANGE (E4N71B)
2. Defective O.D. cancel switch.
4. Defective O.D. cancel solenoid.
8. Defective O.D. cancel valve.
O.D. CANCEL SWITCH NOT ILLUMINATED WITH TRANSMISSION IN OVERDRIVE (E4N71B)
POWER SHIFT SWITCH NOT ILLUMINATED WHEN SHIFT PATTERN TURNED TO POWER (E4N71B)
Automatic Transmission/Transaxle: Service and Repair
Transmission Installation
INSTALLATION:
Installation of automatic transmission in car is in reverse order of removal. However, observe the following installation notes.
1. Drive plate runout:
- Turn crankshaft one full turn and measure drive plate runout with indicating finger of a dial gauge rested against plate.
Maximum allowable runout: 0.5 mm (0.020 in)
2. Installation of torque converter:
Line up notch in torque converter with that in oil pump.
- Be extremely careful not to put undue stress on parts when installing torque converter.
3. When connecting torque converter to transmission, measure distance "A" to be certain that they are correctly assembled.
Distance "A": More than 35.0 mm (1.378 in)
4. Bolt converter to drive plate.
- Align chalk marks painted across both parts during disassembly process.
5. After converter is installed, rotate crankshaft several turns and check to be sure that transmission rotates freely without binding.
6. Pour recommended automatic transmission fluid up to correct level through oil charge pipe.
7. Connect manual lever to shift rod. Operation should be carried out with manual and selector levers in "N".
8. Connect inhibitor switch wires.
- Adjust Inhibitor Switch as necessary.
- Inspect and adjust switch as above whenever it has to be removed for service.
9. Check inhibitor switch for operation:
- Starter should operate only when selector lever is in "P" and "N" positions (it should not operate when lever is in "D", "2", "1" and "R"
positions).
- Back-up lamp should also light when selector lever is placed in "R" position.
10. Check fluid level in transmission.
11. Move selector lever through all positions to be sure that transmission operates correctly.
- With hand brake applied, run engine at idle. Without disturbing the above setting, move selector lever through "N" to "D", to "2", to "1"
and to "R". A slight shock should be felt by hand gripping selector each time transmission is shifted.
12. Verify engine idle speed.
13. Check to be sure that line pressure is correct.
14. Perform stall test.
Automatic Transmission/Transaxle: Service and Repair
Transmission Removal
REMOVAL:
In dismounting the automatic transmission from a car, proceed as follows:
1. Disconnect battery ground cable from terminal.
2. J ack up car and support it on safety stands. We recommend a hydraulic hoist or open pit be utilized, if available.
- Observe all safety regulations.
3. Remove propeller shaft.
- Plug up the opening in the rear extension to prevent oil from flowing out.
4. Disconnect front exhaust tube.
5. Disconnect selector range lever from manual shaft.
6. Disconnect wire connections at inhibitor switch.
7. Disconnect vacuum tube from vacuum diaphragm, and wire connections at downshift solenoid.
8. Disconnect speedometer cable from rear extension.
9. Disconnect oil charging pipe. 10. Disconnect oil cooler inlet and outlet tubes at transmission case.
11. Disconnect governor tube at converter housing and transmission case.
12. Support engine by locating a jack under oil pan with a wooden block used between oil pan and jack. Support transmission by means of a
transmission jack.
CAUTION: Do not place the jack under the oil pan drain plug.
13. Remove gussets.
14. Detach converter housing dust cover.
- Remove bolts securing torque converter to drive plate.
- Before removing torque converter, inscribe chalk marks on two parts so that they may be replaced in their original positions at assembly.
15. Remove rear engine mount securing bolts and crossmember mounting bolts.
16. Remove starter motor.
17. Remove bolts securing transmission to engine.
- After removing these bolts, support engine and transmission with jack, and lower the jack gradually until transmission can be removed
and take out transmission under the car.
- Plug up openings such as oil charging pipe, oil cooler tubes, etc.
CAUTION: Take care when dismounting transmission not to strike any adjacent parts.
Band: Adjustments
BRAKE BAND ADJUSTMENT:
Proper brake band adjustment results in smooth shifting between 1st & 2nd and 2nd & 3rd. Although the adjustment is very simple, it is
important to use an accurate torque wrench.
1. Loosen locknut.
2. Torque band servo piston stem to 12 - 15 N.m(1.2 - 1.5 kg.m, 9 - 11 ft-lb).
3. Back off band servo piston stem two complete turns.
CAUTION: Do not back off EXCESSIVELY on adiusting stem as anchor block m.y fall out of place.
4. Tighten locknut to approximately 20 N.m (2 kg-m, 14 ft-lb) while holding band servo piston stem stationary.
Drive Plate: Testing and Inspection
Drive Plate Runout Inspection
- Turn crankshaft one full turn and measure drive plate runout with indicating finger of a dial gauge rested against plate.
Maximum allowable runout: 0.5 mm (0.020 in)
Shift Linkage: Adjustments
MANUAL LINKAGE ADJUSTMENT
The adjustment of the manual linkage is an important adjustment of the automatic transmission. Move the shift lever from the "P" range to
"Range 1". you should be able to feel the detents in each range.
If the detents cannot be felt or the pointer indicating the range is improperly aligned, the linkage needs adjustment.
1. Place shift lever in "D" range.
2. loosen locknuts and move shift lever until "D" is properly aligned and car is in "D" range.
3. Tighten locknut.
- Recheck "P" and "Range 1" positions. As a safety measure, be sure you can feel full detent when shift lever is placed in "P".
- If you are unable to make an adjustment, grommets may be badly worn or damaged and should be replaced.
Torque Converter: Service and Repair
Installation of Torque Converter:
Line up notch in torque converter with that in oil pump.
- Be extremely careful not to put undue stress on parts when installing torque converter.
When connecting torque converter to transmission, measure distance "A" to be certain that they are correctly assembled.
Distance "A": More than 35.0 mm (1.378 in)
Bolt converter to drive plate.
- Align chalk marks painted across both parts during disassembly process.
After converter is installed, rotate crankshaft several turns and check to be sure that transmission rotates freely without binding.
Vacuum Diaphragm: Adjustments
VACUUM DIAPHRAGM ROD ADJUSTMENT
The vacuum diaphragm and the length of its diaphragm rod help determine the shift patterns of the transmission. It is essential that the correct
length rod be installed.
1. Disconnect vacuum hose at vacuum diaphragm and remove diaphragm from transmission case.
Illustration index:
1. Note seated valve body
2. Transmission case wall
3. Diaphragm rod
4. Valve body side plate
5. Vacuum throttle valve
2. Using a depth gauge, measure depth "L".
- Be sure vacuum throttle valve is pushed into valve body as far as possible.
Vacuum Diaphragm Rod Selection
3. Check "L" depth with chart and select proper length rod.
Vacuum diaphragm rod selection:
FS5W71B Transmission
Manual Transmission/Transaxle: Service and Repair
1. Disconnect battery ground cable.
2. Disconnect accelerator wire.
3. Raise and support vehicle. Make sure that safety is insured.
4. Remove propeller shaft.
5. Disconnect front exhaust tube.
6. Disconnect wires from Reverse (back-up) lamp, Neutral, Top, and O.D. gear (if equipped) switches.
7. Disconnect speedometer cable.
8. Remove clutch operating cylinder.
9. Remove starter motor.
10. Support transmission with a transmission jack.
11. Remove console box.
12. Place transmission control lever in neutral position and remove E-ring and control lever.
13. Loosen rear engine mount securing nuts and remove crossmember.
14. Remove bolts securing transmission to engine.
15. Support engine and transmission with jacks, and slide transmission rearward away from engine and remove transmission from the vehicle.
Clutch Pedal Assembly: Adjustments
HYDRAULIC OPERATED CLUTCH
The clutch hydraulic system must be bled whenever a clutch line has been disconnected or when air has entered the system. The bleed valve is
located on the clutch operating cylinder.
Fig. 12 Clutch pedal height & freeplay specifications.
SPECIFICATION TABLE
Fig. 9 Clutch pedal free travel & height adjustment. 1982-86 Pickup
1. Measure clutch pedal height from floor panel to center of clutch pedal, Fig. 9, dimension H. Clutch pedal height should be as specified.
Adjust clutch pedal height by adjusting the pedal stopper. After completing adjustment, tighten locknut.
2. Measure clutch pedal freeplay as shown in Fig. 9, dimension A. Clutch pedal freeplay should be as specified. Adjust clutch pedal freeplay by
rotating the clutch master cylinder inward or outward until the specified freeplay is obtained. After completing freeplay adjustment, tighten
locknut. Clutch pedal freeplay is the sum of play between the clevis pin and clevis pin hole and play between the piston and piston rod.
3. After the above adjustments have been completed, cycle clutch pedal several times to ensure that clutch linkage operates smoothly without
binding.
Differential Assembly: Service and Repair
Disassembly
1. Remove rear cover and scribe alignment marks between side bearing caps and carrier, then remove side bearing caps, side bearing adjuster, if
equipped, and differential case.
2. Using suitable tools, remove drive pinion nut, companion flange and drive pinion.
3. Pry out oil seal, being careful not to scratch seal bore, then remove front pinion bearing inner race.
4. Drive out pinion bearing outer race.
5. Remove collapsible spacer and washer from drive pinion, as required.
6. Press out rear bearing inner race.
DIFFERENTIAL CASE
1. Using suitable tool, remove side bearing inner race.
2. Remove ring gear.
3. On models with 2 pinion type differential, proceed as follows:
a. Drive out pinion mate shaft lock pin from ring gear side.
b. Remove pinion mate shaft, pinion mate gears, side gears and thrust washers, marking gears and thrust washers so that they can be
installed in original position.
4. On models with 4 pinion type differential, proceed as follows:
a. Scribe alignment marks on both LH and RH differential case, then separate LH and RH cases.
b. Remove side thrust washers, side gear, thrust block if equipped, pinion mate thrust washer, pinion mate gear and pinion mate shaft.
Side Bearing Preload & Final Assembly, 190 Model Axle
1. The required thicknesses of the left and right adjusting washers can be obtained from the following formulas: T1 =A - C +D +E H +.18
mm; T2 =B - D +F +H +.15 mm; where T1 =required thickness of left side washer in millimeters, T2 =required thickness of right side
washer in millimeters, A & B =figures marked on gear carrier, C & D =figures marked on differential case, E & F =side bearing
measurements as determined in step 2 and H =figure marked on ring gear.
Fig. 11 Side bearing thickness measuring tools
2. Calculate how far under standard thickness of 20 mm the side bearings are using tools J 25407-1, J 25407-2 and J 25407-3 or equivalents, Fig.
11 as follows:
a. Set weight block, 4 step gauge block and dial indicator on base plate.
b. Adjust dial indicator to zero.
c. Carefully slide 4 step gauge block and weight block out from under dial indicator.
d. Lubricate side bearing and place side bearing on base plate, ensuring that base plate has recess in it and that bearing will turn freely
when positioned over recess.
e. Place weight block on side bearing.
f. Slide dial indicator onto weight block.
g. Rotate weight block several times to ensure that bearing is properly seated.
h. Read dial indicator. Indicator should read .10-.30 mm. If needle fluctuates erratically, bearing is either dirty or defective and should
be cleaned or replaced as necessary.
i. Measurement obtained for left side bearing is measurement E, step 1 and measurement obtained for right side bearing is measurement F.
3. Press in front and rear bearing outer races.
4. Install selected pinion height adjusting washer in drive pinion and press in rear bearing outer race.
5. Place pinion front bearing inner race in gear carrier.
6. Apply suitable lubricant to cavity at sealing lips of oil seal, then install front oil seal.
7. Install drive pinion washer, collapsible spacer and drive pinion in gear carrier.
8. Install companion flange and hold firmly, then insert pinion into companion flange.
9. Temporarily tighten pinion nut until there is no axial play. Ensure that threaded portion of drive pinion and pinion nut are free from oil
or grease.
10. Tighten pinion nut by degrees until preload is 9.5-13.9 inch lbs.
11. Install differential case assembly with side bearing outer races into gear carrier.
12. Align mark on bearing cap with mark on gear carrier and install bearing cap on gear carrier.
13. Measure ring gear to drive pinion backlash with dial indicator. If backlash is less than .0059-0079 inch, decrease thickness of left shim and
increase thickness of right shim by same amount. If backlash exceeds .0059-.0079 inch, increase thickness of right shim and decrease
thickness of left shim by same amount. Never change the total amount of shims to prevent changing bearing preload.
14. Check total preload, which should be 10-19 inch lbs. If preload is too great, remove same amount of shims from each side. If preload is too
small, install same amount of shims on each side.
15. Recheck ring gear to drive pinion backlash and check run out of gear. If backlash varies excessively in different places, foreign matter may
be trapped between ring gear and differential case.
16. If backlash varies greatly and ring gear run out is .0031 inch or less, the hypoid gear set or differential case needs to be replaced.
Side Bearing Preload & Final Assembly, 200 Models Axle
1985-86 2WD Pickup w/Dual Rear Wheels & 4WD Pickup
1. The required thicknesses of the left and right adjusting washers can be obtained from the following formulas: T1 =A - C +D +E H +2.05;
T2 =B - D +F +G +H +1.95; where T1 =required thickness of left side washer in millimeters, T2 =required thickness of right side washer
in millimeters, A & B =figures marked on carrier housing, C & D =figures marked on gear carrier, E & F =side bearing measurements as
determined in step 2, G =carrier spacer measurement as determined in step 3 and H =variation number (+or - ) marked on ring gear.
Fig. 40 Side bearing thickness measuring tools
2. Calculate variables E and F using tool kit no. J -25407-01, Fig. 40, as follows:
a. Attach dial indicator to base plate.
b. Place weight block on base plate and gauge block on weight block.
c. Adjust dial indicator to zero with its tip resting on weight block.
d. Slide gauge block out from under dial indicator, then lift weight block and position bearing and race under weight.
e. Turn weight to seat bearing and note dial indicator's drop from zero.
f. Dial indicator reading is variable E for left side bearing or F for right side bearing.
3. Measure thick left carrier spacer, using a micrometer. Add this measurement to 8.10 mm to determine variable G.
4. Press in front and rear bearing outer races.
5. Adjust pinion height.
6. Lubricate front bearing with gear oil and place it in gear carrier.
7. Apply suitable lubricant into cavity between lips of new oil seal, then install seal into carrier, ensuring that seal is flush with end of carrier.
8. Place washer and new collapsible spacer on drive pinion, then lubricate rear bearing with gear oil and insert drive pinion in gear carrier.
9. Insert companion flange and hold it firmly, then insert drive pinion into companion flange.
10. Temporarily tighten pinion nut until there is no axial play. Ensure that threaded portion of drive pinion and pinion nut are free from oil
grease.
11. Tighten pinion nut by degrees until preload is 9.5-14.8 inch lbs.
12. Torque drive pinion nut to 94-217 ft. lbs. If preload is not within specifications after torquing pinion nut, replace collapsible spacer.
13. Install differential case assembly, side bearing outer races and side bearing adjusting washer and spacer into differential carrier.
14. Install side bearing caps, aligning scribe marks made during disassembly, and torque bolts to 65-72 ft. lbs.
15. Check backlash of ring gear with dial indicator. If backlash is less than .0051-.0071, decrease thickness of left side bearing adjusting washer
and increase thickness of right side bearing adjusting washer by same amount. If backlash is greater than .0051-.0071 inch, decrease
thickness of right side bearing adjusting washer and increase thickness of left side bearing adjusting washer by same amount.
16. Check total preload. If preload exceeds 10-20 inch lbs., replace side bearing adjusting washers with thinner ones of same thickness of each
side. If preload is less than 10-20 inch lbs., replace side bearing adjusting washers with thicker ones of same thickness on each side.
17. Check run out of ring gear with dial indicator. Run out should be not more than .0020 inch.
18. If backlash varies excessively in different places, foreign matter may be trapped between ring gear and differential case.
19. If backlash varies greatly when run out of ring gear is within specifications, the hypoid gear set or differential case must be replaced.
Side Bearing Preload & Final Assembly, H233B Model Axle
1. Press in front and rear bearing outer races, then install selected drive pinion adjusting washer in drive pinion and press in rear bearing outer
race.
2. Place pinion front bearing inner race in gear carrier.
3. Apply suitable lubricant to cavity at sealing lips of oil seal, then install front oil seal.
4. Install drive pinion spacer, pinion bearing adjusting shim and drive pinion in gear carrier.
5. Install companion flange into drive pinion.
6. Temporarily torque pinion nut to 145-181 ft. lbs. Ensure that threaded portion of drive pinion and pinion nut are free from oil or
grease.
7. Measure pinion bearing preload. Preload should be 4-9 inch lbs. When checking preload, turn drive pinion several times in both
directions to seat bearings.
8. Install differential case assembly with side bearing outer races into gear carrier.
9. Position side bearing adjusters on gear carrier with threads properly engaged, then lightly screw in adjusters.
10. Align mark on bearing cap with mark on gear carrier and install bearing cap on gear carrier. Do not tighten cap attaching bolts at this
point.
11. Tighten both right and left side bearing adjusters alternately, then measure ring gear backlash with dial indicator. Backlash should be
.0059-.0079 inch. If backlash is not as specified, adjust right and left side bearing adjusters by tightening them alternately until specified
backlash is obtained.
12. Check total preload, which should be 9-17 inch lbs. If preload is not as specified, adjust right and left side bearing adjusters by tightening
them alternately until specified preload is obtained.
13. Torque side bearing cap bolts to 69-76 ft. lbs., then place lock finger in position to prevent adjuster rotation during operation.
14. Recheck backlash and ring gear run out of gear. If backlash varies excessively in different places, foreign matter may be trapped between
ring gear and differential case.
15. If backlash varies greatly and ring gear run out is .0031 inch or less, the hypoid gear set or differential case needs to be replaced.
Differential Carrier: Service and Repair
Reverse ``Disassembly'' procedure to assemble and note the following:
Models w/2 Pinion Type Differential
1. Assemble pinion mates, side gears, thrust washers, and thrust block, if equipped, in differential case.
2. Install pinion shaft to differential case so that it meets lock pin holes.
3. Adjust pinion mate-to-side gear backlash or the clearance between the rear face of side gear and thrust washer to proper thickness by
selecting side gear thrust washer.
4. Lock pinion shaft lock pin using a punch after it is secured into place.
5. Apply oil to gear tooth surfaces and thrust surfaces and check if they turn properly.
6. Apply suitable locking compound to ring gear attaching bolts, then place ring gear on differential case and install bolts and lock washers.
Torque bolts to 58-72 ft. lbs. on models with 10 mm bolts and 98-112 ft. lbs. on models with 12 mm bolts, then bend up lock washers, if
equipped.
Fig. 28 Checking clearance between side gear thrust washer & differential case. 4 pinion type axles
Models w/4 Pinion Type Differential
1. Measure clearance between side gear thrust washer and differential case, Fig. 28. Clearance (A) and (B) should be .0039-.0079 inch.
2. If clearance is not as specified, adjust by installing correct side gear thrust washer.
3. Apply suitable gear oil to gear tooth surfaces and thrust surfaces, then install thrust washer, pinion mate shaft, pinion mate gear, pinion mate
thrust washer, thrust block if equipped and side gear in differential case.
4. Assemble LH and RH differential case, then the ring gear on differential case.
5. Apply suitable locking compound on ring gear attaching bolts, then install bolts. Torque attaching bolts in a criss-cross pattern to 58-69 ft.
lbs. on H233B model axle, 51-58 ft. lbs. for 10 mm bolts on C200 model axle and 98-112 ft. lbs. for 12 mm bolts on C200 model axle.
6. Press side bearing inner race on differential case using suitable tools.
Pinion Gear: Service and Repair
Drive Pinion Height, 190 Model Axles
Fig. 32 Installing rear pinion bearing pilot & gauge plate on hex head long bolt
1. Install rear pinion bearing pilot into gauge plate and slide over hex head long bolt, Fig. 32.
2. Install pinion rear bearing inner race in gear carrier, then slide hex head long bolt and gauge plate through bearing.
Fig. 33 Assembling front bearing pilot support assembly
3. Stand front bearing pilot support on workbench with appropriate side up and assemble front pinion bearing pilot and front bearing in inner
race, ensuring that all parts are seated, Fig. 33.
4. Slide assembly from step 3 over hex head long bolt into gear carrier, then install and finger tighten support nut, ensuring that all parts turn
freely and are properly aligned.
5. Carefully tighten support nut until preload of 5.2-8.7 inch lbs. on 200SX or 8.7-11.3 inch lbs. on Pickup is obtained.
Fig. 34 Arbor assembly with side bearing discs
6. Install two side bearing discs with arbor assembly, ensuring that arbor turns freely, Fig. 34.
Fig. 22 Installing Arbor Assembly With Discs Into Differential Carrier
7. Place side bearing discs with arbor assembly on gear carrier, lifting spring loaded plunger and placing it on face of gauge plate, Fig. 22.
8. Install bearing caps.
Fig. 23 Installing Dial Indicator
9. Install dial indicator and tighten hold down clamp, Fig. 23.
10. Zero dial indicator by rotating arbor Land plunger back and forth and noting highest deflection, then set dial indicator at zero.
11. Rotate gauge plate until plunger falls off of gauge plate and read dial indicator.
Fig. 17 Drive pinion marking
12. Note head number on drive pinion head, Fig. 31.
13. Add dial indicator reading to 2.50 mm. Pickup with H190-ML, 2 mm.
14. If drive pinion head number is plus (+), subtract if from sum obtained in step 13. If drive pinion head number is minus (-), add it to sum
obtained in step 13.
15. Total obtained in step 14 is required thickness of pinion washer. If washer of calculated thickness is not available, use washer whose
thickness is closest to calculated value.
Drive Pinion Height, 200 Model Axle
Fig. 35 Pinion height adjusting tools installation
1985-86 2WD Pickup w/Dual Rear Wheels & 4WD Pickup
1. Position rear bearing inner race on dummy shaft and install in carrier.
2. Assemble pinion and tools shown in Fig. 35.
Fig. 36 Arbor assembly w/side bearing discs
3. Assemble side bearing discs to arbor, Fig. 36.
4. Position arbor assembly into differential housing and secure it by torquing side bearing cap bolts to 65-72 ft. lbs.
5. Measure clearance between pinion height block and arbor gauge using a suitable feeler gauge and note measurement.
6. Add 2.7 mm (.108 inch) to measurement obtained in step 5.
Fig. 17 Drive pinion marking
7. Note number on drive pinion head, Fig. 31. If drive pinion head number is plus (+), subtract it from sum obtained in step 6. If drive pinion
head number is minus (-), add it to sum obtained in step 6.
8. Total obtained in step 7 is required thickness of pinion washer. If pinion is unmarked, or marked zero, use total obtained in step 6.
Drive Pinion Height & Preload W/H233B Model Axle
1. Ensure all parts are clean and that bearings are well lubricated.
2. Assemble pinion gear bearings into pinion preload shim selector tool J -34309, noting the following:
a. Front pinion bearing -- Ensure front pinion bearing is secured tightly against gauge anvil J -34309-2, then turn front pinion bearing pilot
J -34309-5 to secure bearing in position.
b. Rear pinion bearing -- Rear pinion bearing pilot J -34309-8 is used to center rear pinion bearing only. Lock bearing to assembly with rear
pinion bearing locking seat J -34309-4.
3. Position pinion preload shim selector tool J -34309-1 gauge screw assembly with pinion rear bearing inner cone installed into final drive
housing.
4. Assemble front pinion bearing inner cone and gauge anvil J -34309-2 together with gauge screw J -34309-1 in final drive housing.
5. Ensure pinion height plate J -34309-16 will turn a full 360, then hand tighten the two sections.
6. Turn assembly several times to seat bearings, then measure turning torque at end of gauge anvil. Turning torque should be 4-9 inch lbs.
7. Place pinion height adapter J -34309-12 onto gauge plate and hand tighten. Ensure all machined surfaces are clean.
8. Place solid pinion bearing adjusting spacer squarely into recessed portion of gauge anvil and rest its end on gauge screw J -34209-1.
9. Using a suitable feeler gauge, select correct thickness of pinion bearing preload adjusting washer. The exact measurement obtained with
feeler gauge is thickness of adjusting shim required.
10. Install side bearing discs J -25269-18 and arbor into side bearing bores.
11. Install bearing caps and cap attaching bolts. Torque attaching bolts to 69-76 ft. lbs.
12. Using a suitable gauge, select standard pinion height adjusting washer thickness by measuring gap between pinion height adapter J -34309-12
and arbor.
13. Add or subtract head number on drive pinion head, Fig. 31, to measurement found in step 10 to determine the optimum pinion height
adjusting washer thickness. The head number on drive pinion head is in millimeters.
14. Remove pinion preload selector tool J -34309 from final drive housing.
Axle Shaft: Service and Repair
Pickup Less Dual Rear Wheels
1. Raise and support rear of vehicle and remove rear wheel.
2. Disconnect parking brake cable and brake hydraulic line. Plug end of hydraulic line to prevent fluid loss and entrance of dirt.
3. Remove nuts securing backing plate to axle housing and remove brake drum.
4. With a suitable puller, pull axle and backing plate assembly away from axle housing.
5. Replace oil seal in axle tube.
Fig. 1 Removing Rear Axle Bearing Locknut. Pickup Less Dual Rear Wheels
6. Support axle assembly in a vise, Fig. 3, and bend lock washer away from bearing locknut.
7. Remove bearing locknut using proper tool, Fig. 3.
Fig. 1 Removing rear axle shaft. Exc. independent suspension (Typical)
8. Remove wheel bearing, bearing cage and backing plate from axle using tool as shown in Fig. 1.
9. Replace oil seal in bearing cage.
10. Place bearing cage and backing plate assembly and bearing spacer on axle shaft. Install bearing cone using a brass drift.
Fig. 4 Rear axle bearing installation. Pickup less dual rear wheels
11. Adjust axle endplay to specification in ``Rear Axle Specification'' chart by applying case end shims, Fig. 4.
12. To install axle, reverse removal procedure.
Axle Shaft: Service and Repair
Pickup W/Dual Rear Wheels
1. Raise and support rear of vehicle and remove rear wheels.
2. Disconnect parking brake cable and brake hydraulic line. Plug end of hydraulic line to prevent fluid loss and contamination.
3. Remove backing plate-to-axle housing attaching nuts, then the brake drum.
4. Slide axle shaft out of axle housing.
5. Unfasten lock washer from rear wheel bearing nut.
6. Remove rear wheel bearing nut, inner bearing outer race, grease seal and outer bearing outer race. Discard grease seal.
7. Reverse procedure to install. Adjust axle endplay to specifications in ``Rear Axle Specifications'' chart.
Wheel Bearing: Service and Repair
Hub, Rotor and Wheel Bearing
Exploded View 2WD
2WD PICKUP
Removal
1. Block rear wheels, then raise and support vehicle.
2. Remove wheel and tire assembly.
3. Remove caliper.
4. Remove wheel hub and wheel bearing, Fig. 22.
5. Remove cotter pin, adjusting cap and wheel bearing nut.
6. Remove wheel hub and rotor.
7. Separate outer wheel bearing inner race and washer.
8. Separate rotor from hub assembly.
9. Remove inside wheel bearing outer race, grease seal and outside wheel bearing outer race.
10. Remove spindle and arm.
Inspection
Inspect all removed components for excessive wear and/or damage. Replace worn and/or damaged components as required. Lubricate all
components using suitable grease.
Installation
Reverse procedure to install. Adjust wheel bearing preload as follows:
1. Tighten wheel bearing locknut to 25-29 ft. lbs.
2. Turn wheel hub several times in both directions to seat wheel bearing correctly.
3. Again tighten tighten bearing locknut to 25-29 ft. lbs.
4. Turn back wheel bearing locknut 45.
5. Install adjusting cap and a new cotter pin. Align cotter pin slot by loosening nut approximately 15 or less. Do not exceed 15.
6. Measure wheel bearing preload and axial endplay. Axial endplay should be 0 inch (as measured at the wheel hub bolt). With a new grease
installed, preload obtained should be 2.2-6.4 lbs. With a used grease seal installed, preload obtained should be 2.2-5.3 lbs.
7. Repeat steps 1 through 6 until correct bearing preload is obtained.
Locking Hub
Fig. 2 Front axle exploded view. 1985-86 4WD Pickup
1. Raise and support front of vehicle.
2. Support axle case with a suitable jack and remove wheel and tire assembly.
3. Remove locking hub attaching bolts and the hub, Fig. 2.
4. On models with manual hub, remove snap ring and drive clutch, then the second snap ring, lock washer and wheel bearing locknut, Fig. 2.
Fig. 3 Exploded view of automatic locking hub assembly. 1985-88 4WD Pickup
5. On models with automatic hub, proceed as follows:
a. Remove washers and snap ring, Fig. 3.
b. Remove large snap ring, lock washer and wheel bearing locknut.
Fig. 4 Typical brake set thickness measurement. Models w/automatic locking hub
6. Reverse procedure to assemble and install. On automatic hub, ensure brake A and B set does not measure less than .539 inch thick, Fig. 4.
Hub, Bearing & Knuckle
REMOVAL
1. Raise and support front of vehicle and remove wheel.
2. Disconnect brake caliper assembly and position aside. Do not allow brake line to support weight of caliper.
3. Remove locking hub assembly as outlined.
4. On 1984-86 models, disconnect tie rod using suitable tool.
5. On all models, support lower control arm with suitable jack to relieve spring tension, then remove steering knuckle to knuckle arm attaching
bolt.
6. Remove upper and lower ball joint-to-link attaching nuts.
7. Separate steering knuckle from upper and lower links, then remove knuckle and hub assembly from vehicle.
Fig. 2 Front axle exploded view. 1985-86 4WD Pickup
DISASSEMBLY & INSPECTION
1. Remove snap ring, lock washer and front wheel locknut, Fig. 2.
2. Separate hub from steering knuckle.
3. Scribe matching marks between hub and rotor, then separate rotor from hub.
4. Remove and discard inner grease seal from back plate.
5. Remove inner wheel bearing using a suitable drift.
6. Clean bearing with suitable solvent and dry with compressed air.
7. Inspect components for wear or damage and replace as necessary. Check wheel hub and steering knuckle for cracks by magnetic particle or
penetrating dye test method.
ASSEMBLY & INSTALLATION
Assemble wheel hub and steering knuckle in reverse order of disassembly. During assembly and installation, note the following:
1. Install rotor aligning matching marks, then torque bolts to 36-51 ft. lbs. on 1984-86 models.
2. Install wheel hub and steering knuckle in reverse order of removal.
3. Adjust wheel bearing preload as outlined under ``Wheel Bearings, Adjust.''
4. When installing locking hub, select snap ring which will provide .004-.012 inch endplay at drive axle.
Wheel Hub: Service and Repair
Exploded View 2WD
2WD PICKUP
Removal
1. Block rear wheels, then raise and support vehicle.
2. Remove wheel and tire assembly.
3. Remove caliper.
4. Remove wheel hub and wheel bearing, Fig. 22.
5. Remove cotter pin, adjusting cap and wheel bearing nut.
6. Remove wheel hub and rotor.
7. Separate outer wheel bearing inner race and washer.
8. Separate rotor from hub assembly.
9. Remove inside wheel bearing outer race, grease seal and outside wheel bearing outer race.
10. Remove spindle and arm.
Inspection
Inspect all removed components for excessive wear and/or damage. Replace worn and/or damaged components as required. Lubricate all
components using suitable grease.
Installation
Reverse procedure to install. Adjust wheel bearing preload as follows:
1. Tighten wheel bearing locknut to 25-29 ft. lbs.
2. Turn wheel hub several times in both directions to seat wheel bearing correctly.
3. Again tighten tighten bearing locknut to 25-29 ft. lbs.
4. Turn back wheel bearing locknut 45.
5. Install adjusting cap and a new cotter pin. Align cotter pin slot by loosening nut approximately 15 or less. Do not exceed 15.
6. Measure wheel bearing preload and axial endplay. Axial endplay should be 0 inch (as measured at the wheel hub bolt). With a new grease
installed, preload obtained should be 2.2-6.4 lbs. With a used grease seal installed, preload obtained should be 2.2-5.3 lbs.
7. Repeat steps 1 through 6 until correct bearing preload is obtained.
Propeller Shaft: Service and Repair
REMOVAL
1. Raise and support front of vehicle and remove wheel.
2. Remove locking hub assembly as outlined.
3. Remove lower ball joint attaching nuts and shock absorber lower mounting bolt.
4. Remove bolts securing driveshaft to differential carrier, then the driveshaft assembly from vehicle. Do not remove boots. Turn steering
wheel fully to the left when removing left hand driveshaft, or fully to the right when removing right hand driveshaft.
Fig. 6 Driveshaft exploded view. Pathfinder & 4WD Pickup
DISASSEMBLY
1. Install driveshaft in suitable soft-jawed vise.
2. Remove plug, then the plug seal, Fig. 6.
3. Remove and discard boot bands.
4. Move boot and the slide joint housing toward wheel side of driveshaft and scribe an alignment mark on the spider assembly and shaft.
5. Remove spider assembly from shaft, using suitable press.
6. Remove boot and boot bands.
7. Disassemble wheel side of driveshaft as follows:
a. Remove and discard boot bands.
b. Scribe an alignment mark on driveshaft and joint assembly for assembly reference.
c. Remove joint assembly and boot from driveshaft, Fig. 6.
INSPECTION
1. Clean all components in suitable solvent and dry with compressed air.
2. Inspect all components for wear or damage and replace parts as necessary.
ASSEMBLY
1. On 1984-88 models, assemble wheel side of driveshaft as follows:
a. Install boot and new small boot band onto driveshaft.
b. Install joint assembly with new circlip and gently tap into position. Ensure reference marks made during disassembly are aligned.
Fig. 7 Driveshaft outer boot installation. Pathfinder & 4WD Pickup
2. On all models, pack joints with suitable grease, then install boot and new large boot band on wheel side of shaft. Adjust boot length L, Fig. 7,
to 3.82 inches on 1984-86 models or 3.78-3.86 inches on 1986-1/2-88 models.
3. Install boot, new boot bands and slide joint housing onto driveshaft.
4. Install driveshaft in suitable soft-jawed vise.
5. Install spider assembly, referring to alignment mark made during disassembly.
6. Caulk serrations of driveshaft equally at three places, then pack spider assembly with suitable grease. Do not caulk areas which were
previously caulked. Make sure that each caulking is applied to two serrations and is at least .04 inch wide.
7. Install new large boot band, then the plug seal and plug.
8. Caulk plug at three places using dummy bolts.
Fig. 8 Driveshaft inner boot installation. Pathfinder & 4WD Pickup
9. Adjust boot length L, Fig. 8, to 4.06 inches, on 1984 models, 3.58 inches on 1985-86 carbureted models, 3.98 inches on 1986 fuel injected
models or 4.02-4.09 inches on 1986-1/2-88 models.
INSTALLATION
1. Apply suitable grease to copper portion of wheel bearing support.
2. Install spacer on driveshaft with concave side facing shaft.
3. Reverse removal procedure to install shaft, then check endplay using suitable dial indicator.
4. Select snap ring of correct thickness to adjust driveshaft endplay to .004-.012 inch.
Vehicle: Specifications
Standard Battery, Canada
Standard Battery, Canada
BCI Group Number 25

Cranking Performance 435 A

Standard Battery, Except Canada
Standard Battery, Except Canada
BCI Group Number 25


Optional Battery, Except Canada
Optional Battery, Except Canada
BCI Group Number 25


Fig. 2 Temperature Sensors
Fig. 2 Ignition Coil Specifications
Fig. 2 Temperature Sensors
Fig. 4 Distributor Pickup Specifications
Manual Transmission
Manual Transmission
Non-California Models Starter Number S114-426

Brush Spring Tension 71 oz

Free Speed Test 60 A at 7000 rpm
Note: Maximumamps. MinimumRPM. At 12 Volts.

California Models Starter Number S114-348



1986 1/2 Models Starter Number S114-304 Or S114-446


Note: Maximumamps. MinimumRPM. At 12 volts.

Automatic Transmission
Automatic Transmission
Non-California Models Starter Number S114-427



California Models Starter Number S114-295



1986 1/2 Models Starter Number S114-304 Or S114-446


Note: Maximumamps. MinimumRPM. At 12 volts.

System Operating Voltage
System Operating Voltage
Voltage Setting 14.4-15 V at 68 deg F
Note: Test Temperature

1986 1986 1/2

Caster Angle +5/6 to +1 5/6 deg - 2/15 to +13/15 deg

Caster Angle Desired +1 1/3 deg + 1/2 deg

Camber Angle 0 to +1 deg - 1/12 to +11/12 deg

Camber Angle Desired +1/2 deg +1/2 deg

Toe
Note: Radial tires, .08-.16 in.; bias tires, .20-.28 in. Note: Radial tires, .08-.16 in.; bias tires, .16-.24 in.

King Pin Inclination +9 in +9 1/12 in

Band, A/T
Brake Band Adjustment
Torque Servo Piston Stem to: ............................................................................................................................................ 12 - 15 N.m ( 9 - 11 ft-lb)
Back off ..................................................................................................................................................................................... Two Complete Turns
Torque Locknut to: .......................................................................................................................................................................... 20 N.m (14 ft-lb)

Air Bleeder Screw 5 - 7 ft.lb

Maximum Inner Diameter Single Rear Wheels 10.06 in

Dual Rear Wheels 8.72 in

Maximum Radial Runout 0.0047 in

Pad Minimum Thickness 0.079 in

1986 Nissan-Datsun Truck PL720 2WD L4-1952cc 2.0L SOHC (Z20) Copyright 2009, ALLDATA 10.10 Page 5 gg gggggggggggggggggggggg

1986 1986 1/2

Carrier Type
Note: 2WD with single rear wheels, removable; 2WD with Note: 4WD w/Z24i engine, integral; exc. 4WD w/Z24i

dual rear wheels and 4WD, integral. engine, removable.

Ring Gear & Pinion Backlash Method Shim
Note: With VG30i engine, threaded adjuster; with Z24i

engine, shim.

Adjustment
Note: Differential carrier models R180 and C200, Note: VG30i engine, .006-.008 in.; Z24i engine, .005-.007

.005-.007; models H190A and H190-ML, .006-.008 in. in.

Pinion Bearing Preload Method
Note: Differential carrier model R180, solid spacer and Note: VG30i engine, Adjusting Spacer & Washer; Z24i

washer; models C200,H190A and H190-ML, collapsible engine, Collapsible Spacer.

spacer.

Adjustment
Note: Differential carrier models R180, 7.8-14.8 in lb.; Note: With seal installed: VG30i engine, 4.3-8.7 in lb.;

models H190A and H190-ML,9.5-13.9 in lb.; model C200, Z24i engine w/2WD,9.5-13.9 in lb.; Z24i engine w/4WD,

9.5-14.8 in lb.. All with seal installed. 9.5-14.8 in lb.

Differential Bearing Preload Method Shim
Note: With VG30i engine, threaded adjuster; with Z24i

engine, shim.

Adjustment --- ---

Distributor Advance
Distributor Advance
D4R82-12 D4R82-24 D4N83-16 D4N84-04 D4N84-06

Centrifugal Advance Starts 0 deg at 700 rpm 0 deg at 700 rpm 0 deg at 600 rpm 0 deg at 500 rpm 0 deg at 650 rpm
Advance

Intermediate 5 deg at 1300 rpm 5 deg at 1300 rpm --- 4 deg at 1200 rpm 5 deg at 1200 rpm
Advance

Full Advance 13 deg at 2200 rpm 13 deg at 2600 10.5 deg at 1900 6 deg at 2200 rpm 9.5 deg at 2400
rpm rpm rpm

Vacuum Advance Vacuum to Start 9.3 in Hg 9.3 in Hg 2.76 in Hg 9.3 in Hg 2.76 in Hg
Plunger

Max. Advance 10 deg at 8.27 in 5.5 deg at 5.91 12.5 deg at 11.81 15 deg at 11.02 5 deg at 6.69 in
hg in hg in hg in hg hg

D4N84-17 D4N84-18 D4N84-19 D4N85-01 D4N85-02

Centrifugal Advance Starts 0 deg at 600 rpm 0 deg at 600 rpm 0 deg at 600 rpm 0 deg at 650 rpm 0 deg at 650 rpm
Advance

Intermediate --- --- --- 7 deg at 1345 rpm 7 deg at 1345 rpm
Advance

Full Advance 10.5 deg at 1900 10.5 deg at 1900 10.5 deg at 1900 9.5 deg at 2100 9.5 deg at 2100
rpm rpm rpm rpm rpm

Vacuum Advance Vacuum to Start 2.76 in Hg 3.94 in Hg 2.76 in Hg 3.15 in Hg 3.15 in Hg
Plunger

Max. Advance 9.5 deg at 9.06 in 9.5 deg at 9.06 9.5 deg at 9.06 in 10 deg at 9.84 in 7.5 deg at 7.87
hg in hg hg hg in hg

Torque Specifications
Cylinder Head Bolt Removal Sequence
Cylinder Head Bolt Torque Sequence
Tightening procedure:
1. Tighten all bolts to 29 Nm (22 ft-lb).
3. Loosen all bolts completely.
5. Tighten all bolts to 74 to 83 Nm (54 to 61 ft-lb) or if you have an angle wrench, turn all bolts 90 to 95 degrees clockwise.
a. After engine has been operated for several minutes, retighten if necessary.
b. When performing normal maintenance and inspection, first loosen each cylinder head bolt slightly, then tighten to a torque of 74 to 83 Nm
Crankshaft Main Bearing Cap Bolt Torque Sequence

Bore 3.35 in.

Stroke 3.39 in.

Compression Ratio 9.4

Net Brake Horsepower ---

Net Torque ---

System Specifications
For torque specifications, refer to Engine Specifications.
See: Mechanical Specifications/Engine/System Specifications/Torque Specifications

Rod Bearing Clearance .0005-.0021 in

Connecting Rod Cap Bolts 37 ft.lb

Main Cap Torque
Main Cap Torque
Main Bearing Cap Bolts 33-40 ft.lb

Rod J ournal Diameter 1.9670-1.9675 in

Main J ournal Diameter 2.3599-2.3604 in

Main Bearing Clearance .0008-.0024 in

Crankshaft Endplay .002-.007 in

Vibration Damper Or Pulley 109 ft.lb


Intake Hot 0.012 in

Exhaust Hot 0.012 in

Valve Seat Angle 45 deg

Installed Height
Note: Inner, 1.38 in. ; outer, 1.57 in.

Valve Spring Pressure
Note: Inner, 57 lbs @ .98 in. ; outer, 115 lbs @ 1.18 in.

Valve Stem Clearance Intake .0008-.0021 in

Exhaust .0016-.0029 in

Valve Stem Diameter Intake .3136-.3142 in

Exhaust .3128-.3134 in

Valve Face Angle 45.5 deg

Belt Deflection
Belt Deflection
Deflection Limit Alternator Belt 0.63 in

A/C Compressor Belt 0.51 in

P/S pump Belt 0.63 in

Adjusted Deflection Alternator Belt 0.35-0.43 in

A/C Compressor Belt 0.31-0.39 in

P/S pump Belt 0.39-0.47 in

Drain Plug 14 - 22 ft.lb

Intake Manifold

Oil Pan Attachment Bolts 4.4 ft.lb

Exhaust Manifold
Firing Order
Firing Order
Measurement Specifications
Drive Plate Runout
Maximum ....................................................................................................................................................................................... 0.5 mm (0.020 in)
Torque Specifications

Flywheel to Crankshaft Bolts 109 ft.lb

Fig. 5 Specifications

Manual Transmission 700 +/- 100 rpm

USA 5 +/- 2 deg BTDC

CANADA 5 +/- 2 deg BTDC

Spark Plug Model No. Spark Plug Gap

Intake Side BPR6ES 0.031-0.035 in

Exhaust Side BPR5ES 0.031-0.035 in

Vacuum Diaphragm, A/T
Vacuum Diaphragm Rod Selection
UNIT .................................................................................................................................................................................................................. mm (in)
Measured Depth [1] ............................................................................................................................................................ Rod Length / Part Number
Under 25.55 (1.0059) ..................................................................................................................................................... 29.0 (1.142) / 31932-X0103
25.65 - 26.05 (1.0098 - 1.0256) ..................................................................................................................................... 29.5 (1.161) / 31932-X0104
26.15 - 26.55 (1.0295 - 1.0453) ..................................................................................................................................... 30.0 (1.181) / 31932-X0100
26.65 - 27.05 (1.0492 - 1.0650) ..................................................................................................................................... 30.5 (1.201) / 31932-X0102
Over 27.15 (1.0689) ....................................................................................................................................................... 31.0 (1.220) / 31932-X0101
[1] Refer to Adjustments for illustration of measured depth.
Wheel Fastener
1987-92 Pickup.......................................................................................................................................................................................... 87-108 ft/lbs
1987-92 Pathfinder..................................................................................................................................................................................... 87-108 ft/lbs
1987-91 Pickup (Dual Wheels)................................................................................................................................................................ 166-203 ft/lbs
1983-86 Pickup (Steel Wheels).................................................................................................................................................................. 87-108 ft/lbs
Fig. 2 Compression Pressure Specifications
Equipment Hookup & Adjustment Procedures
Preferred setting is the midpoint of ranges given.
With engine warm, turn idle speed adjusting screws to obtain specified rpm.
Allow engine to warm up, race engine several times. With Fuel Injection, disconnect fast idle control device (FICD). Adjust throttle screw to obtain
Carbureted
To set fast idle, open throttle valve and set to specified step of cam. Adjust fast idle screw to specification.
To set AC speed-up, turn AC on and set blower to high. Adjust speed-up device adjusting screw to specification.
Fig. 14 Idle Speed W/O Computer Control Specifications
Fig. 7 Fuel System Pressure Specifications
Fig. 7 Fuel System Pressure Specifications
Normal A/C System Pressures
Normal A/C System Pressures
Ambient Temperature (F) System Pressure

Normal High Side Pressure 80 150-170 psi

90 175-195 psi

95 185-205 psi

100 210-230 psi

105 230-250 psi

110 250-270 psi

Release Pressure 13 psi

Opening Temperature 180 F

Fluid Capacity 5 7/8 qt (US)
Note: Approximate, make final check with dipstick.

Fluid Capacity 5 7/8 qt (US)
Note: Approximate, make final check with dipstick.


Includes Engine and Reservoir Tank.
Manual Transmission With Heater 10 3/4 qt (US)

Without Heater 10 qt (US)

Automatic Transmission With Heater 10 qt (US)

Without Heater 9 1/4 qt (US)

Rear (H190) USA 2 5/8 pt (US)

CANADA 3 1/8 pt (US)

Dual Wheel Models (C200) 2 3/4 pt (US)

Rear (H190) USA 2 5/8 pt (US)

CANADA 3 1/8 pt (US)

Dual Wheel Models (C200) 2 3/4 pt (US)

Engine Oil
Gasoline engine............................................................................................................................................................................................................. SG
Diesel engine......................................................................................................................................................... SE/CC, SE/CD, SF/CC, SG/CD, CD
CAPACITY, Refill:
Van................................................................................................................................................................................................. 3.7 liters 3.9 quarts
1984-85 Pickup:
2WD......................................................................................................................................................................................... 3.6 liters 3.8 quarts
4WD......................................................................................................................................................................................... 3.8 liters 4.0 quarts
Diesel........................................................................................................................................................................................ 4.8 liters 5.1 quarts
1986 early 4-cyl:
2WD......................................................................................................................................................................................... 3.2 liters 3.4 quarts
4WD......................................................................................................................................................................................... 3.5 liters 3.7 quarts
Diesel........................................................................................................................................................................................ 4.8 liters 5.1 quarts
1986 late-89 Pickup, Pathfinder:
4cyl:
2WD......................................................................................................................................................................................... 3.3 liters 3.5 quarts
4WD......................................................................................................................................................................................... 3.8 liters 4.0 quarts
V6:
2WD......................................................................................................................................................................................... 3.6 liters 3.8 quarts
4WD......................................................................................................................................................................................... 3.0 liters 3.2 quarts
1990-92:
2WD......................................................................................................................................................................................... 3.5 liters 3.7 quarts
4WD......................................................................................................................................................................................... 2.9 liters 3.1 quarts
Diesel.............................................................................................................................................................................................. 6.7 liters 7.1 quarts
Capacity shown is without filter. When replacing filter, additional oil may be needed
Gasoline engines:
Above 50F (10C)................................................................................................................................................................................ 20W-40, 20W-50
Above 0F (-18C)............................................................................................................................................................................... 10W-30*, 10W-40
Below 60F (16C)................................................................................................................................................................................ 5W-30*, 10W-30
All temperatures.................................................................................................................................................................................................... 5W-30*
Diesel engines:
Above 32F (0C).......................................................................................................................................................................................................... 30
Above 20F (-7C)................................................................................................................................................................................................ 15W-40
Above 0F (-18C).............................................................................................................................................................................................. 10W-30*
Below 60F (16C)............................................................................................................................................................................................... 5W-30*
*1986-89, 10W-30 preferred; 1990-92 5W-30 preferred

Fuel Tank Capacity
Note: Standard wheel base, 13 1/4 gals.; long wheel base,

16 7/8 gals. Standard wheel base 4WD, 15 7/8 gals.; long

wheel base 4WD 19 7/8 gals.

Refill Capacity 4.5 qt (US)

Refill Capacity 4.5 qt (US)

Refrigerant Type R-12

Refrigerant Capacity 2.0-2.4 lb (US)

Refrigerant Oil Type SUNISO 5GS

Refrigerant Oil Capacity 8.6 oz (US)

TYPE:
1986-89............................................................................................................................................................................................................... GL-4
1990-92................................................................................................................................................................................................................... AF
See the Transmission manual for viscosity
CAPACITY, Refill:
1984-861/2 Pickup............................................................................................................................................................................ 1.4 liters 3.0 pints
19861/2-89 Pickup, Pathfinder.......................................................................................................................................................... 2.2 liters 4.8 pints
1990-92 Pickup, Pathfinder............................................................................................................................................................... 2.2 liters 4.8 pints
Fluid - Transfer Case
TYPE:
1986-89............................................................................................................................................................................................................... GL-4
1990-92................................................................................................................................................................................................................... AF
See the Transmission manual for viscosity
CAPACITY, Refill:
1984-861/2 Pickup............................................................................................................................................................................ 1.4 liters 3.0 pints
19861/2-89 Pickup, Pathfinder.......................................................................................................................................................... 2.2 liters 4.8 pints
1990-92 Pickup, Pathfinder............................................................................................................................................................... 2.2 liters 4.8 pints

Fluid Type Nissan Brake Fluid or DOT 3

Fluid Type Nissan Brake Fluid or DOT 3


Anti-Freeze Ethylene Glycol Base

API Classification API SF Grade
Energy Conserving Oils.

Oil Viscosity Temperatures Below 32 deg F 5w-30

Temperatures Above 0 deg F 10w-30 or 10w-40

Recommended Fluid Nissan ATF Or DEXRON ATF

Fluid Type API GL-5

Viscosity SAE 80w-90

Fluid Type API GL-4

Fluid Viscosity SAE 75w-90 Or 80w-90

Fluid Specifications-Combined
Fluid Specifications-Combined
Recommended Fluid DEXRON II ATF

Vehicle: Locations
A - Z Component List
Altitude: Forward RH Side of Engine Compartment
A.S.C.D.: Forward RH Side of Engine Compartment
A.S.C.D. Inhibitor: Forward RH Side of Engine Compartment
Auto-Choke: Rear RH Side Of Engine Compartment
Carburetor Heater: Forward RH Side of Engine Compartment
E.C.C.: Forward RH Side of Engine Compartment
Electronic Injection: Forward RH Side Of Engine Compartment
Fuel Pump: Rear RH Side Of Engine Compartment
Glow Plug: Rear RH Side Of Engine Compartment
Headlamp: On Fuse Panel Bracket
Heater: On Fuse Panel Bracket
Horn: Rear LH Side Of Engine Compartment
Inhibitor: Rear RH Side Of Engine Compartment
Power Window: On Fuse Panel Bracket
Fig. 438 Electrical Unit Locations (Engine Compartment). Exc. Fuel Injected Engine
Fig. 439 Electrical Unit Locations (Passenger Compartment). Less Fuel Injected Engine
Harness Locations
Chassis Harness Sections.
On Chassis
Applicable to: 1982-86 Pickup
Chassis Harness Sections.
On Chassis
Applicable to: 1986(1/2) Pickup
Vehicle: Diagrams
Connector Information
Standardized Relay Description And Explanations
Standardized Relay Description And Explanations
How To Read Splice Information
Symbol Identification
Wire Color Code Identification
B: Black
BR: Brown
CH: Dark Brown
DG: Dark Green
G: Green
GY: Grey
L: Blue
LG: Light Green
OR: Orange
P: Pink
PU: Purple
R: Red
SB: Sky Blue
W: White
Y: Yellow
When the wire color is striped, the base color is given first, followed by the stripe color as shown below:
Example: L/W =Blue with White stripe.
Flow of Diagnosis
incident. It may also be important to determine if the car has had any accessories recently installed or if any service work (collision repair, etc.)
Before beginning the diagnosis, make sure you have all of the necessary information. Along with these Fix Tips you should have the Power
Supply Routing information. You should make sure you have a thorough understanding of how the system operates. Based upon the customers
comments and your knowledge of the circuit operation, you should be able to identify which component(s) could cause the incident.
Systematically check the circuits involved, using the Harness Layouts and Power Supply Routing. Determine which circuit is the cause of the
incident and whether it is a wiring problem or a component problem.
Recommended Tools and Equipment
USE
A Digital Multimeter DMM (10 megaohm input impedance) . It can safely be used to diagnose and test most vehicle systems.
DON'T USE
Test lights. They are not recommended due to the possibility of damage to the computer or air-bag circuits.
BE PREPARED
1. Have the proper reference material available:
^ Power Supply Routings
^ Applicable Wiring Diagrams
^ Troubleshooting Information
3. Have a good understanding of what condition you are diagnosing:
^ Situation when the problem occurs. (weather, loads, etc.)
^ What systems interact with the one you are diagnosing?
^ Is it intermittent or a consistent problem?
Examples of Common Electrical Incidents
The illustration shows some, but not all, areas to check for common electrical incidents.
Ground Inspection
WHY INSPECT GROUND CONNECTIONS
Ground connections are very important to the proper operation of electrical and electronic circuits. They are often exposed to moisture and can get
a corrosive film of rust on the exposed metal.
A loose or corroded ground can alter a circuit. Many computer controlled circuits operate in the 5 volt range and can be seriously affected by a
voltage change as low as one tenth (0.1V) of a volt. A poor or corroded ground can easily affect the circuit by that amount.
HOW TO INSPECT GROUND CONNECTIONS
^ Remove the ground bolt screw or clip.
^ Inspect all mating surfaces for tarnish, dirt, rust, etc.
^ Clean as required to assure good contact.
^ Reinstall bolt or screw securely.
^ Inspect for "add-on" accessories which may be interfering with the ground circuit.
^ If several wires are crimped into one ground eyelet terminal, check for proper crimps. Make sure all of the wires are clean, securely
fastened and providing a good ground path.
VOLTAGE DROP TEST RESULTS
A good ground connection will have approximately 0.1 Volts or less voltage drop. For more details, refer to VOLTAGE DROP TESTS.
Testing For Opens
PREPARATION
Before you begin your testing and diagnosis, you should sketch a schematic of the system. This will help you to logically walk through the
diagnosis process. Drawing the sketch will also reinforce your working knowledge of the system. Refer to the attached drawing for a sample
schematic
There are two types of tests you can use for tracking down an open circuit: the Continuity Check using an ohmmeter or Voltage Check using the
USING THE CONTINUITY CHECK METHOD
NOTE: Make sure to always start with the DMM at the highest resistance level.
3. Connect one probe of the DMM to the fuse block terminal on the load side.
4. Connect the other probe to the fuse block (power) side of SW1. Little or no resistance will indicate that portion of the circuit has good
5. Connect the probes between SW1 and the relay. Little or no resistance will indicate that portion of the circuit has good continuity. If there
6. Connect the probes between the relay and the sensor. Little or no resistance will indicate that portion of the circuit has good continuity. If
there were an open in the circuit, the DMM would indicate an over limit or infinite resistance condition. (point C)
USING THE VOLTAGE CHECK METHOD
3. With SW1 open, probe at SW1 to check for voltage.

If voltage: open is further down the circuit than SW1.
If no voltage: open is between fuse block and SW1 (point A).
4. Close SW1 and probe at relay.

If voltage: open is further down the circuit than the relay.
If no voltage: open is between SW1 and relay (point B).

If voltage: open is further down the circuit than the sensor.
If no voltage: open is between relay and sensor (point C).
Testing For Shorts
PREPARATION
Before you begin your testing and diagnosis, sketch a schematic of the system. This will help you to logically walk through the diagnosis process.
Drawing the sketch will also reinforce your working knowledge of the system. Refer to the attached drawing for a sample schematic
There are two types of tests you can use for tracking down a short circuit: the Resistance Check using an ohmmeter or Voltage Check using the
RESISTANCE CHECK METHOD
2. Disconnect all loads (SW1 open, relay disconnected and sensor disconnected) powered through the fuse.
4. With SW1 open, check for continuity.

If continuity: short is between fuse terminal and SW1 (point A).
If no continuity: short is further down the circuit than SW1.
5. With SW1 closed, relay disconnected and probes at the load side of fuse terminal and ground check for continuity.

If continuity: short is between SW1 and the relay (point B).
If no continuity: short is further down the circuit than the relay.
6. With SW1 closed, relay contacts jumped with jumper wire and probes at the load side of fuse terminal and ground check for continuity.

If continuity: short is between relay and sensor (point C).
If no continuity: check sensor, retrace steps.
VOLTAGE CHECK METHOD
1. Remove the blown fuse and disconnect all loads (i.e. SW1 open, relay disconnected and sensor disconnected) powered through the fuse.
3. With SW1 open and the DMM leads across both fuse terminals, check for voltage.

If voltage: short is between fuse block and SW1 (point A).
If no voltage: short is further down the circuit than SW1.
4. With SW1 closed, relay and sensor disconnected and the DMM leads across both fuse terminals, check for voltage.

If voltage: short is between SW1 and the relay (point B).
If no voltage: short is further down the circuit than the relay.
5. With SW1 closed, relay contacts jumped with fused jumper wire check for voltage.

If voltage: short is down the circuit of the relay or between the relay and the disconnected sensor (point C).
If no voltage: retrace steps and check power to fuse block.
Voltage Drop Tests
PURPOSE OF THE VOLTAGE DROP TEST
Voltage Drop Tests are often used to find components or circuits which have excessive resistance. A voltage drop across closed contacts or wiring
indicates excessive resistance.
CAUSE OF CIRCUIT VOLTAGE DROP
A voltage drop in a circuit is caused by a resistance when the circuit is in operation. Part of the available voltage is used by the resistance resulting
in less available voltage for other loads (lights, motors, etc).
Unwanted high resistance can be caused by:
^ Undersized Wiring (single strand example)
^ Corrosion On Switch Contacts
^ Loose Wire Connections Or Splices.
EXAMPLE OF AN INCORRECT CIRCUIT TEST
give a reading of 0 ohms. This would normally indicate a good circuit. But when the circuit operates, the wire will not be able to carry enough
current and the bulb will be dim. Using a proper Voltage Drop test will show this wire to have high resistance.
EXAMPLES OF CORRECT CIRCUIT TESTS
Measuring Voltage Drop - Accumulated Method
NOTE: In the illustration there is an excessive 4.1 volt drop between the battery and the bulb.
Measuring Voltage Drop - Step By Step
A step by step voltage drop test can be used to identify a component or wire which is operating under too much resistance. It is most useful in
isolating excessive drops in low voltage/current systems such as those in Computer Controlled Systems..
Circuit Inspection
component may vary.
Wire <.001 volts
Heating and Air Conditioning
Fig. 7 Air flow & A/C operation
Check that air is discharged from correct outlets as specified in the air flow and operation charts, Fig. 7.

Fig. 6 Exploded view of steering column. 1982-86 Pickup less tilt column
Fig. 7 Exploded view of steering column. 1982-86 Pickup w/tilt column
Fig. 14 Typical power steering gear replacement. 1982-86 Pickup
Fig. 12 Typical manual steering gear replacement. Pathfinder & Pickup
Fig. 436 Fuse Panel & Power Distribution. Exc. Fuel Injected Engine
Fig. 437 Fuse Panel & Power Distribution. W/Fuel Injected Engine
Fig. 448 Charging System Wiring Circuit. W/Gasoline Engine Less Fuel Injection
Fig. 449 Charging System Wiring Circuit. W/Gasoline Engine & Fuel Injection
Fig. 445 Automatic Speed Control Device Wiring Circuit
Fig. 468 Power Door Lock Wiring Circuit
Fig. 443 Air Conditioning Wiring Circuit. Exc. Fuel Injected Engine
Fig. 444 Air Conditioning Wiring Circuit. W/Fuel Injected Engine
Fig. 461 Heater Wiring Circuit
Fig. 462 Ignition System Wiring Circuit
Fig. 450 Cigarette Lighter, Radio & Raer Window Defogger Wiring Circuit
Fig. 325 Clock, Horn & Inspection Lamp Wiring Circuit.
Fig. 329 Four Wheel Drive Indicator Lamp Wiring Circuit.
Fig. 457 Gauges & Meter Wiring Circuit
Fig. 442 Instrument Panel Printed Circuit
Fig. 337 Instrument Panel Illumination Wiring Circuit.
Fig. 467 Oil Pressure Gauge & Voltmeter Wiring Circuit
Fig. 342 Warning Chime Wiring Circuit.
Fig. 473 Warning Lamp Wiring Circuit
Fig. 446 Backup Lamp Wiring Circuit
Fig. 324 Clearance, License Plate, Side Marker & Tail Lamp Wiring Circuit.
Fig. 459 Hazard Warning & Turn Signal Lamp Wiring Circuit
Fig. 333 Headlamp Wiring Circuit.
Fig. 466 Interior Lamp Wiring Circuit
Fig. 471b Stop Lamp Wiring Circuit
Fig. 120 ECC Wiring Diagram
Fig. 455 Emission Control System Wiring Circuit. W/Gasoline Engine & Fuel Injection
Fuel Pump Control Circuit And Operation
Fig. 471a Starter Wiring Circuit. W/Gasoline Engine
Fig. 469 Power Window Wiring Circuit
Fig. 344 Windshield Wiper & Washer Wiring Circuit. Less Intermittent Wipers
Fig. 345 Windshield Wiper & Washer Wiring Circuit. w/Intermittent Wipers
Fig. 22 Exploded view of Diesel Kiki DKV-14 series vane rotary compressor
Wiper Motor
1. Remove wiper arms.
2. Remove cowl top grille.
3. Remove stop ring connecting wiper motor arm to connecting rod.
4. Disconnect wiper motor electrical connector from beneath instrument panel.
5. Remove wiper motor retaining bolts and the wiper motor.
6. Remove flange nuts retaining pivot to cowl top.
7. Remove wiper motor linkage.
Fig. 13 Detonation Control System, MPG Model.
Fig. 63 Emission control system.
Engine And Emission Control Systems
Fig. 28 Positive Crankcase Ventilation System.
Fig. 34 Spark Timing Control System.
Computers and Control Systems: Component Tests and General Diagnostics
Power Supply Testing
Fig. 25 Battery source test
Perform battery source test as illustrated in Fig. 25.
Diagnostic Notes
Note the following prior to performing any electrical tests of the ECC system:
1. Before performing any tests, disconnect battery ground cable and disconnect 10 and 20-pin electrical connectors from ECC control unit.
2. Use care to avoid damaging pins when disconnecting or connecting control unit connectors.
3. Following inspection or replacement, secure control unit connectors and recheck system operation.
Air/Fuel Ratio Control Solenoid Test
Fig. 23 Air/fuel ratio control solenoid test
Perform air/fuel control solenoid test as illustrated in Fig. 23.
Altitude Switch
Fig. 26 Altitude switch circuit test
Perform altitude switch circuit test as illustrated in Fig. 26. Prior to testing, disconnect electrical connector from altitude switch, then connect
jumper wire between harness connector terminals, connect battery ground cable and turn ignition on.
Anti-Dieseling Solenoid Circuit Test
Fig. 24 Anti-dieseling solenoid circuit test
Perform anti-dieseling solenoid circuit test as illustrated in Fig. 24.
Clutch Switch Circuit (M/T Only)
Fig. 11 Clutch switch test
Perform clutch switch test as illustrated in Fig. 11. Prior to testing, shift transaxle to any position except Neutral.
Control Unit Ground Circuit Test
Fig. 21 Control unit ground circuit test
Perform control unit ground circuit test as illustrated in Fig. 21. if resistance is not as specified, check harness and repair as necessary.
Exhaust Gas Sensor
Fig. 20 Exhaust gas sensor circuit test
Perform exhaust gas sensor circuit test as illustrated in Fig. 20. Prior to testing, disconnect electrical connector from sensor and ground the
sensor.
Fast Idle Control Device (FICD) Circuit
Fig. 30 FICD circuit test
Perform FICD circuit test as illustrated in Fig. 30.
Ignition Coil Trigger Input Test
Fig. 22 Ignition coil trigger input test
Perform ignition coil trigger input test as illustrated in Fig. 22. If voltmeter does not respond as indicated, check ignition coil and wire harness
and repair or replace as necessary.
Mixture Heater Control Circuit
Fig. 29 Mixture heater circuit test
Perform mixture heater circuit test as illustrated in Fig. 29. If voltage is not as specified, check harness, automatic choke relay and mixture heater
relay and repair or replace as necessary.
Neutral/Park Switch Test
Fig. 10 Neutral/park switch test
Perform neutral/park switch test as illustrated in Fig. 10.
Spark Plug Switching Control
Fig. 27 Spark plug switching control system output test.
Fig. 28 Spark plug switching control system output test.
Perform spark plug switching control system output test as illustrated in Figs. 27 and 28. Prior to testing, on 1986 Federal models equipped with
Z24 engine and manual transmission, except ``Cab & Chassis'' models, disconnect vacuum hose from vacuum switch and connect a suitable hand
vacuum pump to the switch. On all models, if tests results are not as specified, check harness, ignition control unit and vacuum switch and correct
as necessary.
Throttle Valve Switch
Fig. 12 Throttle valve switch test
Fig. 13 Throttle valve switch check
Fig. 14 Throttle valve switch adjustment
Perform throttle valve switch test as illustrated in Fig. 12.
Prior to testing, ensure choke valve is fully open. If resistances are not as specified, check and adjust throttle valve switch as follows:
1. Disconnect throttle valve switch electrical connector from carburetor.
2. Connect jumper wires between air/fuel ratio and anti-diesel solenoid terminals, Fig. 13.
3. Ensure continuity does not exist between throttle valve switch electrical connector and ground, Fig. 13.
4. Run engine at approximately 2000 RPM and ensure continuity exists between throttle valve switch electrical connector and ground.
5. Gradually decrease engine speed to 1300-1400 RPM on 1985 models, or 1150-1450 RPM on 1986 models and ensure circuit continuity
breaks.
6. If circuit continuity is not broken at specified engine speed, adjust throttle valve switch as follows:
a. Manually open the throttle to hold engine speed at approximately 1350 RPM on 1985 models, or 1250-1350 RPM on 1986 models. Do
not use idle speed screw.
b. Slowly turn adjusting screw, Fig. 14, in either direction until ohmmeter indicates an open circuit.
c. Recheck adjustment, then adjust idle speed if necessary.
Vacuum Switch
Fig. 15 Vacuum switch test.
Fig. 16 Vacuum switch test No. 1.
Fig. 17 Vacuum switch test No. 2.
Perform vacuum switch test as illustrated in Figs. 15 through 17. Prior to testing, disconnect vacuum hose from switch and connect a suitable
hand vacuum pump to the switch.
Water Temperature Sensor
Fig. 18 Water temperature switch test
Fig. 19 Water temperature sensor resistance specifications
Perform water temperature sensor test as illustrated in Fig. 18. If resistances are not as specified, check sensor as follows:
1. Position water temperature sensor in a container of water and measure resistance when heated to various temperatures, Fig. 19.
2. If resistance readings are within specifications, check sensor harness and correct as necessary. If readings are not within specifications,
replace sensor.
Computers and Control Systems: Symptom Related Diagnostic Procedures
Fig. 7 Improper idling troubleshooting chart
Fig. 9 Engine stall troubleshooting chart
Fig. 8 Engine startability troubleshooting chart
Fig. 6 Driveability troubleshooting chart
Technical Service Bulletins
All Technical Service Bulletins:
Number Date Name
00-013 Feb 00 Steering - Vibration/Brake Pedal Pulsation
00-027 Mar 00 Tools - Nissan Essential Tool Shipment Summary
00-033D Aug07 Brakes - J udder/Pedal Feel/Noise Diagnosis/Repair
01-005A Oct 04 Restraint System - Seatbelts Slow to Retract
03-093A Mar 04 Engine/Transmission - Precautions During R&R Procedure
04-094 Aug04 Brakes - On-Car Rotor Refinishing
06-076 Nov 06 Wheels - Chrome Wheel Handling When Mounting Tires
87-064 Apr 87 Lights - Plastic Lens Isopropyl Alcohol Caution
87-103 J un 87 Brakes - Explanation of Common Noises
87-135 Aug87 Engine Controls - Intermittent Engine Surge/Hesitation
87-145 Sep 87 Paint - Spotting Prevention & Repair
87-172 Nov 87 A/T - Cleaning Components/Overhaul
88-015 Feb 88 Body - Warnings for Aftermarket Rust Proofing
88-152 Nov 98 Tires - Vibration, Diagnosis & Out of Round Measurement
88006 J an 88 Engine - Replacement Pistons
88013 Feb 88 Paint - 2 and 3 Coat Pearlescent Finishes
88015 Feb 88 Chassis - Warnings for Aftermarket Rust Proofing
89-131 Aug89 Brakes - Silicone and PBC Greases
89015 Feb 89 A/T - Slow Shift, Replacing ATF
89131 Aug89 Brakes - Silicone & PBC Greases
89132 Aug89 Tools - Rivnut Installation
90-044 May90 Audio - Cassette Tape Player Maintenance
90-090 Oct 90 Tools - Angular Tightening Recommendation & Tools
90V072 J un 90 Recall - Label Tire Pressure Max Load Incorrect
91049 May91 Alignment - Toe Specification Clarification
91051 May91 Seats - Care of Leather Trim
91052 May91 A/C - Refrigerant Oil Availability/Recommendation
91060 J un 91 A/C - ACR-3 Refrigerant Recovery and Recycling Machine
91067 J ul 91 Lights - Water Condensation In Lamp Lens
92-001 J an 92 A/C - System Changes As Result of R-134A Refrigerant
92-062A J un 99 Brakes - AMMCO On Car Lathe Operating Guidlines
92003 J an 92 Audio - Aftermarket Phone/Audio Installation Precautions
92062 Aug92 Brakes - Ammco On Car Brake Lathe Operating Guidelines
92083 Oct 92 Maintenance - Cleaning Power Antenna & Wiper Blades
92086 Oct 92 Fuel - Injector Replacement Guidelines
92123 Dec 92 Wheels - Aftermarket Chroming of Nissan Alloys
93-017 J an 93 Cassette - Poor Sound Quality/Loss of Channel/J amming
93-176 Nov 93 ECM - Relay (Type 1M) Green or Blue Precautions
93071 Apr 93 Oil - Recommended Fluids, Lubricants and Chemicals
93075 May93 Interior - Aid to Diagnosing Water Leaks
93148 Oct 93 Electrical - General System Diagnosis
93181 Dec 93 Emissions System - Troubleshooting Tips
94-004 J an 94 Differentials - Recommended Lubricants
94-009 Mar 94 Battery - Charging/Replacement Procedure
94-011 Feb 94 Starting & Charging - Systems Description/Diagnostics
94-015 Feb 94 Paint - Contamination Identification and Repair
94-077 Aug94 Emission - Inspection/Maintenance Program Overview
94-100 Nov 94 Fluids - Recommended Fluids, Lubricants & Chemicals
94004 J an 94 Drivetrain - Differential Oil Recommendations
94005 Sep 94 A/C - Service Procedures For Retrofitted A/C Systems
94012 Feb 94 Brakes - J udder/Steering Wheel Vibration Correction
94088 Sep 94 Body - Components Material Safety Data Sheets (MSDS)
94091 Nov 94 A/C - Retrofit Service Procedures
95-015 Mar 95 A/C - Precautions for Repair/Installation
95-114 Dec 95 M/T - Clutch Operating Cylinder Service Information
95-120A J an 03 Fuel System - Cold Weather Engine Starting Tips
95017 Feb 95 Engine - Oil Level and Grade, Driveability
95030 Mar 95 Tools - Essential Tool Release, Engine, A/C
95057 J un 95 A/C - Compressor Leak/Noise, Poor Performance
95062 J un 95 Tools - Essential Release, Connector/Terminal Kit
95070 J ul 95 ECM - Green or Blue Relay Caution
95074 Aug95 Antenna - Inoperative, Rod Maintenance & Replacement
95106 Oct 95 A/C - Refrigerant Oil Identification
96-023A Dec 97 A/C - System Retrofit Information
Number Date Name
96-087 Sep 96 A/C - Revised Procedure For Detection Refrigerant Leaks
96-100 Oct 96 Cooling System - Fan Installation On Water Pump Flange
96-104 Nov 96 Engine Controls - Precautions Electronic System Testing
98-005 Feb 98 A/C - New Connections & O-Rings
98-042 May98 A/T - Fluid Application
98-060 J ul 98 Body - Repair Guidlines for Rust & Corrosion
98-063 J ul 98 A/C - New Leak Detector
98-089 Nov 98 Oxygen Sensor - Thread Cleaning and Other Precautions
98-110 J an 99 Interior - Squeak and Rattle Repair Supplies
99-017 Apr 99 Audio - Speaker Noise, Cellular Phone Interference
99-044B Oct 99 Tools - Starting & Charging System Tester
99-048U Aug08 Battery/Starting/Charging System - Testing
AC86011 J ul 86 A/C - Component Service Kit
AT87003 Apr 87 A/T - Slow Shift In Cold Weather
AT87172 Nov 87 A/T - Cleaning Hydraulic System Components
ATRATB028 Oct 90 A/T - Engine Vacuum Testing
ATRATB053 J un 91 A/T - Overdrive Planetary Burn Up
ATRATB062B J ul 91 A/T - E4N71B, 4N71B & J M600 Overdrive Check Balls
ATRATB078 Nov 91 A/T - How To Use A Pressure Gauge
ATRATB113 May92 A/T - E4N71B, L4N71B, 4N71B No 4th Gear
ATRATB8748 Aug87 A/T - Slipping or No-Shift/Metal Sealing Rings
ATRATB8754 Sep 87 A/T - Front Bushing Wear
ATRATB8845 Oct 88 A/T - 4N71B Overdrive Case
ATRATB889 Feb 88 A/T - Identification
ATRATB8910 Apr 89 A/T - Shifts Into Overdrive with Switch Off
ATRATB8923 Aug89 A/T - Math Formulas Part I
ATRATB8927 Sep 89 A/T - Twenty Steps To Successful Repairs
ATRATB8930 Oct 89 A/T - Math Part II
ATRATB9002006 Feb 90 A/T - Choosing the Right ATF
BE86020 Oct 86 Audio - Radio Installation Caution
BE86021 Dec 86 Antitheft - Optional Vehicle Security System Wiring
BF87013 Apr 87 Lights - Isopropyl Alcohol Caution
BF87017 May87 Windshield - Repair Kit
BF87026 J ul 87 Seat Belts - Extender Availability
BF88012 Aug88 Mirrors - Installation of Glass On Door Mirror
BF88015 Sep 88 PDI - Paint Guard Coating (PGC) Removal
BF89024 Sep 89 Exterior Trim - Cleaning Textured Plastic Surfaces
BF90003 Apr 90 Locks - Revised Torques For Door Lock & Striker Bolts
BR86001 Apr 86 Brakes - Automatic Parking Brake Adjustment
EC86010 J ul 86 Engine Controls - Oxygen Sensor Description & New Torque
EE86007 May86 Battery - Designation Modification
EF87005 Mar 89 Ignition - Transistor Unit Application Chart
EL87020 Oct 87 Battery - Charging Precautions
EL88021 Nov 88 Audio - Cassette Tape Player Diagnosis & Maintenance
EL89013 J ul 89 Audio - Radio Installation Precautions
EL90002 May90 Audio - Cassette Player Maintenance
EM90008 Oct 90 Engine - Angular Tightening Tools
EM90009 Oct 90 Coolant Tester - Calibration
EN86003 Apr 86 Extended Service Oil Filter - Application Chart
GI86001 J an 86 Engine - Winter OIl Recommendations
GI86008 Mar 86 Wiring Diagram - How To Read Instructions
GI86024 J ul 86 Engine - Oil Refill Capacity Correction
GI86035 Oct 86 Powertrain Components - Rust Proofing
GI87012 May87 Towing Information - Trucks With Manual Transmission
GI89015 Dec 89 Fuel - Recommendations
GI91004 May91 CONSULT - Lithium Battery Replacement
HA87004 Feb 87 Defroster - Poor Performance Explanation
HA87023 Dec 87 A/C Blower Fan System - Inoperative
HA90006 Mar 90 R12 Refrigerant - Conservation/Recycling
HA91002 Feb 91 A/C - Refrigerant Oil Recommendations
NHTSA85V146000 Nov 85 Recall 85V146000: Steering Column Coupling Bolt Loose
PI95-006 Mar 95 Brakes - Noise Explanation
PI95-008 Apr 95 Enhanced Emission Inspection/Maintenance Program I/M240
Number Date Name
PI95006 Mar 95 Brake System - Noise Concern Explanation
PI95016 Sep 95 Remanufactured Starter/Alternator - Program
PI95017 Sep 95 Remanufactured Distributor - Program
ST86007 Oct 86 Power Steering Gear - Correct Oil Seal Installation
TS85096 Aug85 Driveline - High/Low Speed Vibration
TS85138 Nov 85 Rear Leaf Spring - Squeaks On Rough Roads
TS86039 Mar 86 M/T - Shift Fork Installation Cautions
TS87122 Sep 87 M/T Shift Boot - Loose
WB90007 J un 90 Hitachi Radio - Return Address Change
WB90010 J un 90 A/C Refrigerant - Warranty Claim Reimbursement
WB90011 J un 90 Seat Trim - Non-Warrantable Examples
WB91001 Feb 91 Warranty Information - Suspended Warranty Claims
WB91002 Feb 91 Warranty - Expansion of VOR Freight Reimbursement
WT86005 J ul 86 Tire Rotation and Pressure - Recommendations
Vehicle: Technical Service Bulletins
How to Find Technical Service Bulletins by Category/Symptom
Selecting TSB's "By Symptom"
If you have a vehicle which displays system-related symptoms, ALLDATA provides a way to quickly search for any relevant Technical
Service Bulletins (TSB's). When you select TSB's "By Symptom," all relevant TSB's display at the top of the TSB title list. Viewing TSB's
by Symptom is helpful when the vehicle displays a distinct, system related, malfunction. You may also wish to review the symptom list with
your customer to uncover additional information that was not indicated on the Driveability Worksheet.
You can view TSB's by Symptom at any System or Sub-System level of the TurboView hierarchy. For example, a Symptom list will appear
when selecting Powertrain Management or Computers and Control Systems. Symptoms will not appear when selecting a component (such as
Mass Air Flow Sensor).

To view TSB's by Symptom:
1. Select the desired System or Sub-System and click the TSB icon.
2. Select "By Symptom" from the TSB list.
3. Select the symptom you wish to display.
4. Click on the desired TSB to display the article

Example:
Your customer complains of a noise in his 1989 Toyota Corolla (1.6L DOHC). The noise seems to be coming from the automatic
transmission. To find TSB's related to transmission noise:
1. Select Transmission and Drivetrain, then Automatic Transmission.
2. Click the TSB icon and select "Noise" from the TSB symptom list.
3. Notice that TSB's related to transmission noise are now located at the top of the TSB title list while non-related TSB's for the transmission
are listed below.
Technical Service Bulletin #90V072 Date: 900607
Recall - Label Tire Pressure Max Load Incorrect
Models: 1983.5-90 Truck
Section: Recall Campaign Bulletin
Classification
Bulletin No.: 90V-072
Date: J une 7, 1990
VOLUNTARY RECALL CAMPAIGN FMVSS CERTIFICATION LABEL TIRE PRESSURE INFORMATION
AUTHORIZATION
Nissan Motor Co, Ltd., Tokyo, J apan, authorizes Nissan Motor Corporation in U.S.A. (NMC) to conduct a voluntary recall campaign on certain
1983.5 through 1990 trucks and multi-purpose vehicles.
INTRODUCTION
The tire pressure for the gross axle weight rating (GAWR) listed on the doorpost FMVSS certification label and on the tire placard in the glove box
is incorrect for certain vehicle models and tire sizes. The affected years, models, and tire sizes are listed. All owners of the affected vehicles will
receive a letter and correction labels, along with instructions for application. In the event assistance is needed, the owners will be instructed to
contact their Nissan dealer for label application at no charge. A copy of the owner letter is enclosed in this bulletin.
Nissan has assigned identification number 90V-072 to this campaign. This number must appear on all communications and documentation of any
nature dealing with this campaign.
NOTE: The small number to the right of the bulletin date is the number sequence of the documents published for this campaign.
Dealer Responsibility and Parts Info.
DEALER RESPONSIBILITY
It is the dealer's responsibility to check each vehicle falling within the range of this campaign which for any reason enters the service department.
This includes vehicles purchased from private parties or presented by transient (tourist) owners and vehicles on dealer used car sales lots. If a
correction label is needed, and the owner does not have the notification letter and labels mailed by Nissan, labels should be obtained as listed
below.
PARTS INFORMATION
These supplemental correction labels will not be available through the normal parts distribution system since the labels are being sent directly to the
vehicle owner. In the event a label is lost or damaged, a replacement may be obtained through your regional service department.
Affected Models
ORIGINALLY EQUIPPED REPLACEMENT
YEAR MODEL/BODY STYLE WITH THESE TIRES LABEL TYPE
1983.5-1986 720 2WD Truck P195/75R14 A
1983.5-1986 720 Sport Truck P205/75R14 Y
1986.5-1987 D21 2WD Truck (Std) 7.00-14 B
1988-1989 D21 2WD Truck (Std) P185/75R14 D
1986.5-1990 D21 2WD Truck (E,XE) P195/75R14 X
1988-1990 D21 4WD Truck (E,XE) P215/75R15 C
1987-1990 WD21 Pathfinder (E,XE) P215/75R15 C
1986-1988 M10 4WD Stanza Wgn. P185/70R14 I
TABLE 1
The original equipment tire size is listed on the existing FMVSS certification label on the door pillar (the size is correct, only the pressure is in
error).
Correction Procedure
1. Clean the surface of the door pillar below the door latch striker as shown below to remove dirt or grease.
2. Peel the new label from its backing, and place the label on the door pillar in the area just cleaned.
3. Press firmly to insure proper adhesion.
4. Install the new tire placard in the glove box over top of the existing placard. (1983.5-1986.5 trucks do not have a glove box placard)
Warranty Information
If you are requested by a vehicle owner to install the replacement labels, a recall campaign claim may be entered via DATANET. A peel-off label,
imprinted with the owner's name, address, vehicle identification number, campaign description and PNC is included in the owner's notification
package. Remove this label and apply it directly to the repair order to save the service writer's time and ensure accurate, readable information for
claim submission. Dealers who are not yet on DATANET should submit a standard S-1-S warranty claim.
WARRANTY CLAIM INFORMATION Enter the DATANET claim or type the S-1-S claim using the following information:
CS PNC CT OP CODE FLAT RATE OPERATION
9Y R0076 99 R00760 0.2 Apply FMVSS Label
1983-90 720, D21, WD21, M10 TIRE PRESSURE LABELS
Owner Letter
Dear Nissan Owner:
This notice is sent to you in accordance with the requirements of the National Traffic and Motor Vehicle Safety Act. Nissan Motor Co., Ltd. has
determined that some 1983 to 1990 Non-passenger motor vehicles may fail to conform to Federal Motor Vehicle Safety Standard No. 120 - Tire
Selection and Rims for Motor Vehicles other than Passenger Cars. Our records show that you are the owner of one of these vehicles. If you no
longer own this vehicle, please fill out and return the enclosed Change of Information postcard.
Safety Standard No. 120 requires that information concerning tire size, rim size, and tire inflation pressures for carrying the maximum load be
placed on a label on the vehicle. Additionally, except for 1983 to 1986 model trucks, Nissan provides information concerning tire pressures for
moderate loads on a sticker inside the glove box. While the tire pressures specified for moderate loads are correct, the pressures specified for
maximum load are incorrect. The tire pressure information for maximum loads is located on the manufacturer's label on the left doorpost and on the
sticker inside the glove box. If the vehicle is driven with the maximum allowable passenger and cargo load and with the tires inflated to the
incorrect pressure, the vehicle load may exceed the load carrying capacity of the tires.
Enclosed with this letter is a supplemental door post label showing the correct tire pressures for your vehicle. In some instances, a corrected glove
box label will also be included. A corrected glove box label is not required for all vehicles. These additional labels should be placed on the door
post near the original label and in the glove box (if necessary) as shown in the attached instructions. This letter should be kept in your vehicle
Owner's Manual as a reminder that the tire pressure specifications have been changed. Please disregard any other tire pressure information which
may have been provided with your vehicle.
It is important to replace tires with the same size and load carrying capacity as originally equipped. If you have replaced your tires with a size other
than specified by Nissan in your Owner's Manual, which we do not recommend, then consult with your tire dealer to insure that the tire load
capacity is sufficient to carry the vehicle load.
The following page of this notice explains the application areas. Before applying the new labels, please clean the surface of the door post to ensure
that it is free of dirt and oil. If you wish, you may take your vehicle to any Nissan dealer for installation of the label at no charge. If you choose to
do this, please bring this notice with you to the dealer who will assist you.
If the dealer fails to make this correction at no charge to you, you may contact the National Consumer Affairs Office, Nissan Motor Corporation in
U.S.A. at P.O. Box 191, Gardena, California, 90248-0191. The toll-free telephone number is 1-800-NISSAN1.
You may also contact the Administrator of the National Highway Traffic Safety Administration, 400 Seventh Street, S.W., Washington, D.C.,
20590 or call the toll-free Auto Safety Hotline at 1-800-424-9393. (Washington D.C. area residents may call 426-0123).
Thank you for your cooperation. We are indeed sorry for any inconvenience this may have caused you.
TIRE PRESSURE LABEL INSTALLATION PROCEDURE
1. Before installing the new Tire Pressure Label, the left door frame just below the door latch striker must be cleaned. Using clean water and a
dishwashing detergent, remove all dirt, oil and/or grease from the frame surface.
2. Thoroughly dry the area with a clean cloth.
3. Apply the new Tire Pressure Label to the cleaned area. To ensure proper adhesion, firmly down on the center of the label, then wipe outward
to the outer edges.
4. If a tire placard similar to the one shown below [Figure 1] was included with this letter, place the placard in the glove box, over the top of the
original placard. The new tire pressures should be used when inflating vehicle tires.
Technical Service Bulletin #NHTSA85V146000 Date: 851112
Recall 85V146000: Steering Column Coupling Bolt Loose
THE STEERING COLUMN IS CONNECTED TO THE STEERING GEAR BY MEANS OF SPLINED SHAFT COUPLINGS. THESE
COUPLINGS ARE SECURED WITH A TRANSVERSE BOLT AND LOCKWASHER. IT WAS FOUND THAT THE BOLT WAS NOT
TIGHTENED AND TORQUED TO SPECIFICATIONS. CONSEQUENCE OF DEFECT: ALTHOUGH THE SPLINES PROVIDE ADEQUATE
COUPLING TO PERMIT OPERATION, EXTENDED USE MAY RESULT IN SPLINE DISENGAGEMENT AND LOSS OF VEHICLE
CONTROL WHICH MAY CAUSE AN ACCIDENT. CORRECTIVE ACTION: INSPECT AND CORRECT AS NECESSARY TO PRECLUDE
SPLINE DISENGAGEMENT.
SYSTEM: STEERING/SHAFT COUPLING.
VEHICLE DESCRIPTION: MODEL 720 LIGHT DUTY TRUCKS.
1986 NISSAN TRUCK 720
Technical Service Bulletin #HA87004 Date: 870227
Defroster - Poor Performance Explanation
Models All Models
Section Heater & Air Conditioner
Classification HA87-004
Bulletin No. TS87-036
Date February 27, 1987
DEFROSTER PERFORMANCE
APPLIED MODELS: All Models
SERVICE INFORMATION
If a customer complains about poor defroster performance, use the following information to instruct the customer for optimum defroster
performance.
Manual Systems
1. Set the air intake lever to the fresh position.
2. Set the air control lever to the defrost (DEF) position.
3. Turn on the fan control lever (#4 position for quick defrost).
4. Set the temperature control lever to the middle through the "HOT" position.
5. If vehicle is equipped with air conditioning, push the A/C switch "ON".
Automatic Systems
A. Maxima:
1. Push the defrost (DEF) switch on.
2. Move the temperature set lever to the desired position.
3. Push the "HI" fan control switch for quick defrost.
4. Do not push the "REC" switch. The "REC" switch will not be activated when system is in the "DEF" mode.
B. 300ZX:
1. Push the "DEMIST-DEF" switch to the "DEF" mode. The temperature will automatically shift to full hot, the "SET" display will show
90~F and the fan speed will automatically switch to "HI". If less air flow is desired, push the "LOW" fan control switch.
2. Do not push the "REC" switch. The "REC" switch will not be activated when the system is in the "DEF" mode.
NOTE: Use the manual "DEF" switch only if the air conditioner is malfunctioning. When the manual "DEF" switch is pushed, the
defroster operates in the full hot, high fan speed mode and all other controls are deactivated. Push the manual "DEF" switch
again to activate the other controls.
Technical Service Bulletin #00-013 Date: 000210
Steering - Vibration/Brake Pedal Pulsation
Classification:
BR00-001
Reference:
NTB00-013
Date:
February 10, 2000
AMMCO ON-CAR BRAKE LATHE OPERATING PROCEDURE

APPLIED VEHICLES:
All Nissan vehicles with disc brakes
SERVICE INFORMATION

If a Nissan vehicle exhibits steering wheel vibration or brake pedal pulsation when braking, it may be brake judder. Brake judder is created by
excessive thickness variation of the brake rotors. In most cases the thickness variation is a result of excessive brake rotor run-out. While brake
judder is usually associated with the front brake rotors, the rear brake rotors may cause it too.

The most effective way to eliminate brake judder and excessive rotor run-out is to turn the brake rotors using the Ammco on-car brake lathe. This
required special tool will minimize the assembled brake rotor run-out more than conventional off-car turning/installing on hub process. Please note
the following points when using the on-car brake lathe:

^ Prevent metal shavings from contacting or collecting on the ABS speed sensors. Remove any shavings that stick to the ABS speed sensor's
magnet. It is best to clean the ABS sensor with the rotor removed.

^ Mark the exact location of the rotor (on the axle hub) before removing the rotor (see Figure 2).

^ Do not tighten the wheel lug nuts with an air impact driver. Uneven or high torque applied to the lugs may distort the brake rotor and hub,
resulting in increased rotor run-out and excessive rotor thickness variation as the rotor wears.

^ If new rotors are required, install them on the hub in different positions (index) to achieve the lowest run-out reading (equal to or less than
0.0012", 0.03 mm), using a dial indicator. See Figure 11.
Service Procedure
1. Measure the rotor thickness at 10 mm in from the outside diameter of the rotor to ensure the rotors can be turned (see Figure 1).
A. If the rotor thickness is below specification, the rotor cannot be turned, but must be replaced. When installing new rotors, install them
on the hub in different positions (index) to achieve the lowest run-out reading (equal to or less than 0.0012", 0.03 mm).
B. If the rotor thickness is within specification, the rotor can be turned. Proceed with step 2.
WARNING:
Do not cut below the minimum rotor thickness specification. Replace the rotor if the run-out cannot be eliminated without exceeding the
minimum rotor thickness specification.
2. Remove the brake caliper assembly.
CAUTION:
Do not allow the brake caliper assembly to hang from the brake hose. Use a piece of wire to hang the caliper from the front coil spring.
3. Put an alignment mark on the rotor and the axle to ensure the rotor remains in its original position (see Figure 2).

4. Assemble the legs on the lug adapter according to the lug pattern of the vehicle being worked on (see Figure 3). Then tighten the bolts that
secure the legs to the adapter, making sure the legs are flat against the adapter and freely rotate.

5. Orient all legs to the full outside position, against the stop pin (see Figure 3).

6. Install the lug adapter on the brake rotor (see Figure 4). Tighten all lug nuts to 40 ft/lb.

NOTE:
Ensure that all lug nuts are installed on the lug studs - including the lug studs not used for the lug adapter legs.
NOTE:
Make sure the lug adapter is centered on the brake rotor (see Figure 4).
7. Install the brake lathe on the vehicle as follows:

A. Loosen the bolts holding the adjustable mounting brackets on the lathe and slide the brackets in or out to align with the holes in the
caliper mounting bracket on the vehicle.

NOTE:
If the mounting brackets on the lathe do not adjust in or out far enough to reach the caliper mounting holes, the brackets may be switched
end-to-end or switched end-to-end and turned 90 degrees to match the caliper mounting holes.
B. Mount the lathe against the inboard side of the caliper mounting bracket using the appropriate adapter mounting bolts, sleeves and
spacers to achieve adequate clearance between the lathe and the brake rotor (see Figure 5).

NOTE:
Use the appropriate adapter mounting bolts and sleeves to ensure the lathe is firmly mounted and that NO movement (play) exists between the
caliper mounting bracket and the lathe. Also, make sure there is sufficient clearance between the adapter mounting bolts and the brake rotor
(see Figure 6).
8. Install the silencer band on the outside diameter of the brake rotor to dampen vibrations during cutting.

9. Position the cutting bits about 10 mm in from the outer edge of the rotor surface (see Figure 7).

NOTE:
Make sure the cutting bits are sharp and in good condition. Also, cutting bits should not be used more than ten times as they wear out.
10. Turn the (blue) depth-of-cut knob clockwise to advance the outboard cutter until it lightly contacts the rotor surface. Hold the knob still
while rotating the micrometer dial to zero (see Figure 7). Then, turn the depth-of-cut knob 1 notch counterclockwise.

11. Turn the (red) depth-of-cut knob clockwise to advance the inboard cutter until it lightly contacts the rotor surface. Hold the knob still while
rotating the micrometer dial to zero (see Figure 7). Then, turn the depth-of-cut knob 1 notch counterclockwise.

NOTE:
Once you have zeroed a micrometer dial, never use the dial to advance or withdraw a cutting bit; the dial may slip, losing the zero position.
Only use the depth-of-cut knob to advance or withdraw the cutting bit.

12. Advance the carriage with the hand wheel until the outboard cutting bit reaches the inside edge of the rotor surface (see Figure 8). Then,
advance the carriage movement hand wheel an additional one-third turn.

13. Turn the depth-of-cut knobs individually to set each cutting bit to the desired depth of cut. Each cut may be between 0.002" and 0.004" (0.05
mm and 0.10 mm), but the final cut must be made at 0.001" (0.025 mm).

14. Tighten the cutter locking knobs (see Figure 9).
15. Connect the rotor driving unit to the lug adapter (see Figure 10).

NOTE:
Before using the rotor driving unit, ensure that all lug nuts are installed on the lug studs - including the lug studs not used for the lug adapter.
Tighten the lug nuts to 40 ft-lb.
NOTE:
Make sure the rotor driving unit cable is exactly level with the center of the lug adapter (see Figure 10).
16. Activate the rotor driving unit.

17. Tighten the engagement knob in the center of the carriage movement hand wheel (see Figure 9) to start the cutting process. When the cutting
bits clear the outer edge of the rotor, loosen the engagement knob to stop the carriage movement.

18. If part of the brake surface was not cut, leave the cutters in the locked position and move the carriage until the cutters are at the inside edge of
the braking surface, then repeat steps 12, 13, 14, 16 and 17.

19. Turn the rotors with a finish-cut of 0.001" (0.025 mm).

NOTE:
The brake lathe cutting bits must be replaced after they have been used 10 times.
20. Use a dial indicator to ensure the rotor run-out is within specification (see Figure 11). Rotor run-out should not exceed 0.0012" (0.03 mm).

21. Turn the rotors and hand finish the newly turned rotor surface with a non-directional swirl pattern using #500 grit aluminum oxide sandpaper.
This improves the rotor surface finish and helps to further reduce noise (see Figure 12).

NOTE:
Use a small, flat block of wood between the sandpaper and your fingers to ensure a flat, smooth surface finish (see Figure 12).
Engine Controls - Intermittent Engine Surge/Hesitation
Classification:
EC87-012
Reference:
TS87-135
Date:
August 24, 1987
INTERMITTENT ENGINE HESITATION/SURGING
APPLIED VEHICLE(S):
1986.5-1987 Truck, 1987 Pathfinder, 1987 Van, 1987 Sentra Coupe and 4WD Wagon, 1987 Pulsar NX (XE)
SERVICE INFORMATION
Some of the Applied Models built prior to the VINs shown may exhibit intermittent engine hesitation or surging under load. The condition "feels"
as if the ignition is shut off for less than a second and then turned back on.
SERVICE PROCEDURE
For vehicles that exhibit this symptom, check the engine systems using the driveability diagnostic procedure in the EF & EC section of the
appropriate Nissan Service Manual. This will include a complete self-diagnosis procedure at the vehicle ECU and a complete follow up with
trouble-shooting on any trouble codes, until a code 44 or all clear code is achieved.
NOTE:
If a code 11 (crank angle sensor) occurs in a vehicle with manual transmission, clear the memory and repeat the self-diagnosis check. In some
vehicles, the code 11 will appear in the self-diagnosis memory any time the ignition switch is turned to the "Start" position while the clutch
pedal is not fully depressed.
If the intermittent condition persists after all engine systems are in proper working order according to the tests above, then perform the
following test procedure.
Test Procedure
1. Depress and release the accelerator pedal several times prior to performing steps.
2. Connect an ohmmeter at the throttle sensor connector with the positive +side to pin 'd' (terminal side with connector disconnected) and the
negative - side to the throttle sensor base plate as shown.
3. Resistance should be oo. Move the positive side to pins 'd' and 'f'. Resistance should remain at 00.
4. If the resistance is anything other than 00, repeat steps 2 and 3.
5. If the resistance is still anything other than 00, replace the throttle sensor with the appropriate part listed below. If the throttle sensor is
replaced, be sure to adjust it using the procedures in the appropriate Service Manual.
NOTES:
E16i engines: the idle speed must be set with the throttle sensor disconnected before adjusting the throttle switch as described in the
Service Manual under Throttle Valve Switch Adjustment.
VG30i engines: for slight off-idle hesitation on Truck/Pathfinder models, set the initial timing at exactly 14.
PARTS INFORMATION
The improved throttle sensor has been installed on production vehicles beginning with the VINs.
Brakes - Explanation of Common Noises
Classification:
BR87-005
Reference:
TS87-103
Date:
J une 29, 1987
DISC BRAKE NOISE INFORMATION

APPLIED VEHICLE(S):
All Models with disc brakes (front or rear)
SERVICE INFORMATION

Some Nissan vehicles may exhibit brake noise under certain driving conditions. This Bulletin provides some information about normal and
common noises and appropriate service procedures for each noise. Some of this information may be useful when explaining brake noises to the
customer.
Refer to Technical Bulletin BR87-006, "Disc Brake Noise Countermeasure", for information about abnormal brake noises on Maxima, Stanza, and
Stanza Wagon.

General Brake Information

Nissan brake systems have been carefully designed to provide optimum braking performance under various driving conditions. One of the most
important components in the brake system is the brake pad material. The following factors have been taken into consideration to select the best pad
material.

^ technical and government regulations
^ stopping distance
^ vehicle control while braking
^ high operating temperatures
^ pedal force
^ pad and rotor wear rates
^ moisture resistance
^ friction coefficient stability
^ operating noise level
Unfortunately, there is no one brake pad material that provides perfect performance in all of these areas. Changing the material to improve some
factors often causes a performance reduction in other areas. Higher brake operating noise levels in some instances occur as a result of factors which
ensure proper brake performance and safety.
Common Brake Noises
The following brake noises occur most frequently on Nissan vehicles. These noises do not indicate any malfunction or improper operation.

1. GROANING NOISE AT LOW MILEAGE (0-300 MILES)
^ noise occurs with light to medium pedal force
^ noise occurs during medium speed stops (20-40 mph)
^ noise usually does not occur on the first or second stop
^ noise occurs with warm or hot brakes (not cold)
^ there may be a low frequency "judder" vibration
Nissan applies protective coatings to the brake rotors and pads to reduce corrosion during shipping and storage. These coatings may cause this
groaning noise until they are worn off. Under normal driving conditions, this usually takes about 300 miles. If this noise occurs during the first
300 miles, it is not necessary to attempt any repairs.

Service Procedure:
There is no service procedure to eliminate this noise permanently. Replacing the brake pads or machining the rotors may cause the noise to
disappear temporarily, but it will return and continue until the coatings are worn off the rotor and pads.

2. GROANING NOISE (AFTER 300 MILES)
^ while the vehicle is barely moving, with light brake pedal force
^ more noticeable during warm, dry weather
^ most common on vehicles with automatic transmission

This noise is common on most cars with front disc brakes. There are no repair procedures to eliminate this noise.

3. SQUEAKING/SQUEALING NOISE
^ noise occurs during low speed stops (5-20 mph)

This noise is common on vehicles with high-performance potential that must be able to stop in short distances from high speeds. Other brands of
brake pads may eliminate this noise, but Nissan does not recommend them because they may have reduced pad life or inadequate performance in
high speed stops.

4. HIGH-PITCHED SQUEAKING/SCRAPING NOISE
^ whenever brakes are applied
^ may come from just one wheel
Nissan uses pad wear indicators on many of its disc brake pads to provide an audible warning when the brake pads need replacement. Spring steel
tabs that are riveted to the brake pad scrape lightly on the rotor surface when the pad is worn down to its lowest limit. The customer should hear
the noise at this time and bring the vehicle to the dealer for brake pad replacement. The pad wear indicator will not damage the rotor surface if the
pad is replaced in a reasonable time.

Replace worn pads with new parts. Check the rotor surface for damage and machine if necessary.
Technical Service Bulletin #95057 Date: 950621
A/C - Compressor Leak/Noise, Poor Performance
CLASSIFICATION:
HA95-011
REFERENCE:
NTB095-057
DATE:
J une 21, 1995
AIR CONDITIONING COMPRESSOR LEAK/NOISE DIAGNOSIS
APPLIED VEHICLE: All
SERVICE INFORMATION
If a customer brings in a vehicle complaining of poor cooling performance and/or an air conditioning (A/C) compressor noise complaint and
diagnosis shows that the refrigerant level is lower than specification, the A/C compressor may NOT be the cause.
SERVICE PROCEDURE
LEAK
When diagnosing compressors for a refrigerant leak, please use the following procedure:
1. Make sure the A/C system is charged with the specified amount of refrigerant.
2. Use the J 39400 leak detector to identify the area of the leak. For detailed information on refrigerant leak detection, refer to technical bulletin
NTB95-014, PROCEDURE FOR DETECTION OF REFRIGERANT LEAKS, dated February 22, 1995.
3. If a leak is detected, verify the exact location of the leak with a soap and water solution. Please note that if the compressor's joint connector
has a leak, compressor oil may leak out on the compressor case. Therefore it should not be assumed that the compressor has a leak if
compressor oil is detected on the compressor case.
4. If the leak is at the compressor's joint connector, do not replace the compressor. The leak should be repaired as follows:
^ Evacuate/Recover the refrigerant from the A/C system using the proper refrigerant recycling equipment.
^ Replace the "O" ring for the leaking joint connector.
^ Properly position the tube and compressor joint connector.
^ Tighten the connector's fastening bolt(s) by hand first. Confirm the tube and compressor joint connector are mated correctly. Then tighten to
specification with a torque wrench and back up wrench.
5. Evacuate and recharge the system with the specified amount of refrigerant.
6. Conduct a leak test on the components which were repaired/replaced to confirm the leak is repaired.
7. Conduct performance test. If the incident is not resolved, refer to the service manual for further diagnosis.
NOISE
When diagnosing for suspected A/C compressor noise, please use the following procedure:
1. Note the engine RPM at which the noise occurs and listen to the noise with the A/C compressor turned ON, then OFF. If the noise can be
heard when the compressor is OFF, the noise is not generated by the compressor. Look for other components which may be the source of the
noise including the drive belts and the A/C compressor idler pulley.
2. If the noise is heard only when the compressor is ON, conduct further diagnosis on the A/C system. Please note that if the A/C system has a
leak, refrigerant as well as compressor oil will leak out of the system. Low refrigerant and compressor oil quantity may cause the compressor
to be noisy.
A/C Blower Fan System - Inoperative
Models All Models
Date December 21, 1987
HEATER-A/C BLOWER FAN SYSTEM TEST PROCEDURES
APPLIED MODELS: All Nissan models equipped with heater only or heater and manual air conditioning.
SERVICE INFORMATION
In some vehicles, the blower fan for the heater/AC system may become inoperative or it may not operate in all blower speeds. The following test
procedures may be used to diagnose and repair malfunctions in blower fan operation.
SERVICE PROCEDURE
BLOWER FAN CONDITION PERFORM TESTS
DOES NOT OPERATE 1 and 2
ONLY OPERATES AT HIGHEST SPEED (#4 POSITION)
DOES NOT OPERATE IN ONE OF THE LOWER SPEED
POSITIONS (1, 2 or 3) 1 and 3
TEST PROCEDURE #1:
1. Place the fan switch in the "OFF" position. Turn the ignition switch to the "ACC" position. Check the available voltage to the fan motor
fuse(s).
^ If the available voltage is 1.5 volts or more below battery voltage, check the power supply circuit to the fuse box for any source of high
resistance.
2. Turn the ignition key to the "OFF" position. Check the fuse(s) and fuse holder for continuity and for any sign of corrosion. Clean or repair as
necessary.
3. Place the fan switch in the "OFF" position. Check for continuity between the fuse box and body ground.
^ If there is continuity, check for a short in the blower fan circuit.
4. Place the fan switch in the highest (#4) position. Check for continuity between the fuse box and body ground.
^ If there is no continuity, check for an open in the blower fan circuit.
TEST PROCEDURE #2:
1. Place the ignition switch in the "OFF" position.
2. Visually inspect the thermal limiter (fuse) on the fan resistor assembly. If the fuse has burned open or has been overheated, replace the fan
resistor assembly.
3. Remove the fan motor assembly from the intake air box and check for foreign material or water corrosion.
4. Check to make sure there is clearance between the fan cage and the motor mounting plate.
5. If the instrument connector was disconnected to remove the blower motor assembly, re-connect it.
6. Perform the following test:
A. Place the fan switch in the "OFF" position.
B. Turn the ignition key to the "ACC" position.
C. Position the fan motor so that the fan operation can be safely observed.
D. While observing the fan, turn the fan switch to the low speed (#1) position for 10 seconds, then move it back to the "OFF" position.
^ If the blower fan does not operate during the 10 second test period, replace the fan motor.
^ If the individual fan blades can be visually identified during the 10 second test period, the fan is operating too slowly. Replace
the fan motor.
TEST PROCEDURE #3:
2. Place the fan switch in the "OFF" position.
3. For safety to your volt-ohmmeter, perform this test with the vehicle battery ground disconnected. Touch the positive (+) probe of an
ohmmeter to the voltage supply wire at the blower fan resistor.
4. Connect the negative (-) probe to body ground.
5. Place the fan switch into the speed position in which the malfunction occurs.
^ If there is no continuity (open circuit to ground), check the circuit from the resistor to fan switch ground.
Tires - Vibration, Diagnosis & Out of Round Measurement
Classification:
WT88-003
Reference:
TS88-152
Date:
November 21, 1988
TIRE DIAGNOSTIC PROCEDURES
APPLIED VEHICLE(S):
All Models
Vibration Diagnosis
Please note that exact out-of-round specifications are hard to define. Because of this, when submitting a warranty claim for a gross out-of-round
condition, the claim should be supported with actual measurement figures.
Service Information
This Technical Bulletin contains descriptions of the types of tire damage that are covered by the tire manufacturer's warranties (Limited to
Bridgestone, Toyo, Yokohama and Dunlop). For tires not available through Nissan, please direct the customer to the manufacturer's nearest dealer.
When a customer returns a tire for inspection and adjustment, refer to the information in this bulletin to help identify causes of tire failures and
consequential damage to tires.
To determine warranty status, it is essential to ascertain if tire damage is caused by road hazards, mechanical problems, workmanship or materials.
In determining the cause of tire failure, inspect both the exterior and interior of the tire.
Sometimes the cause of tire failure is immediately apparent. In other cases however, only a thorough inspection of the tire will show the cause of
failure, and whether the damage should result in replacement under manufacturers warranty. Thorough inspection requires good lighting, a clean
dismounted tire and close examination of the tire surface. Finding a point of penetration can sometimes be very difficult and should be done on a
tire spreader.
NOTE:
For a full description of tire damage not covered by manufacturers warranty, please refer to the Passenger Car & Light Truck Tire Inspection &
Adjustment booklet, sent to you with Technical Bulletin WT88-002 (TS88-084).
Sidewall Blister
Damage Description: Sidewall Blister
NISSAN CODE: 7N
DEFINITION:
A lifting of the rubber layer (i.e., portions of sidewall stock or white sidewall rubber) from the tire's sidewall structure, caused by lack of adhesion
between the rubber and structure. This lifting will often "pocket" air (see Figure 1).
MAJ OR INSPECTION POINT(S):
1. Check for proper air pressure.
2. Localized separation, with or without an air pocket, between the sidewall rubber and tire casing.
3. There should be no evidence of chafing, shock, or abrasion on the tire sidewall.
4. There should be no tread penetrations or perforations in the tread area directly adjacent to the blister.
Open Splice In Sidewall
Damage Description: Open Splice in Sidewall
NISSAN CODE: 7M
DEFINITION:
A localized detachment of the rubber stock between the block and/or white sidewall, caused by a lack/loss of adhesion where the rubber stock is
joined (Figure 2). An open splice may be a partial opening, or a complete detachment and total perforation to the interior.
1. There should be no evidence of cuts or perforations in the failed area.
2. At the point of failure, interior rubber surfaces will be smooth and will appear joined at an angle.
Sidewall Ply Separation
Damage Description: Sidewall Ply Separation
NISSAN CODE: 7L
DEFINITION:
Localized separation of the sidewall ply cord (Figure 3)
2. Check for an air bubble on the tire sidewall.
3. There should be no signs of scuff marks, abrasions, or chafing on the immediate area (i.e., on the bubble).
Sidewall Cracking
Damage Description: Sidewall Cracking
NISSAN CODE: 7K
DEFINITION:
Several fine cracks on the tire sidewall, running in a radial or circumferential direction (Figure 4).
MAJ OR INSPECTION POINTS:
2. Check for several fine cracks on the sidewall, running in a lateral direction. These sidewall cracks are generally less than 1/10 of an inch in
width, and do not penetrate to the interior of the tire.
Bead Separation
Damage Description: Bead Separation
NISSAN CODE: 7I
DEFINITION:
Separation of the various tire materials (i.e., rubber, cord and wires) at the bead area near the rim line (Figures 5A, 5B).
Check for a bulge and/or jagged cracks visible near the tire rim fitting line.
Tread/Shoulder Separation
Damage Description: Tread/Shoulder Separation
NISSAN CODE: 7F
DEFINITION:
Partial (Figure 6A) or complete (Figure 6B) separation between the rubber and the tire cord, or between the layers of the tire cord.
Check for a bulge on the tire shoulder, and a longitudinal crack on the bottom of the grooves, possibly accompanied by a break through the rubber
surface. Both are usually accompanied by localized wear in the tread above the separation.
Chunks of Missing Tread
Damage Description: Chunks of missing tread
NISSAN CODE: 7D
DEFINITION:
Partial peeling of new tread (Figure 7).
Check for tearing off, partial peeling or chipping of the tire tread. (NOTE: Tread rubber chipping caused by off-road driving is not warrantable.)
Tread Cracking
Damage Description: Tread Cracking
NISSAN CODE: 7A
DEFINITION:
Fine longitudinal cracks appearing on the bottom of the tire grooves which do not penetrate into the cord material of the tire (Figure 8).
Check all the vehicle tires. If there are only one or two "cracks" in the tire groove, or if the "crack" continues up the side of the groove wall, the
cause of the "crack" was a cut inflicted by a road hazard, and is not warrantable.
Ply Separation
Damage Description: Ply Separation
NISSAN CODE: 7B
DEFINITION:
Separation between the tread rubber and tire cord materials (Figure 9A), or between the tire cord ply layers (Figure 9B).
Check for tread separation at the tire shoulder area and the corresponding location inside the tire. There should be no evidence of accidental injury
by sharp, perforating objects (e.g., screws, nails).
Open Splice
Damage Description: Open Splice
NISSAN CODE: 7C
DEFINITION:
An open area of the tire tread where the tread rubbers overlap (Figure 10).
Check the edge of the splice opening; it will have a beveled appearance. The cracks do not penetrate through the tire cord, and the possibility of air
leakage does not exist.
Out of Round
Damage Description: Out of Round
NISSAN CODE: 7P
DEFINITION:
Excessive vehicle vibration caused by an out-of-round condition of the tire with the rim.
General Information
Vehicle vibration caused by an out-of-round condition will generally appear within the first 100-200 miles of driving. If it appears later, the
vibration is probably caused by some other condition. Please note that more than 90% of vehicle vibration Problems are caused by conditions other
than out-of-round tires.
Out-of-roundness can only be measured as a radial force variation and most tire dealers do not have the equipment necessary to make this
measurement. Because of this, the most effective way to inspect for this condition is to use a specific diagnostic procedure to rule out or confirm
other causes for the vibration. The following pages of this Technical Bulletin contain a procedure that can be used to confirm/eliminate tire
out-of-round as a cause of vehicle vibration. Listed are the lateral and radial runout specifications for the 1989 Nissan models to assist you when
performing the procedure.
Technical Service Bulletin #TS85138 Date: 851122
Rear Leaf Spring - Squeaks On Rough Roads
TS85-138
November 22, 1985
Rear Axle & Suspension
REAR SPRING SQUEAK, 4X4 720 TRUCK
APPLIED MODEL:
1983.5 - 1986 4X4 720 Truck
SERVICE INFORMATION
The springs on some 1983.5 - 1986 4X4 Trucks may squeak when the truck is driven over rough roads. The noise is caused by the rear suspension
number four leaf spring rubbing against the U-shaped bracket. A countermeasure number four leaf spring (with wider U-bracket and plastic liner) is
available to correct this condition.
PARTS INFORMATION
QUANTITY
PART DESCRIPTION REQUIRED PART NUMBER
Countermeasure #4 Leaf
(with U-bracket and 2 55024-30W05
liner)
SERVICE PROCEDURE
1. Raise the truck on a frame type hoist to allow the rear axle to hang down.
2. Support the rear differential with a transmission jack.
3. Remove the left rear wheel to allow access to the U-bracket torx bolt.
4. Remove the torx bolt of the U-bracket on the number four leaf of the left spring.
NOTE: Illustration is of right spring.
5. Loosen (do not remove) the shock absorber lower end nut and remove the two U-bolts (4 nuts). Allow lower spring pad to hang from shock
absorber.
6. Lower the differential (with transmission jack).
"CAUTION": Be careful not to stretch the brake hose.
7. Remove the nut that holds the leaves together.
8. Remove the #4 leaf and replace with the countermeasure leaf (with wider U-bracket).
9. Reassemble in reverse order of removal.
10. U-bolt nut torque: 65-72 ft-lbs. Shock absorber lower end nut torque: 22-30 ft-lbs.
11. Repeat Steps 4 through 10 for the right rear spring.
WARRANTY INFORMATION
CS PNC CT OP CODE FLAT RATE
4R 55020 35 LK99AA 0.5/hr.
NOTE: Flat rate time is for both springs.
Audio - Speaker Noise, Cellular Phone Interference
Classification:
EL99-005
Reference:
NTB99-017
Date:
April 1, 1999
NISSAN SPEAKER NOISE DUE TO CELLULAR PHONE INTERFERENCE
APPLIED VEHICLES:
All Nissan Vehicles
SERVICE INFORMATION

Cellular phone charging may cause a popping or crackling noise in the audio speakers of Nissan vehicles. If this condition exists, it is most likely
to occur when the customer's cellular phone is turned off, plugged into the 12 volt cigarette lighter socket nearest the audio head unit, and placed
within one foot of the audio head unit. The condition may occur more frequently in vehicles with audio systems with amplified speakers.

Refer to the appropriate owner's manual for cautions regarding the use of the cigarette lighter socket as a power source for other accessories.

Use the procedure below to verify that the condition exists as described above and provide instruction for the customer to reduce the possibility of
future cellular phone interference.
SERVICE PROCEDURE

Perform the following test procedure to verify the condition exists as described:

1. Ask the customer for the cellular phone and charging adapter.

2. Confirm the cellular phone has been turned off for at least 30 minutes before proceeding.

NOTE:
Do not turn the cellular phone on at any time during the procedure. If the phone has to be turned from on to off, you will have to wait 30
minutes for the phone to reset to proceed with the test.
3. Plug the phone into the 12 volt cigarette lighter socket nearest the audio head unit.

4. Turn the ignition to the "ON" position (do not turn the cellular phone on).

5. Turn the audio unit on.

6. Place the cellular phone close to the front of the audio head unit.

7. Listen for a popping or crackling noise from the audio speakers.

8. If the noise is heard, move the cellular phone back from the audio unit. The noise should be reduced as the cellular phone is moved further
away from the audio unit.

9. If the condition is confirmed through the above procedure, advise the customer to keep the cellular phone at least one foot away from the
audio head unit to reduce the possibility of future cellular phone interference.
Brakes - Judder/Steering Wheel Vibration Correction
Classification: BR94-002
Section: Brake
Reference: TECHNICAL BULLETIN NTB94-012
Models: All models
Date: February 3, 1993
BRAKE J UDDER/STEERING WHEEL SHIMMY
APPLIED MODELS:
All Models
GENERAL INFORMATION:
Brake judder/steering wheel shimmy is a condition which may occur in any vehicle when excessive rotor thickness variation is present on one (1)
or more of the vehicle's brake rotors.
Rotor Thickness Variation (RTV) is the variation in thickness around the rotor. The RTV can be determined by measuring the rotor thickness with
a micrometer at several locations around the circumference of the rotor. The RTV is the difference in thickness between the thickest and thinnest
points on the rotor.
Rotor Run-Out is the distance that the rotor surface travels in and out, in relation to the vertical plane of the hub, as the rotor turns with the hub. The
distance is measured with a dial indicator.
NOTE:
Rotor Run-Out does not cause brake judder or steering wheel shimmy.
However, excessive Rotor Run-Out does lead to rotor thickness variation as the rotor wears. It is the excessive rotor thickness variation that causes
judder and/or steering wheel shimmy. This is described in more detail below.
POSSIBLE CAUSE OF BRAKE JUDDER/STEERING WHEEL SHIMMY
A brake judder/steering wheel shimmy incident may develop in any vehicle if the following series of events occur:
* The brake rotor run-out exceeds specification limits.
* As the brake pad rubs against the rotor while driving, the high spots on the brake rotor wear slightly.
* Rotor thickness variation may develop as the high spots on the brake rotor wear. If this thickness variation becomes large enough, brake
judder/shimmy may occur.
NISSAN SERVICE PROCEDURE:
Resurfacing the brake rotor using the Ammco On-Car Brake Lathe is the preferred method of correcting excessive rotor run-out and thickness
variation. Refer to Nissan Technical Bulletin NTB92-062 (BR92-004) "Ammco On-Car Brake Lathe Operating Guidelines."
Due to limited clearance, this machine cannot be used on the rear rotors of some vehicles. To resolve this issue, two (2) methods of repair are
identified in the flow chart. Use this chart, as appropriate, when performing brake pad or rotor service.
GENERAL BRAKE REPAIR GUIDELINES
To properly perform brake repairs, it is important to observe the following.
1. Do not tighten wheel lug nuts with an impact wrench. Uneven or high torque applied to the lug bolts may distort the brake rotor and hub,
resulting in increased rotor run-out.
2. Prevent contamination, such as rust, dirt, or metal chips between the hub and rotor mating surface. An uneven mating surface between the
hub and rotor results in increased rotor run-out. Always check and clean the mating surfaces prior to resurfacing.
3. Use a sharp tip on the brake lathe when resurfacing a brake rotor. A dull or damaged cutting tip on the brake lathe causes a rough surface cut
with large ridges, which wear very rapidly. This rapid wear results in rotor thickness variation.
4. Use the largest silencer band possible when resurfacing the rotor. The silencer band reduces chatter during resurfacing. Chatter causes a
rough surface cut with large ridges, which wear very rapidly. This rapid wear results in rotor thickness variation.
5. Ensure that the brake lathe cutting head operates properly and is calibrated by the manufacturer or servicing agent. A damaged or
uncalibrated brake lathe cutting head can result in increased rotor run-out and/or thickness variation.
6. Prior to installation, lubricate the brake caliper slide pins and/or clips. Corrosion from lack of lubrication results in sticking caliper slide pins
and reduced pad movement. The sticking of the caliper slide pins and reduced brake pad movement, increases the rotor wear rate. This
increased brake rotor wear results in increased brake rotor thickness variation.
7. Inspect the caliper pin boots or plugs and replace, if necessary. Corrosion may develop on the caliper slide pins. This corrosion reduces
caliper movement which increases the brake rotor wear rate. This increased brake rotor wear rate results in brake rotor thickness variation.
8. Measure the brake rotor run-out after performing brake service. There are many reasons why brake rotor run-out may be above specification.
To ensure that the brake rotor run-out is within specification, it is important to measure brake rotor run-out after every brake service.
NOTE:
The Warranty Flat Rate Time includes time to perform run-out measurement.
9. The On-Car brake lathe cutting head must be mounted properly. Do not mount the cutting head on one (1) knuckle and attempt to resurface
both sides of the rotor from this one location. The On-Car Brake Lathe matches the rotor to the hub to achieve the least possible run-out.
When the brake rotor is moved from the position in which it was resurfaced, this matching is lost.
10. Do not use harsh or corrosive chemicals to clean the wheels. Strong alkalis or acid-based cleaners degrade the surface finish on the caliper
components and may, additionally attack the rotor surface, resulting in increased thickness variation.
Driveline - High/Low Speed Vibration
TS85-096
August 27, 1985
Propeller Shaft & Differential
DRIVELINE VIBRATION, 4X4 TRUCK
APPLIED MODEL
1983.5 - 1986 4x4 720 Truck
SERVICE INFORMATION
Some 4X4 Trucks may exhibit a vibration at two different speed ranges.
A. HIGH SPEED VIBRATION
The high speed vibration, which may be accompanied by booming noise, occurs at 50-60 MPH. This vibration can be described as a
continuous buzz in the seat, steering wheel and floor. A rapidly vibrating transfer case lever may also indicate driveline imbalance.
B. LOW SPEED VIBRATION
The low speed vibration occurs at 20-40 MPH. The low speed vibration is similar to the high speed, but with less intensity. Vibration caused
by tire imbalance resembles a shaking sensation and should not be confused with driveline vibration. Additional vibration may be caused by
having the transfer case in the 4H position or the 2H position with the hubs locked.
Use the following Service Procedure to reduce driveline vibration in incident vehicles. This procedure incorporates portions of, and replaces, the
previous driveline vibration bulletin PD84-001 (TS84-001).
NOTE: Any testing or high speed evaluation should be done with the transfer case lever in the 2H position and the hubs unlocked.
Service Procedure
A. HIGH SPEED VIBRATION (50 - 60 MPH)
1. Road test the vehicle between 50 and 60 MPH to determine the speed at which the vibration is most noticeable. Record this speed.
2. Support vehicle on an axle hoist at points suitable for a safety stand (Figure 1).
3. Remove both rear tire/wheel assemblies and securely install two (2) nuts to each brake drum (opposite studs) to hold brake drums on
axle (Figure 2).
4. With the engine running, place the gear shift lever into fifth gear and have one person slowly bring the indicated speed to that speed
noted in Step 1 (or the worst condition speed in the 50-60 MPH range). EXTREME CAUTION should be exercised at this point due to
all the rotating surfaces. Stand clear of the rotating brake drums and driveshafts.
WARNING: To prevent injury, any loose articles of clothing (ties, shop rags, coats, etc.) should be safely secured, as should drop light
cords, air hoses, electrical extensions, or anything that could contact the rotating surfaces.
5. Have another person hold a piece of chalk or brightly colored crayon close to, but not touching the machined outer edge of the output
shaft companion flange of the transfer case (Figure 3).
6. With the heel of his hand resting on the skid plate below the transfer case (see Figure 4), carefully bring the chalk or crayon closer and
closer to the companion flange until it lightly makes contact. Remove the chalk or crayon and bring the brake drums and driveshaft to a
stop. There should now be a mark on the companion flange which would indicate the high point when the shaft is rotating. If there is a
solid continuous ring around the companion flange, too much pressure was used on the chalk or crayon. Start over and use sufficient
pressure so that only a small portion of the companion flange edge is marked. The marking must be done only at the speed at which the
vibration is most noticeable.
7. Using the mark as a reference point, and place the screw section of a large hose clamp 1/4 clockwise turn (90~clockwise looking
towards front of vehicle) past the mark and properly secure to the driveshaft (see Figure 5).
8. Road test the vehicle.
B. LOW SPEED VIBRATION (20 - 40 MPH)
1. Remove transfer case underguard.
2. Measure the distance V (see Figure 6) with a straightedge, using the transfer case as a reference surface. Distance V is the vertical offset
of two corresponding U-joints, one on each end of the propeller shaft.
3. Install shims of a thickness equal to distance V between transfer case mounting bracket-to-frame (both ends of longitudinal member),
for right side transfer mount, and between single bracket and frame for left side transfer mount. The dealer should make the shims from
stock, not to exceed 10mm thickness (see Figure 7).
A. High Speed 4S 37000 37 J A99AA 1.0/hr. Vibration
B. Low Speed 4S 33920 34 HP99AA 1.0/hr. Vibration
Technical Service Bulletin #01-005A Date: 041007
Restraint System - Seatbelts Slow to Retract
Classification:
RS01-001A
Reference
NTB01-005A
Date:
October 7, 2004
ALL NISSAN VEHICLES; "D" RING RESIDUE CAN CAUSE SLOW SEAT BELT RETRACTION
This bulletin amends NTB01-005. Please discard all paper copies of the earlier version.
APPLIED VEHICLES:
All Nissan Vehicles with front seat belt "D" rings
IF YOU CONFIRM:
Seat belt retraction of front seat belt(s) is slow, caused by "residue" build-up on the "D" ring(s),
NOTE:
Slow seat belt retraction, if it occurs, may result in the following incidents after the seat belt is unbuckled:
^ Seat belt latch plate hanging up on clothing,
^ Seat belt latch plate becoming caught in the door,
ACTION
Use the "D" ring cleaning and refurbishing kit to:
^ Clean the residue off of the "D" rings.
^ Apply fluorine resin tape to the "D" rings.
IMPORTANT:
The purpose of "ACTIONS" (above) is to give you a quick idea of the work you will be performing. You MUST closely follow the entire
Service Procedure as it contains information that is essential to successfully completing this repair.
PARTS INFORMATION
CLAIMS INFORMATION
NOTES:
^ This is the only authorized repair for this incident. DO NOT REPLACE the front driver or passenger seat belt assemblies before first using
the Service Procedure in this bulletin to clean the "D" rings.
^ When this incident occurs, both front driver and passenger seat belt "D" rings must be serviced by using the Service Procedure provided in
this bulletin.
^ For 1996-99 Pathfinders built before December, 1998, see bulletin NTB00-003 for additional front seat belt retractor assembly information.
SERVICE PROCEDURE
1. Pull the affected seat belt more than 20 inches (500 mm) out of the B pillar seat belt retractor mechanism (see Figure 2).
2. Attach a binder clip (or similar clamping device) to the seat belt at the base of the retractor mechanism to allow for slack in the seat belt (see
Figure 2).
CAUTION:
Be careful not to damage the seat belt fabric when attaching or removing the clip.
3. Insert the "D" ring cleaning wire under the seat belt; between the belt and the "D" ring (see Figure 3).
^ The "D" ring cleaning wire is provided in the kit that's listed in the Parts Information.
4. Pull the wire back and forth across the surface of the "D" ring.
^ Make sure all residue is removed from the "D" ring in all areas where it contacts the seat belt.
NOTE:
^ It is very important to remove all residue build-up from the "D" ring.
^ If you don't remove all residue buildup, the fluorine resin tape won't stick properly.
5. Peel off the top (smaller) backing sheet from one of the fluorine resin tapes (see Figure 5).
^ Two fluorine resin tape pieces are provided in the kit.
6. Place the fluorine resin tape (adhesive side toward you) against the seat belt as shown in Figure 6A.
NOTE:
^ The sticky half should be down, toward the floor of the vehicle.
^ The unexposed (not sticky yet) half should be up, toward the ceiling of the vehicle.
7. Pull on the top of the seat belt to roll the tape up and around the "D" ring (see Figure 6B).
8. As the tape rolls up to the "D" ring, center and smooth the tape around the back side of the "D" ring. Press the bubbles and wrinkles out with
your fingers (see Figure 7).
NOTE:
^ Once the fluorine resin tape is applied to the "D" ring, it cannot be repositioned.
^ Take care to properly attach the tape to the "D" ring.
^ Center the tape correctly on the "D" ring and smoothly apply it to the "D" ring surface so that no wrinkles or ridges are present.
^ Wrinkles or ridges in the tape may prevent the seat belt from moving smoothly through the "D" ring. If this should occur, replace the
tape with a new piece.
9. Peel off the remaining tape backing (see Figure 8A).
10. Carefully apply the tape around the remainder of the "D" ring. Press down the edges and make sure there are no wrinkles (see Figure 8B).
11. Pull the seat belt back and forth against the tape-covered "D" ring to ensure that the tape is firmly applied (see Figure 9).
12. Remove the binder clip from the seat belt.
13. Confirm the seat belt moves smoothly and quickly through the "D" ring.
^ Latch and unlatch it. Allow it to retract back into the retractor mechanism several times.
14. Repeat steps 1 through 13 on the remaining front seat belt.
Engine - Oil Level and Grade, Driveability
Classification:
EM95-01
Section:
Engine Mechanical
Reference:
Technical Bulletin NTB95-017
Date:
February 8, 1995
ENGINE OIL LEVEL AND GRADE
APPLIED VEHICLES:
All
SERVICE INFORMATION
The cause of some driveability incidents is incorrect oil level or viscosity. Whenever you evaluate a vehicle for a driveability problem, check the oil
level first. (It is a good practice to check oil level on
every vehicle that you work on.)
Overfilling may cause engine vibration or valve train clatter on vehicles with hydraulic lash adjusters due to oil aeration when the crankshaft hits
the oil. Using the wrong viscosity oil can cause rough or low idle resulting from improper operation of the hydraulic lash adjusters.
When you add or change the engine oil, follow the service manual recommendations regarding proper oil fill level. Do not overfill the crankcase. If
you find a vehicle to be overfilled with oil, drain the excess oil and dispose of properly. Remember to wait ten (10) minutes after refilling before
checking. This allows time for the oil to drain back to the pan.
Always use the proper viscosity oil specified by the service manual for the temperature range in your geographic area. The viscosity specifications
ensure proper engine operation and best engine efficiency.
A/T - Slow Shift, Replacing ATF
Models All Models
Section Automatic Transmission
Classification AT89-002
A/T SLOW SHIFT
APPLIED MODELS:
All Nissan Models equipped with automatic transmission or transaxle
SERVICE INFORMATION
During cold weather, the automatic transmission or transaxle may shift slowly until the vehicle warms up to normal operating temperature.
This condition can be improved by replacing the Factory fill transmission fluid with NISSANMATIC "C" automatic transmission fluid, available
by ordering Part Number 999MP-A7013QT through the Genuine Nissan Motor Oil/ATF Program.
NOTE: This product is not recommended for use in Power Steering application.
Technical Service Bulletin #AT87003 Date: 870420
A/T - Slow Shift In Cold Weather
Models All Models
Date April 20, 1987
AMENDMENT TO TECHNICAL BULLETIN ON A/T SLOW SHIFT
This amendment refers to Technical Bulletin TS87-010, issued on J anuary 30, 1987, which recommended DEXRON type automatic transmission
fluid as a remedy for slow shift symptoms during warm-up in cold weather operation.
The information published in that Bulletin has been superseded. Either genuine Nissan fluid or DEXRON are acceptable for use in Nissan
automatic transaxles and transmissions under all conditions. However, neither will completely relieve the slow shift symptom under extreme cold
conditions. A fluid that will meet the need is under development.
NOTE: Dexron II should not be used in Nissan vehicles.
Please disregard the earlier Bulletin, number TS87-010, on A/T Slow Shift.
Antenna - Inoperative, Rod Maintenance & Replacement
CLASSIFICATION: EL95-008
REFERENCE: NTB95-074
DATE: August 2, 1995
POWER ANTENNA ROD MAINTENANCE AND REPLACEMENT
This Bulletin contains revised Warranty information. Please discard NTB94-019 dated February 17, 1994.
APPLIED VEHICLE: All models equipped with power antennas
SERVICE INFORMATION
Power antenna incidents for no operation or improper retraction are almost always caused by the following:
^ The antenna rod is broken or bent due to misuse. Common examples of this include the antenna contacts the top of a garage door opening or a
tree branch. Also, a customer may forget to lower the antenna before entering an automated car wash.
^ Dirt, road grime, and other foreign matter collects on the rod interrupting proper operational movement. This occurs most frequently during
winter months in areas where road salt and other chemicals are splashed onto the antenna rod.
REPAIRS COMPLETED FOR THE TWO CAUSES DESCRIBED ABOVE ARE NOT COVERED UNDER WARRANTY. ONLY REPAIRS
UNDERTAKEN DUE TO DEFECTS IN MATERIAL OR WORKMANSHIP WILL BE COVERED UNDER WARRANTY.
In a large majority of cases, the antenna motor is fully operational and receiving proper power. Therefore, replacement of the entire power antenna
assembly is not usually necessary to restore power antenna operation. Prior to removing any power antenna assembly, an attempt should be made to
repair the power antenna by removing dirt, road grime, and other foreign matter, and then lubricating the antenna rod sections as appropriate. if still
inoperative, replacement of the rod only should be made. A sample replacement procedure is provided on the following page. Check the EL section
under Audio and Power Antenna in the Service Manual for specifics on your respective vehicle.
SERVICE PROCEDURE
REPLACING THE ANTENNA ROD
1. Remove antenna nut and base. (Figure 1)
2. Turn the radio to "ON" and the antenna rod will extend*. Assist the antenna rod to fully separate from the antenna base. Note the direction of
the gear section on the antenna rope. [The new antenna rod must be installed in the same direction].
* If the antenna rod does not extend, always check the power supply to the power antenna before replacing the power antenna assembly.
3. Insert the replacement antenna rod with the radio in the "ON" position. Insert antenna rope with gear section facing the motor assembly
[Figure 2].
4. Turn the radio "OFF" to retract the antenna rod. If the antenna motor stops before the antenna has fully retracted, turn the radio switch "ON"
and immediately turn it "OFF" again. Guide the antenna rope and rod into the antenna assembly.
5. Reinstall the antenna nut and base. Check antenna operation by cycling the radio "ON" and "OFF".
Power Antenna Maintenance
Clean power antenna rods at every service opportunity by wiping with a damp cloth.
PRECAUTIONS
Please remind the customer to:
1. Always turn the radio "OFF" to prevent bending the antenna rod, whenever going through car washes or entering parking garages with low
ceilings or low hanging garage doors.
2. The antenna rod should be cleaned regularly by wiping off any dirt build up which may cause the antenna to bind. Customers should verify
that their car wash attendants do this regularly.
CLAIMS INFORMATION
NOTE:
The following Claims Information applies to antenna rod replacement for defects in materials and workmanship. Damaged (bent) rods are not
included.
Claim Information
Parts Information: Antenna Rod
Paint - Spotting Prevention & Repair
Classification:
BF87-030
Reference:
TS87-145
Date:
September 28, 1987
PAINT SPOTTING REPAIR PROCEDURE
APPLIED VEHICLE(S):
All Models
SERVICE INFORMATION
Paint spotting incidents occurring in the U.S. market are not unique to Nissan, but are being experienced by all manufacturers. To date, two
separate types of paint spotting incidents have been identified as follows:
1. Particulate Fallout - Tiny solid particles which collect on horizontal panels, causing a dark stain which will penetrate into the paint if not
cleaned.
2. Water Spotting - A ringlet or multiple water-drop-shaped light discoloration on dark painted horizontal panels.
THESE TYPES OF SPOTTING ARE NOT DUE TO PAINT DEFICIENCY, AND CAN BE PREVENTED THROUGH PROPER CARE.
SERVICE PROCEDURE
Particulate Fallout
Ash, dust, soot and other tiny solid particulate matter from industrial and other sources can be carried many miles. Particulate fallout is most
noticeable on the horizontal surfaces (hood, luggage compartment lid, and roof) of the vehicle.
If left on a moist, painted surface, the particles will slowly dissolve and bond to the paint, frequently leaving a red stain. This stain can be present
even on plastic surfaces such as bumpers if the fallout has an iron content. These spots may be visible on both solid and metallic paints (especially
light colors). The particulate can be felt as a sharp point on the paint surface. When viewed through a magnifying lens, the staining may be evident.
VEHICLE CARE
Every 10 days, or more frequently depending upon local conditions, particulate fallout must be washed off with mild detergent and water to prevent
its bonding and staining action. A good carnuba wax coating can help protect against damage from particulate fallout.
PARTICULATE FALLOUT REPAIR PROCEDURE
In most cases, thoroughly washing the affected area with a water and mild detergent solution (to avoid scratching the finish with dislodged
particles) will remove the particulates.
After washing the vehicle, a stain, generally orange or red, may still be visible on white or other light colored vehicles. This stain can be removed
with a fine compound material. DO NOT APPLY THE COMPOUNDING MATERIAL BEFORE ALL PARTICLES IN THE AFFECTED AREA
ARE REMOVED BY THOROUGH WASHING.
Water Spotting
A photograph of typical water spotting is shown on page 26 of the Nissan Paint Refinishing Guide* (PIN 5REFGD). The spots are most visible
when viewed at an angle, usually under fluorescent light. The paint surface is usually smooth to the touch because the spotting is a change in the
top surface itself. This is not hard-water residue which will wash off with soap and water. These spots are visible on both solid and metallic paints
with dark colors.
VEHICLE CARE
When a vehicle is stored outside and unprotected, dust patterns develop on the painted surfaces. These patterns guide moisture droplets from a light
rain or morning dew to the same location each time. The strong sunlight, repeatedly concentrated on these water droplets, greatly contributes to the
spotting. When storing a vehicle unprotected, where the painted surface is repeatedly exposed to a combination of sunlight and light rain (or
morning dew), the vehicle MUST be washed AND thoroughly dried at least every two weeks, or more frequently if there is light rain or dew
followed by strong sunlight.
When washing any vehicle, it must be out of direct sunlight and the painted surfaces should be cool to the touch.
WATER SPOTTING REPAIR PROCEDURE
The method of repairing a water spotted finish varies with the severity (depth of spot in finish) of the spotting. After a thorough washing, perform
the following:
1. Water spots on light colored vehicles and some vehicles which have had minimal exposure to the elements can be repaired by buffing. First,
apply a fine cutting compound using an orbital buffer to remove a thin layer of the top coat or clear coat. After removal of the spots, buff
with glazing compound to remove the fine scratches.
2. More severe spotting can be removed with a coarser cutting compound followed by finer compound and glazing compound to remove the
scratches.
3. The most severe water spots on clear coated, dark vehicles can be repaired by wet sanding the affected areas with 1200 grit sandpaper to
prepare the surface then spraying a fresh clear coat on those areas. Non-clear coated vehicles should be repairable with either step 1 or 2.
* Available through Dyment Distribution Services.
M/T Shift Boot - Loose
Reference: Date:
TECHNICAL BULLETIN TS87-122 September 7, 1987
Classification: Section: Models:
MT87-006 Manual Transmission 1980-1986 720 Trucks
TRANSMISSION SHIFT BOOT
APPLIED MODEL: 1980-1986 720 Trucks with 71B Manual Transmission
FIGURE 1
SERVICE INFORMATION
The shift boot on some 720 trucks with the 71B manual transmission may become loose due to oil and/or ozone contamination. When this condition
occurs, dust and water may enter the transmission through the striking rod guide (see Figure 1).
FIGURE 2
To correct this condition, tighten the shift boot with two plastic tie wraps (see Figure 2). If the shift boot is cracked or damaged, replace it with a
new boot, and tighten it with two plastic tie wraps.
PARTS INFORMATION
NEW
PART DESCRIPTION PART NUMBER PART NUMBER
Plastic tie wrap (2.5 mm x 90 mm) 24216-V5000 -
Plastic tie wrap (2.5 mm x 200 mm) 24216-33G00 -
Shift boot -
^ Vehicles produced from 11/82 - ^32862-E9801 32862-E9800
^ Vehicles produced from 6/79 - 10/82 ^ Use same boot as original P/N 32862-E9300
Refer to 1st Revision 1987 Warranty Flat Rate Manual, Section HF, Key 2.
Lights - Plastic Lens Isopropyl Alcohol Caution
Classification:
BF87-013
Reference:
TS87-064
Date:
April 20, 1987
ISOPROPYL ALCOHOL CAUTION ALL MODELS
APPLIED VEHICLES(S):
All Models
SERVICE INFORMATION
Isopropyl alcohol solution used for general cleaning and for preparing the vehicle surface for graphics installation will cause the plastic lenses on
turn signal lights, side marker lights, corning lights, tail lights, etc., to crack.
Extreme care must be used to avoid all contact of isopropyl alcohol with any plastic lens (surface).
^ The isopropyl alcohol solution must not drip onto any plastic lens.
^ During cleaning of the vehicle, a wiping cloth soaked with alcohol solution must not contact any plastic lens.
^ During application of the urethane XE/SE Truck graphics, alcohol solution spray mist (used as the wetting solution) must not contact any
plastic lens.
Classification:
EL99-005
Reference:
NTB99-017
Date:
April 1, 1999
APPLIED VEHICLES:
All Nissan Vehicles
SERVICE INFORMATION



SERVICE PROCEDURE




NOTE:






Technical Service Bulletin #99-048S Date: 080701
99-048S - 07/01/08
This TSB number 99-048S, dated 07/01/08 has been superceded by TSB number 99-048U , dated 08/08/08
Technical Service Bulletin #99-048N Date: 060201
99-048N - 02/01/06
This TSB number 99-048N, dated 02/01/06 has been superceded by TSB number 99-048U , dated 08/08/08
Technical Service Bulletin #99-048M Date: 060101
99-048M - 01/01/06
This TSB number 99-048M, dated 01/01/06 has been superceded by TSB number 99-048U , dated 08/08/08
Technical Service Bulletin #99-048C Date: 000728
99-048C - 07/28/00
This TSB number 99-048C, dated 07/28/00 has been superceded by TSB number 99-048U , dated 08/08/08
Technical Service Bulletin #99-048B Date: 000728
99-048B - 07/28/00
This TSB number 99-048B, dated 07/28/00 has been superceded by TSB number 99-048U , dated 08/08/08
99-048 - 10/28/99
This TSB number 99-048, dated 10/28/99 has been superceded by TSB number 99-048U , dated 08/08/08
99-044A - 10/27/99
This TSB number 99-044A, dated 10/27/99 has been superceded by TSB number 99-044B , dated 10/27/99
99-044 - 10/27/99
This TSB number 99-044, dated 10/27/99 has been superceded by TSB number 99-044B , dated 10/27/99
99-034 - 06/02/99
This TSB number 99-034, dated 06/02/99 has been superceded by TSB number 99-034A , dated 06/02/99
95-014 - 09/11/96
This TSB number 95-014, dated 09/11/96 has been superceded by TSB number 96-087 , dated 09/11/96
94-012 - 06/17/99
92-062 - 06/17/99
Technical Service Bulletin #99-048I Date: 030520
99-048I - 05/20/03
This TSB number 99-048I, dated 05/20/03 has been superceded by TSB number 99-048U , dated 08/08/08
Technical Service Bulletin #99-048G Date: 030520
99-048G - 05/20/03
This TSB number 99-048G, dated 05/20/03 has been superceded by TSB number 99-048U , dated 08/08/08
Technical Service Bulletin #99-048F Date: 030520
99-048F - 05/20/03
This TSB number 99-048F, dated 05/20/03 has been superceded by TSB number 99-048U , dated 08/08/08
Technical Service Bulletin #99-048E Date: 030520
99-048E - 05/20/03
This TSB number 99-048E, dated 05/20/03 has been superceded by TSB number 99-048U , dated 08/08/08
Paint - Contamination, Identification and Repair
This TSB number 93058, dated 03/16/93 has been superceded by TSB number 94-015 , dated 02/08/94
Paint - Contamination Identification & Repair
Seat Belts - Slow Retraction, Cleaning D Ring
A/C - Procedure For Detection of Refrigerant Leaks
A/C - Parts Proper Installation Procedure
Technical Service Bulletin #99-048T Date: 080722
99-048T - 07/22/08
This TSB number 99-048T, dated 07/22/08 has been superceded by TSB number 99-048U , dated 08/08/08
Technical Service Bulletin #99-048R Date: 080213
99-048R - 02/13/08
This TSB number 99-048R, dated 02/13/08 has been superceded by TSB number 99-048U , dated 08/08/08
Technical Service Bulletin #99-048O Date: 060328
Battery - Testing Procedures & Equipment
This TSB number 99-048O, dated 03/28/06 has been superceded by TSB number 99-048U , dated 08/08/08
Technical Service Bulletin #99-048L Date: 051006
Battery - Testing Equipment/Procedures
This TSB number 99-048L, dated 10/06/05 has been superceded by TSB number 99-048U , dated 08/08/08
Technical Service Bulletin #99-048K Date: 041007
Battery - Testing Procedures/Replacement
This TSB number 99-048K, dated 10/07/04 has been superceded by TSB number 99-048U , dated 08/08/08
Technical Service Bulletin #99-048J Date: 040621
Battery - Testing/Replacement
This TSB number 99-048J , dated 06/21/04 has been superceded by TSB number 99-048U , dated 08/08/08
Technical Service Bulletin #99-048H Date: 030520
Battery - Testing/Equipment/Replacement Applications
This TSB number 99-048H, dated 05/20/03 has been superceded by TSB number 99-048U , dated 08/08/08
Technical Service Bulletin #99-048D Date: 000728
Battery - OE And Replacement Ratings
This TSB number 99-048D, dated 07/28/00 has been superceded by TSB number 99-048U , dated 08/08/08
Battery - Original and Replacement Ratings
This TSB number 99-048A, dated 10/28/99 has been superceded by TSB number 99-048U , dated 08/08/08
Battery - Charging/Testing Procedures
This TSB number 94009, dated 03/04/94 has been superceded by TSB number 99-044B , dated 10/27/99
Technical Service Bulletin #00-033C Date: 061023
Brakes - Judder/Noise/Pedal Feel Diagnosis & Repair
This TSB number 00-033C, dated 10/23/06 has been superceded by TSB number 00-033D , dated 08/08/07
A/T - Recommended Fluid
Fuel - Cold Weather Starting Tips
This TSB number 95005, dated 03/22/95 has been superceded by TSB number 95-120A , dated 01/10/03
A/T - Erratic Operations
This TSB number 89-051, dated 04/13/89 has been superceded by TSB number 89051 , dated 04/13/89
ECM - Relay (Type 1M) Green or Blue Cautions
A/T - Fluid Type Application
A/T - Slow Shift
This TSB number 87010, dated 01/01/87 has been superceded by TSB number AT87003 , dated 04/20/87
Tools - Nissan Essential Tool Shipment Summary
Classification:
TE00-005
Reference:
NTB00-027
Date:
March 15, 2000
APPLIED VEHICLES:
All Nissan Vehicles
NISSAN 1999 ESSENTIAL TOOL SHIPMENT SUMMARY

This bulletin provides a list of essential tools that were released during 1999. Please verify availability of the following tools at your dealership and
ensure they are used appropriately for related diagnostic and repair procedures:
SERVICE INFORMATION

^ J -43995 and J -43996 Steering Rack Adjustment Wrenches
^ J -43926 A/C Leak Detection Kit
^ J -43980 Squeak & Rattle Repair Kit
^ J -44200 CONSULT-II
^ J -44432 Ethernet Card For ASIST PC
^ J -44373 MCR-620 Battery Tester
^ J -44183-A and J -44372 Pull Gauges For Steering Rack
^ J -44615 Air Bag Lock Master Key Set

These pages include copies of the flyers that were included with the special tools shipments.

Tools - Angular Tightening Recommendation & Tools
Classification:
EM90-008
Reference:
NTB90-090
Date:
October 11, 1990
ANGULAR TIGHTENING
APPLIED VEHICLE(S)
All Models
SERVICE INFORMATION

It is important that some engine parts are tightened using an angular-tightening method rather than the exclusive use of the torque setting method
because the tightening force (axial bolt force) which occurs using the torque setting method can result in "bolt stretch" or breakage. To assure
satisfactory maintenance of the engine and to reduce the possibility of "bolt stretch" or breakage, Nissan recommends that the angular-tightening
method be used rather than the torque setting method whenever the appropriate Service Manual indicates application of this method.
A suitable angle wrench can be obtained from the Kent-Moore and the Snap-On Companies.
Tools - Essential Release, Connector/Terminal Kit
Classification: T&E95-005
Reference: NTB95-062
Date: J une 21, 1995
ESSENTIAL TOOL RELEASE
SERVICE INFORMATION
Connector and Terminal Pin Kit
The week of J une 26, 1995, all Nissan dealers will receive the J 38751-95NI Connector and Terminal Pin Kit and the J 38465-19ADP CONSULT
Kit Update: Power Pack Adapter.
In response to dealership requests, the Nissan Connector and Terminal Pin Kit has been updated (the original kit was distributed in 1989). This new
kit is designed to provide a cost effective method of performing wiring harness repairs and will save dealerships and customers time and money
because a harness can be repaired rather than replaced. Additionally, the kit offers dealers an opportunity to increase service department sales
profits.
Each kit contains 231 connectors (51 unique), 525 terminal pins (21 unique) and 200 seals (8 unique). A comprehensive application and component
price list is also included with each kit. The J 38751-3 terminal installation and removal tools included in the original J 3875l Terminal Pin Kit are
also required when using this new kit. Additional tool kits can be ordered through Tech-Mate.
CONSULT Kit Update: Power Pack Adapter
In the event of a NICAD battery failure when using CONSULT, the Power Pack Adapter can be used in place of the NICAD battery allowing
continued operation. Refer to the instructions sheet enclosed with the tool for proper operation.
All orders for replacement components for the Connector and Terminal Pin Kit Update and any questions regarding repair or replacement of the
Power Pack Adapter should be directed to your Tech-Mate Service Equipment and Special Tools representative at 800-NMC-2001.
Technical Service Bulletin #WB91001 Date: 910220
Warranty Information - Suspended Warranty Claims
Reference: WARRANTY BULLETIN WB/91-001
TO: ALL NISSAN DEALERS
SUBJ ECT: SUSPENDED WARRANTY CLAIMS
Currently, warranty claims containing errors such as lack of required DSM approvals and/or missing or invalid information are suspended and
manually examined at the National Warranty Department before being returned to the submitting dealership for correction.
In an effort to reduce turnaround time for correction and approval and try to thereby reduce the delay in Warranty payment to dealers, the Warranty
Department has made certain system enhancements. These changes (effective February 20, 1991) will result in the immediate, automatic return to
the submitting dealership of those claims requiring dealer correction.
Returned claims suspended for dealer correction will appear on Datanet report No. VMN0945-R2 "Warranty Claims Suspended Report " on the
next business day or, in the case of non-Datanet dealers on month-end Dealer Credit Status Report. Codes describing the specific area(s) of the
claim which require correction or approval will be listed under the heading "Validation Messages Open" below the suspended claim header
information.
As a reminder, when the suspended warranty claim is returned for correction, it is important to make the necessary corrections and resubmit the
claim to Nissan as soon as possible, thereby minimizing unnecessary delay in the payment of the claim.
NATIONAL WARRANTY DEPARTMENT
Warranty - Expansion of VOR Freight Reimbursement
Reference: WARRANTY BULLETIN HB/91-002
SUBJ ECT: EXPANSION OF VOR FREIGHT REIMBURSEMENT
Nissan Motor Corporation in U.S.A. is pleased to announce that as a result of dealer comment and input, commencing J anuary 2, 1991, warranty
repairs are eligible for reimbursement for additional freight charges which are applied to VOR parts orders.
Parts which are not in stock at the dealership may now be ordered "Air Freight Collect". (Selection 1 on the Datanet Order Entry Screen.)
Reimbursement will take place when the warranty claim which requests the VOR Freight Charge is processed by NMC.
In-dealership communications, concerning the availability and use of this policy change, will be an additional aid in your reaching higher levels of
customer satisfaction due to the increased service levels which your dealership is now able to provide. Failure to notify the customer of the
additional benefit of the overnight part service being provided is a missed opportunity to verbally demonstrate your commitment to customer
satisfaction. Overnight service allows you to schedule, in advance, the part replacement. This allows you to notify your customer of the exact
timing of vehicle repair.
This policy enhancement is applicable to all transactions which are not related to the following items: dealer "come backs", customer paid repairs,
insurance repairs, wholesale accounts, tire claims, dealer owned/operated vehicles, and supplementing of stock orders.
A separate communication will be issued concerning Security+Plus repairs.
Part ordering procedures remain the same as outlined in the Parts & Accessories Policies & Procedures Manual.
Reimbursement calculations and procedures remain the same as outlined in Service Bulletin WB/90-002 dated March 21, 1990. That is, the
reimbursement per part is calculated by dividing the total freight charges by the Total Number of Parts on the invoice. Request for reimbursement is
accomplished by inserting the part number VORFXXXXXX in the parts section of the appropriate warranty claim. (The "XXXXXX: following
VORF in the part number represents the invoice number.)
Documentation requirements remain unchanged from those announced previously.
Electrical - General System Diagnosis
Classification: EL93-027
Section: Electrical System
Models: All Models
Date: October 15, 1993
ELECTRICAL SYSTEM DIAGNOSIS

General Inspection Procedure
In general, electrical systems are considered to be complex systems requiring a high level of technical knowledge. However, if you have a basic
understanding of electrical systems and you understand their operation, you can approach a proper diagnosis and repair.
This is the first in a series of technical bulletins geared toward the diagnosis and repair of vehicle electrical systems.
How to Perform Trouble Diagnoses for Quick and Accurate Repair
Trouble Diagnosis Steps
The following chart shows the steps required to properly identify an electrical incident. It is important to follow each step thoroughly.
incident. You will need to understand the symptoms which caused the incident, to properly diagnose and/or to try to simulate the condition in the
dealership. It may also be important to determine if the car has had any accessories recently installed or if any service work (collision repair, etc.)
Before beginning the diagnosis, make sure you have all of the necessary information. Along with these Fix Tips you should have the Power Supply
Routing information in the EL section of the appropriate service manual. You should make sure you have a thorough understanding of how the
system operates. Based upon the customers comments and your knowledge of the circuit operation, you should be able to identify which
component(s) could cause the incident.
Systematically check the circuits involved, using the Harness Layouts and Power Supply Routing in the service manual. Determine which circuit is
the cause of the incident and whether it is a wiring problem or a component problem.
Incident Simulation Tests
If the symptom is not present when the vehicle is brought in for service, it may be necessary for you to simulate the conditions and environment
under which the incident occurred. Proceeding with a diagnosis when the vehicle is not displaying the symptom may lead the technician to a No
Trouble Found Diagnosis. The following section illustrates ways to simulate the conditions/environments under which the owner experiences an
electrical incident.
The section is broken into one of the six following topics:
1. Vehicle Vibration
2. Heat Sensitive
3. Freezing
4. Water Intrusion
5. Electrical Load
6. Cold or Hot Start Up
To properly simulate the condition under which the owner experiences the problem, it is important that you get a thorough description of the
incident from the customer.
1. Vehicle Vibration
If the owner indicates the problem occurs or becomes worse while driving on a rough road or during periods when the engine is vibrating (idle with
A/C on), you will want to check for a vibration related condition. Refer to the illustration below.
Connectors & Harness
Determine which connectors and wiring harness would affect the electrical system you are inspecting. Gently shake each connector and harness
while monitoring the system for the incident you are trying to duplicate. This test may indicate a loose or poor electrical connection.
HINT Connectors can be exposed to moisture. It is possible to get a thin film of corrosion on the connector terminals. A visual inspection may not
reveal this without disconnecting the connector. On intermittent incidents it is a good idea to disconnect, inspect and clean the terminals on related
connectors in the system.
Sensors & Relays
Gently apply a slight vibration to sensors and relays in the system your inspecting. This test may indicate a loose or poorly mounted sensor or relay.
When probing a connector it is possible to enlarge the contact spring opening. Refer to figure. If this occurs it may create an intermittent signal in
the circuit. When probing a connector, use care not to enlarge the opening. If the probe of the Digital Multimeter (DMM) you are using will not fit
into the connector cavity, you can back probe the connector with a "T" pin to create an extension. Most DMM's have accessory alligator clips which
slide over the probe to allow clipping the "T" pin for a better contact. Refer to figure. If you have any difficulty probing a terminal, inspect the
terminal to ensure you have not accidentally opened the contact spring or pulled a wire loose.
Behind The Instrument Panel
Improperly routed or improperly clamped harness can become pinched during accessory installation. Vehicle vibration can aggravate a harness
which is routed along a bracket or near a screw behind or below the dash.
Engine Compartment
There are several reasons a vehicle or engine vibration could cause an electrical complaint. Some of the things to check for are:
A. Connectors which are inaccessible for diagnosis probing.
B. Connectors which may not fully be seated.
C. Wiring harness which are not long enough and are being stressed during engine vibrations or rocking.
D. Wires laying across brackets or moving components.
E. Loose dirty or corroded ground wires.
F. Wires routed too close to hot components.
To inspect components underhood, start by verifying the integrity of ground connections. (Refer to the GROUND INSPECTION described later.)
Once you have assured the system is properly grounded check for loose connections by gently shaking the wiring or component as previously
explained. Using the wiring diagrams in the service manual, inspect the wiring for continuity.
Under Seating Area's
If a harness is not clamped properly or has too much slack, vehicle vibration could cause the wiring to become pinched by seat components such as
slide guides. If the wiring runs under seating areas inspect wiring routing for possible damage or pinching.
2. Heat Sensitive
If owner indicates the problem occurs during hot weather or after the car has sat for a short period of time, you will want to check for a heat
sensitive condition.
To determine if an electrical component is heat sensitive, heat the component with a heat gun or equivalent. Do not heat components above 60
degrees Celsius (140 Fahrenheit). If the incident occurs while heating the unit you will need to replace the component or make sure it is properly
insulated from the heat source.
3. Freezing
If the customer indicates the incident goes away after the car warms up (wintertime) the cause could be related to water freezing somewhere in the
wiring/electrical system.
There are two methods to check for this. The first is to arrange for the owner to leave his car over night. Make sure it will get cold enough to
demonstrate his complaint. Leave the car parked outside overnight. In the morning, be prepared to do a quick and thorough diagnosis of those
electrical components which could be affected.
The second method to diagnose for a freezing component is to put the suspect component into a freezer long enough for any water to freeze. If
reinstalling the part into the car results in the incident reoccurring you will need to repair or replace that component.
4. Water Intrusion
If the incident only occurs during high humidity or rainy/snowy periods, it could be caused by water intrusion on an electrical part. This can be
simulated by soaking the car or running it through a car wash. Do not spray water directly on any electrical components.
5. Electrical Load
If the incident appears to be electrical load sensitive, perform diagnosis while all accessories are turned on including, A/C, rear defog, radio, fog
lamps, etc.
6. Cold or Hot Start Up
On some occasions an electrical incident may only occur when the car is started cold or when the car is restarted (hot) shortly after being turned off.
In these cases you may have to keep the car overnight to make a proper diagnosis.
Testing Circuits
In general testing electrical circuits is an easy task if it is approached in a logical and organized method. Before beginning it is important that you
have all available information related to the system you are going to test. You should also have a thorough understanding of how the system
operates so that you use the appropriate test procedure and equipment.
While testing electrical components, if the incident is reported as intermittent, it may be necessary to gently shake the wiring harness or electrical
component to simulate vehicle vibrations.
DIAGNOSTIC TOOLS AND EQUIPMENT
A Digital Multimeter DMM (10 megaohm input impedance) can safely be used to diagnose and test most vehicle systems.
Test lights are not recommended due to the possibility of inadvertently tapping into a computer or air bag circuit and causing damage.
1. Have the proper reference material available. Power Supply Routings Applicable Service Manual sections Fix Tips
3. Have a good understanding of what condition you are diagnosing Situation when the problem occurs (weather, loads, etc.) What systems
interact with the one you are diagnosing Is it intermittent or a consistent problem
TESTING FOR OPENS IN THE CIRCUIT
Before you begin to diagnose and test the system, you should rough sketch a schematic of the system. This will help you to logically walk through
the diagnosis process. Drawing the sketch will also reinforce your working knowledge of the system. Refer to the attached drawing for sample
schematics.
Continuity Check Method
The continuity check is used to find an open in the circuit. The Digital Multimeter (DMM) set on the resistance function will indicate an open
circuit as over limit (OL, no beep tone or no ohms symbol). Make sure to always start with the DMM at the highest resistance level.
To help in understanding the diagnosis of open circuits please refer to the attached diagram.
3. Connect 1 probe of the DMM to the fuse block terminal on the load side.
4. Connect the other probe to the fuse block (power) side of swl. Little or no resistance will indicate that portion of the circuit has good
5. Connect the probes between swl and the relay. Little or no resistance will indicate that portion of the circuit has good continuity. If there
6. Connect the probes between the relay and the sensor. Little or no resistance will indicate that portion of the circuit has good continuity.
If there were an open in the circuit, the DMM would indicate an over limit or infinite resistance condition. (point C)
Any circuit can be diagnosed using the approach in the above example.
Voltage Check Method
To help in understanding the diagnosis of open circuits please refer to the previous diagram. In any powered circuit, an open can be found by
methodically checking the system for the presence of voltage. This is done by switching the DMM to the voltage function.
3. With swl open, probe at swl to check for voltage.
voltage; open is further down the circuit than sw1.
no voltage; open is between fuse block and swl (point A).
4. Close sw1 and probe at relay.
voltage; open is further down the circuit than the relay.
no voltage; open is between sw1 and relay (point B).
voltage; open is further down the circuit than the sensor.
no voltage; open is between relay and sensor (point C).
Any powered circuit can be diagnosed using the approach in the above example.
TESTING FOR SHORTS IN THE CIRCUIT
To simplify the discussion of shorts in the system please refer to the schematic.
Resistance Check method
2. Disconnect all loads (sw1 open, relay disconnected and sensor disconnected) powered through the fuse.
4. With sw1 open, check for continuity.
continuity; short is between fuse terminal and sw1 (point A).
no continuity; short is further down the circuit than sw1.
5. With swl closed, relay disconnected and probes at the load side of fuse terminal and ground check for continuity.
continuity; short is between sw1 and the relay (point B).
no continuity; short is further down the circuit than the relay.
6. With sw1 closed, relay contacts jumped with jumper wire and probes at the load side of fuse terminal and ground check for continuity.
continuity; short is between relay and sensor (point C).
no continuity; check sensor, retrace steps.
Voltage Check Method
1. Remove the blown fuse and disconnect all loads (i.e. swl open, relay disconnected and sensor disconnected) powered through the fuse.
3. With swl open and the DMM leads across both fuse terminals, check for voltage.
voltage; short is between fuse block and swl (point A).
no voltage; short is further down the circuit than sw1.
4. With sw1 closed, relay and sensor disconnected and the DMM leads across both fuse terminals, check for voltage.
voltage; short is between sw1 and the relay (point B).
no voltage; short is further down the circuit than the relay.
5. With swl closed, relay contacts jumped with fused jumper wire check for voltage.
voltage; short is down the circuit of the relay or between the relay and the disconnected sensor (point C).
no voltage; retrace steps and check power to fuse block.
GROUND INSPECTION
Ground connections are very important to the proper operation of electrical and electronic circuits. Ground connections are often exposed to
moisture, dirt and other corrosive elements. The corrosion (rust) can become an unwanted resistance. This resistance can change the way a circuit
operates.
Electronically controlled circuits are very sensitive to proper grounding. A loose or corroded ground can drastically alter an electronically
controlled circuit. These circuits generally operate in the 5 volt range. The components in these circuits can be seriously affected by a voltage
change as low as one tenth (0.1V) of a volt. A poor or corroded ground can easily affect the circuit by that amount. Even when the ground
connection looks clean, there can be a thin film of rust on the surface. When inspecting a ground connection follow these rules:
1. Remove the ground bolt screw or clip.
2. Inspect all mating surfaces for tarnish, dirt, rust, etc.
3. Clean as required to assure good contact.
4. Reinstall bolt or screw securely.
5. Inspect for "add-on" accessories which may be interfering with the ground circuit.
6. If several wires are crimped into one ground eyelet terminal, check for proper crimps. Make sure all of the wires are clean, securely fastened
and providing a good ground path. If multiple wires are cased in one eyelet make sure one or more of the ground wires does not have excess
wire insulation.
VOLTAGE DROP TESTS
Voltage Drop Tests are often used to find components or circuits which have excessive resistance. A voltage drop in a circuit is caused by a
resistance when the circuit is in operation. Part of the available voltage is used by the resistance. When there is excessive resistance less voltage is
available for other loads (lights, motors, etc.) in the circuit. Since each resistance in a circuit uses voltage, a voltmeter can be used to isolate
problems.
A voltage drop across closed contacts can indicate excessive resistance. This can cause the circuit to operate incorrectly. Remember a switch is not
a load. During diagnosis, use a voltmeter to measure the voltage drop across each switch contact while the circuit is in operation.
give a reading of 0 ohms. This would indicate a good circuit. When the circuit operates, this single strand of wire is not able to carry the current.
The single strand will have a high resistance to the current. Using the voltmeter this will be picked up as a slight voltage drop.
Unwanted high resistance can be caused by many factors as illustrated below:
Undersized Wiring (single strand example) Corrosion On Switch Contacts Loose Wire Connections Or Splices.
If repairs are needed always use wire that is of the same or larger gauge.
Measuring Voltage Drop-Accumulated Method
Note
in the illustration that there is an excessive 4.1 volt drop between the battery and the bulb.
Measuring Voltage Drop - Step By Step)
The Step by Step method is most useful in isolating excessive drops in low voltage systems, such as those in "Computer Controlled Systems".
Circuits in the "Computer Controlled Systems" operate on very low amperage. Any variation in resistance in the system due to poor connections,
improper installation, improper wire gauge or corrosion can adversely affect the systems operation. A step by step voltage drop test can be used to
identify a component or wire which is operating under too much resistance.
Circuit Inspection
component may vary.
Wire negligible <.001 volts
Proper Diagnostic Procedures to Avoid Damaging Other Components
In the process of diagnosing electrical incidents you may be required to remove components, disconnect connectors and inspect parts.
Test equipment
When working with any test equipment, be careful to follow all manufacturers directions and warnings. Improper use of test equipment can result
in damage to either your test equipment or vehicle electrical components.
SERVICE PRECAUTIONS
When working on a vehicle's electrical system you need to use care. The following guidelines will help you prevent new problems while diagnosing
an electrical incident.
Removing Components
When removing components (such as an engine) which have electrical connectors, disconnect all of the connectors prior to attempting to take the
component out of the car. Stretching the connector harness can cause wiring to pull loose and may create a short or open circuit as well as a
possible intermittent condition.
Installing Components
When reinstalling components, wait until the component is back in the vehicle before reattaching connectors. Once the component is back in the
car, check to verify that the wires and harness are properly positioned in the vehicle. Check the male and female connectors to verify there is no
water, grease, dirt, etc. in the connector. Assure that the harness will not be damaged by any brackets or finishing screws. Reconnect the connector.
Make sure the connector has an appropriate amount of slack to accommodate any component motion without having unnecessary slack. Secure the
harness as required to prevent possible damage to the harness itself.
Disconnecting Connectors
Disconnect the connectors by releasing any locking tabs and pulling on the connector housings. Never disconnect a connector by pulling on the
harness or wires.
Connecting Harnesses
Before connecting the harness connectors, inspect the housings to make sure there is no water, grease, dirt, etc. in the housing which may interfere
with the proper operation of the connector or component.
Align the male and female halves to prevent bending or breaking terminals.
Make sure the connectors are fully seated when connected. Visually verify that the connector has seated and is locked into place.
A/C - Service Procedures For Retrofitted A/C Systems
Classification:
HA94-005
Section:
Air Conditioning
Reference:
TECHNICAL BULLETIN NTB94-091
Models:
See General Information
Date:
September 26, 1994
SERVICE PROCEDURE FOR RETROFITTED A/C SYSTEMS
General Information
APPLIED MODEL:
All models except Quest equipped with a retrofitted A/C system
SERVICE INFORMATION
This technical Bulletin details the general service information for all models retrofitted to HFC-134a (R-134a) A/C systems, using a Nissan
approved kit.
This Bulletin also describes the specific details of the J 30 and B13 models retrofitted to HFC-134a (R-134a) A/C systems.
Refer to NTB93-001 for information not included in this Technical Bulletin.
The technical bulletin NTB93-001 describes general differences between the R-12 system and the R-134a system.
IMPORTANT POINTS
^ If the vehicle equipped with retrofit A/C system has a sight glass, do not use the sight glass to check refrigerant level because R-134a and the
PAG lubricants do not exhibit" clear sight glass "characteristics, even when properly charged.
^ When charging R-134a systems, use the ACR4 Recovery/Recycling/Recharging equipment (J -39500) to insure accurate charging (to .01 lb).
^ If an R-134a system is suspected to be low on refrigerant charge, first perform a system leak check using the R-134 a leak detector. After
repairing any leaks found, charge the system using the ACR4 Recovery/ Recycling/Recharging equipment (J -39500).
^ Use only Nissan A/C system oil type R for vane rotary compressor, and use only Nissan A/C System Oil Type S for swash plate compressor
and V-6 variable displacement compressor. If another lubricant is used, compressor failure is likely to occur.
Precautions For Working With HFC0134A (R-134A)
WARNING:
^ CFC-12 (R-12) refrigerant and HFC-134a (R-134a) refrigerant are not compatible. These refrigerants must never be mixed, even in the
smallest amounts. If the refrigerants are mixed, compressor failure is likely to occur.
^ Use only specified lubricant for the HFC-134a (R-134a) A/C system and HFC-134a (R-134a) components. If lubricant other than that
specified is used, compressor failure is likely to occur.
^ The specified HFC-134a (R-134a) lubricant rapidly absorbs moisture from the atmosphere. The following handling precautions must be
observed:
a: When removing refrigerant components from a vehicle, immediately cap (seal) the component to minimize the entry of moisture from
the atmosphere.
b: When installing refrigerant components to a vehicle, do not remove the caps (unseal) until just before connecting the components.
Connect all refrigerant loop components as quickly as possible to minimize the entry of moisture into system.
c: Only use the specified lubricant from a sealed container. Immediately reseal containers of lubricant. Without proper sealing, lubricant
will become moisture saturated and should not be used.
d: Avoid breathing A/C refrigerant and lubricant vapor or mist. Exposure may irritate eyes, nose and throat. Remove HFC-134a (R-134a)
from A/C system, using certified service equipment meeting requirements of SAE J 2210 (R-134a recycling equipment), or J 2209
(R-134a recovery equipment). If accidental system discharge occurs, ventilate work area before resuming service. Additional health and
safety Information may be obtained from refrigerant and lubricant manufacturers.
e: Do not allow lubricant (Nissan A/C System Oil Type S) to come in contact with styrofoam parts. Damage may result.
General Refrigerant Precautions
WARNING:
^ Do not release refrigerant into the air. Use approved recovery/recycling equipment to capture the refrigerant every time an air conditioning
system is discharged.
^ Always wear eye and hand protection (goggles and gloves) when working with any refrigerant or air conditioning system.
^ Do not store or heat refrigerant containers above 52~C (125~F).
^ Do not heat a refrigerant container with an open flame; if container warming is required, place the bottom of the container in a warm pail of
water.
^ Do not intentionally drop, puncture, or incinerate refrigerant containers.
^ Keep refrigerant away from open flames: poisonous gas will be produced If refrigerant burns.
^ Refrigerant will displace oxygen, therefore be certain to work in well ventilated areas to prevent suffocation.
^ Do not introduce compressed air to any refrigerant container or refrigerant component.
Precautions For Refrigerant Service
WARNING:
Make sure all refrigerant is discharged into the recycling equipment and the pressure in the system is less than atmospheric pressure. Then
gradually loosen the discharge side hose fitting and remove it.
CAUTION:
When replacing or cleaning refrigerant cycle components, observe the following.
^ When the compressor is removed, store it in the same position as it is when mounted on the car. Failure to do so will cause lubricant to enter the
low pressure chamber.
^ When connecting tubes, always use a torque wrench and a back-up wrench.
^ After disconnecting tubes, immediately plug all openings to prevent entry of dirt and moisture.
^ When installing an air conditioner in the vehicle, connect the pipes as the final stage of the operation. Do not remove the seal caps of pipes and
other components until just before required for connection.
^ Allow components stored in cool areas to warm to working area temperature before removing seal caps. This prevents condensation from
forming inside A/C components.
^ Thoroughly remove moisture from the refrigeration system before charging the refrigerant.
^ Always replace used 0-rings.
^ When connecting tube, apply lubricant to portions shown in illustration. Be careful not to apply lubricant to threaded portion.
Lubricant name: Nissan A/C System Oil Type S (For swash plate type compressor and V-6 compressor) Nissan A/C System Oil Type R (For
vane rotary type compressor)
Part number: KLH00-PAGS1 (For swash plate type compressor and V-6 compressor) KLH00-PAGR1 (For vane rotary type compressor)
^ O-ring must be closely attached to inflated portion of tube.
^ After inserting tube into union until O-ring is no longer visible, tighten nut to specified torque.
^ After connecting line, conduct leak test and make sure that there is no leakage from connections. When the gas leaking point is found,
disconnect that line and replace the O-ring. Then tighten connections of seal seat to the specified torque.
Precautions For Servicing Compressor
^ Plug all openings to prevent moisture and foreign matter from entering.
^ When the compressor is removed, store it in the same position as it is when mounted on the car.
^ When replacing or repairing compressor, follow "Maintenance of Lubricant Quantity in Compressor" exactly.
^ Keep friction surfaces between clutch and pulley clean. If the surface is contaminated, with lubricant, wipe it off by using a clean waste cloth
moistened with thinner.
^ After compressor service operation, turn the compressor shaft by hand more than five turns in both directions. This will equally distribute
lubricant inside the compressor. After the compressor is installed, let the engine idle and operate the compressor for one hour.
^ After replacing the compressor magnet clutch, apply voltage to the new one and check for normal operation.
HFC-134a (R-134a) Service Tools and Equipment
Refrigerant container fittings, service hose fittings and service equipment fittings (equipment which handies refrigerant and/or lubricant) are
different between CFC-12 (R-12) and HFC-134a (R-134a). This is to avoid mixed use of the refrigerants/lubricant.
Precautions For Service Equipment
RECOVERY/RECYCLING/RECHARGING EQUIPMENT
Be certain to follow the manufacturers instructions for machine operation and machine maintenance. Never introduce any refrigerant other than that
specified into the machine.
ELECTRONIC LEAK DETECTOR
Be certain to follow the manufactures instructions for tester operation and tester maintenance.
VACUUM PUMP
The lubricant contained inside the vacuum pump is not compatible with the specified lubricant for HFC-134a (R-134a) A/C systems. The vent side
of the vacuum pump is exposed to atmospheric pressure. So the vacuum pump lubricant may migrate out of the pump into the service hose. This is
possible when the pump is switched off after evacuation (vacuuming) and hose is connected to it. To prevent this migration, use a manual valve
placed near the hose-to-pump connection, as follows.
^ Usually vacuum pumps have a manual isolator valve as part of the pump. Close this valve to isolate the service hose from the pump.
^ For pumps without an isolator, use a hose equipped with a manual shut-off valve near the pump end. Close the valve to isolate the hose from the
pump.
^ If the hose has an automatic shut off valve, disconnect the hose from the pump. As long as the hose is connected, the valve is open and
lubricating oil may migrate. Some one-way valves open when vacuum is applied and close under a no vacuum condition. Such valves may
restrict the pump's ability to pull a deep vacuum and are not recommended.
MANIFOLD GAUGE SET
Be certain that the gauge face indicates R-134a or 134a. Be sure the gauge set has 1/2"-16 ACME threaded connections for service hoses. Confirm
the set has been used only with refrigerant HFC-134a (R-134a) and specified lubricants.
SERVICE HOSES
Be certain that the service hoses display the markings described (colored hose with black stripe). All hoses must include positive shut off devices
(either manual or automatic) near the end of the hoses opposite the manifold gauge.
SERVICE COUPLERS
Never attempt to connect HFC-134a (R-134a) service couplers to an CFC-12 (R-12) A/C system. The HFC-134a (R-134a) couplers will not
properly connect to the CFC-12 (R-12) system. However, if an improper connection is attempted, discharging and contamination may occur.
Shut off valve rotation A/C service valve
Clockwise Open
Counterclockwise Close
REFRIGERANT WEIGHT SCALE
Verify that no refrigerant other than HFC-134a (R-134a) and specified lubricants have been used with the scale. If the scale controls refrigerant
flow electronically, the hose fitting must be 1/2"-16 ACME.
Insufficient Cooling
Performance Data
General performance characteristics for the CFC-12 (R-12) A/C system and the retrofit A/C system differ. These differences are outlined below.
Recirculating-to-discharge air temperature
^ The retrofitted A/C system retains the original CFC-12 (R-12) heat exchanger (evaporator and condenser).
^ Some CFC-12 (R-12) lubrication oil remains in the A/C system.
^ Because of these two stated reasons, the retrofit A/C system has a slightly lower cooling capacity than the CFC-12 (R-12) A/C system.
[Maximum discharge air temperature is increased by approximately 2~C (3.6~F).]
Ambient air temperature-to-operating pressure
The retrofit A/C system has a higher operating pressure than the CFC-12 (R-12) A/C system when the outside air temperature exceeds 15~C
(59~F).
^ High-pressure side (Discharge side): Maximum pressure increase of approximately 294 kPa (3 kg/sq.cm, 43 psi)
^ Low-pressure side (Suction side): Same as CFC-12 (R-12) A/C system Refer to Service Manuals for discharge air temperature and operating
pressure values for individual vehicle models. Refer to these Manuals for CFC-12 (R-12) A/C system values.
Diagnosis For Abnormal Pressure
Diagnosis for Abnormal Pressure
Whenever the high and/or low side pressure is abnormal, diagnose using a manifold gauge. The marker above the gauge scale in the tables indicates
the standard (normal) pressure range. Since the standard (normal) pressure, however, differs from vehicle to vehicle, refer to ("Ambient air
temperature-to-operating pressure").
Service Procedures
DISCHARGING REFRIGERANT
WARNING:
Avoid breathing A/C refrigerant and lubricant vapor or mist. Exposure may irritate eyes, nose and throat. Remove HFC-134a (R-134a) from
A/C system using certified service equipment meeting requirements of SAE J 2210 [HFC-134a (R-134a) recycling equipment] or J 2209
[HFC-134a (R-134a) recovery equipment]. If accidental system discharge occurs, ventilate work area before resuming service. Additional
health and safety Information may be obtained from refrigerant and lubricant manufacturers.
EVACUATING SYSTEM AND CHARGING REFRIGERANT
Maintenance of Lubricant Quantity in
Compressor
The lubricant used to lubricate the compressor circulates through the system with the refrigerant. Add lubricant to compressor when replacing any
component or after repairing a large gas leak. It is important to maintain the specified amount. If lubricant quantity is not maintained properly, the
following malfunctions may result:
^ Lack of lubricant: May lead to a seized compressor
^ Excessive lubricant: Inadequate cooling (thermal exchange interference)
LUBRICANT
Swash plate compressor and V-6 compressor
Name: Nissan A/C System Oil Type S
Part number: KLH00-PAGS1
Vane rotary compressor
Name: Nissan A/C System Oil Type R
Part number: KLH00-PAGR1
CHECKING AND ADJ USTING
Adjust the lubricant quantity according to the flowchart shown.
A/C - ACR-3 Refrigerant Recovery and Recycling Machine
Models: All models
Section: Heater & Air Conditioner
Classification: HA91-011
Bulletin No.: NTB91-060
ACR-3 REFRIGERANT RECOVERY AND RECYCLING MACHINE
APPLIED MODELS: All
SERVICE INFORMATION:
When performing any A/C service, use the Kent-Moore ACR-3, or equivalent, refrigerant recovery and recycling equipment. The equipment is easy
to use and benefits you by:
1. Saving Money: Using recycled R-12 saves the cost of buying new R-12, which is becoming more expensive as its production is limited.
2. Health Benefits: Recovering R-12, instead of venting it to the atmosphere, reduces skin cancer risk for humans. When the fluorocarbons
in R-12 combine with other chemicals in the atmosphere, the ozone layer is progressively destroyed. The ozone layer helps protect us
from the harmful ultraviolet rays of the sun (see NTB90-028; HA90-006 for further details).
3. Complying with EPA regulations: The Clean Air Act Amendments have now passed; you will be required by Federal Law to recover
A/C refrigerant. Some areas are already enforcing refrigerant recovery laws and fining dealers who do not recover R-12 when they
service an A/C system.
To help you recover and recycle R-12, this Bulletin outlines the use and simple maintenance of the Kent-Moore ACR-3. For detailed information,
refer to the manufacturer's instructions. This Bulletin is intended only as a brief summary.
I.General Use and Cautions
^ The ACR-3 is a recovery and recycling station, only. The ACR-3 is not a recharging station.
^ The recovery pump is not a vacuum pump. A separate vacuum pump must be used to evacuate before recharging.
^ Recover the refrigerant from several vehicles before you recycle. There must be a minimum of a 8 lbs. of refrigerant in the tank to
recycle.
^ Use the 30 lb. containers which come with the ACR-3 and are labeled, "Refillable Refrigerant Tank."
^ After every R-12 recovery, purge the oil from the ACR-3 to relieve head pressure in the oil separator and to determine how much
oil to add back to the A/C system.
^ Before you recover R-12, check the tank and see how full it is. If the tank is almost full, recycle and, prior to recovery, replace the
tank with the back-up tank initially supplied with the unit. If the tank fills during a job, it will shut off.
^ Do not remove the tank with recovered refrigerant that has not been "recycled." In this context, "recycled" means to remove
moisture from the recovered refrigerant. Recovered refrigerant is not ready to reuse until it has been "recycled." Once the
refrigerant is recycled, it is ready to be used to charge vehicle A/C systems.
^ Recycled refrigerant is as good as new. Recycled R-12 is approved for use by all major compressor manufacturers.
^ If the recycling feature is not functioning properly, contact Kent-Moore at (800) 345-2233.
NOTE: Before calling, locate and record your unit's serial number.
II. Initial Set-Up, Tank Installation
There are basically two (2) steps to prepare the machine for use the first time: ^1. Tank Installation & ^2. Filter/Dryer Core Installation.
1. Tank Installation
NOTE: For safety reasons, use only authorized reuseable refrigerant tanks, which are labeled "Refillable Refrigerant Tank." Part number
information is located on page 7 of the Kent-Moore Instruction Manual.
^ Open either valve on the tank to purge the shipping charge of nitrogen.
^ Place the tank on the scale and attach the strap loosely around the tank.
^ Attach the red hose from the back of the ACR-3 (Figure 1) to a vacuum pump.
^ Attach the blue hose from the back of the ACR-3 to the liquid port of the tank.
^ Attach the yellow hose from the back of the ACR-3 to the elbow on the tank.
^ Open the liquid valve on the tank (gas valve closed) and turn on the vacuum pump. Evacuate the tank and the ACR-3 for 10
minutes.
^ Disconnect the vacuum pump while it is running. Disconnect the red hose from the pump and attach it to the gas port on the tank.
2.Filter Installation
NOTE: Do not remove the filter from the can until just before installation, so the new filter does not absorb moisture from the air.
^ Close the liquid valve on the tank and disconnect the blue hose from the tank.
^ Attach the blue hose to the inlet connection on the side of the ACR-3.
^ Press the recovery start button and allow the machine to operate until it shuts off.
^ Loosen the eight (8) bolts and remove the endplate.
^ Remove the cardboard filler from the filter area.
^ Remove the filter and the gasket from the can. Install the new filter. Install the new gasket.
^ Reassemble the filter as shown (Figure 2).
^ Tighten the eight (8) bolts in a star pattern. Torque to 15 ft.lbs.
^ Remove the blue hose from the tank and attach it to a vacuum pump.
^ Evacuate for approximately 10 minutes to remove air that entered the ACR-3 during the filter installation.
^ Reattach the blue hose.
NOTE: Order additional filters to have available during servicing. Part number information can be found on page 7 of the Kent-Moore Instruction
Manual.
3.Recovery Use
NOTE: When handling refrigerant, always wear gloves and eye protection. Refrigerant is very cold and can cause injury if contacted.
a. Recovery means pulling the refrigerant out of the system and storing it. Recovered refrigerant is not ready to reuse. It is stored in
the machine, but it must be recycled before it is ready for reuse. Recover the refrigerant from several vehicles before recycling.
b. Connect a manifold gauge set to the A/C system and connect the center hose to the inlet connection on the side of the ACR-3.
c. Open the valves on the manifold gauge set and the tank. Be sure that the accumulator and oil drain valves are closed.
d. Plug in the ACR-3 and turn on the power switch on top of the unit (Figure 3).
e. Be sure the recycling switch is off; press the recovery start button. The amber light should come on.
f. Wait for the refrigerant to be recovered. The system will shut off when the refrigerant is recovered. This should take approximately
five minutes.
g. To drain the oil separator, open the accumulator pressurizing valve for approximately 30 seconds. Close this valve and open the oil
drain valve slowly.
h. Measure the amount of oil drained. This amount of new oil must be added back into the A/C system.
4.Recycling Use
a. Recycling means making the recovered refrigerant ready to reuse by removing the moisture and air.
b. When the tank is full of recovered refrigerant, the limit switch will cause the "TANK FULL" light to come on. When this light is
on, no more refrigerant can be recovered until the refrigerant in the tank is recycled (Figure 4).
c. Place the machine out of the way; turn it on and start the recycling operation. If bubbles appear in the moisture indicator and do not
disappear after a few seconds, there is not enough refrigerant to recycle yet.
d. If the bubbles clear, allow the ACR-3 to recycle for 30 minutes. After 30 minutes, check the moisture indicator. If the indicator is
yellow, there is still moisture in the refrigerant.
e. Keep recycling until the moisture indicator turns deep green. If the indicator does not turn green after two hours, the filter must be
replaced. Follow the previously-stated filter replacement instructions to replace the filter.
f. If the moisture indicator is still not green - after a new filter has been installed and the recycler was run for two (2) hours - contact
Kent-Moore at (800) 345-2233.
g. When the moisture indicator is green, turn off the unit. Close the valves on the tank and remove the tank from the unit. This tank is
now ready to charge back into vehicles.
h. Install a new tank onto the ACR-3.
Technical Service Bulletin #AC86011 Date: 860710
A/C - Component Service Kit
Models All Models
Section Air Conditioning
Classification AC86-011
Date J uly 10, 1986
AIR CONDITIONER COMPONENT SERVICE KIT
Nissan Air Conditioner Component Service Kit, P/N 999A1-A6000, is now available for use on 1981-1987 Nissan model air conditioning systems.
This compact kit contains many of the routine air conditioner replacement parts (i.e. O-rings, valve cores, valve caps) regularly used to repair or
rebuild various A/C components.
The various kit parts are contained in re-sealable packages of 10, and are organized within a 7" x 11" plastic box. The re-sealable packages will
extend kit component life, particularly the O-rings.
An illustrated parts listing attached to the inside cover of the kit details the part name and number for each kit component, along with an actual size
illustration for easy technician identification. For your reference, a sample listing of the kit components can be found on next page.
In addition, the kit also contains a detailed component application chart for most current model Nissan vehicles. This chart shows where the various
kit components are located in each model A/C system. Three copies of this chart are attached to this bulletin for your reference. Please note that as
each new Nissan model is introduced, the application chart will be updated with the new information, and then be distributed to you.
Defroster - Poor Performance Explanation
Models All Models
DEFROSTER PERFORMANCE
SERVICE INFORMATION
If a customer complains about poor defroster performance, use the following information to instruct the customer for optimum defroster
performance.
Manual Systems
1. Set the air intake lever to the fresh position.
2. Set the air control lever to the defrost (DEF) position.
3. Turn on the fan control lever (#4 position for quick defrost).
4. Set the temperature control lever to the middle through the "HOT" position.
5. If vehicle is equipped with air conditioning, push the A/C switch "ON".
Automatic Systems
A. Maxima:
1. Push the defrost (DEF) switch on.
2. Move the temperature set lever to the desired position.
3. Push the "HI" fan control switch for quick defrost.
4. Do not push the "REC" switch. The "REC" switch will not be activated when system is in the "DEF" mode.
B. 300ZX:
1. Push the "DEMIST-DEF" switch to the "DEF" mode. The temperature will automatically shift to full hot, the "SET" display will show
90~F and the fan speed will automatically switch to "HI". If less air flow is desired, push the "LOW" fan control switch.
2. Do not push the "REC" switch. The "REC" switch will not be activated when the system is in the "DEF" mode.
NOTE: Use the manual "DEF" switch only if the air conditioner is malfunctioning. When the manual "DEF" switch is pushed, the
defroster operates in the full hot, high fan speed mode and all other controls are deactivated. Push the manual "DEF" switch
again to activate the other controls.
A/C - Retrofit Service Procedures
Section: Air Conditioning
Models: See below
Date: September 26, 1994
SERVICE PROCEDURE FOR RETROFITTED A/C SYSTEMS
APPLIED MODEL:
All models except Quest equipped with a retrofitted A/C system
Service Information
This technical Bulletin details the general service information for all models retrofitted to HFC-134a (R-134a) A/C systems, using a Nissan
approved kit.
This Bulletin also describes the specific details of the J 3O and B13 models retrofitted to HFC-134a (R-134a) A/C systems.
Refer to the appropriate service Manual, the Retrofit Kit Installation Manual for each model, and NTB93-001 for information not included in this
Technical Bulletin.
The technical bulletin NTB93-001 (Classification number HA93-OO1), entitled "A/C SYSTEM CHANGES FOR R-134a REFRIGERANT (All
Models)" describes general differences between the R-12 system and the R-134a system.
IMPORTANT POINTS
^ If the vehicle equipped with retrofit A/C system has a sight glass, do not use the sight glass to check refrigerant level because R-134a and the
PAG lubricants do not exhibit "clear sight glass" characteristics, even when properly charged.
^ When charging R-134a systems, use the ACR4 Recovery/Recycling/Recharging equipment (J -39500) to insure accurate charging (to .01 lb).
^ If an R-134a system is suspected to be low on refrigerant charge, first perform a system leak check using the R-134a leak detector. After
repairing any leaks found, charge the system using the ACR4 Recovery/ Recycling/Recharging equipment (J -39500).
^ Use only Nissan A/C system oil type R for vane rotary compressor, and use only Nissan A/C System Oil Type S for swash plate compressor
and V-6 variable displacement compressor. If another lubricant is used, compressor failure is likely to occur.
Typical Replacement Parts For Retrofit A/C System
Typical replacement parts for a RETROFIT are listed. See illustration.
Precautions and Preparation
Identification for Vehicles Equipped with Retrofit A/C System
PRECAUTIONS FOR WORKING WITH HFC-134a (R-134a)
WARNING:
^ CFC-12 (R-12) refrigerant and HFC-134a (R-134a) refrigerant are not compatible. These refrigerants must never be mixed, even in the
smallest amounts. If the refrigerants are mixed, compressor failure is likely to occur.
^ Use only specified lubricant for the HFC-134a (R-134a) A/C system and HFC-134a (R-134a) components. If lubricant other than that
specified is used, compressor failure is likely to occur.
^ The specified HFC-134a (R-134a) lubricant rapidly absorbs moisture from the atmosphere. The following handling precautions must be
observed:
a: When removing refrigerant components from a vehicle, immediately cap (seal) the component to minimize the entry of moisture from
the atmosphere.
b: When installing refrigerant components to a vehicle, do not remove the caps (unseal) until just before connecting the components.
Connect all refrigerant loop components as quickly as possible to minimize the entry of moisture into system.
c: Only use the specified lubricant from a sealed container. immediately reseal containers of lubricant. Without proper sealing, lubricant
will become moisture saturated and should not be used.
d: Avoid breathing A/C refrigerant and lubricant vapor or mist. Exposure may irritate eyes, nose and throat. Remove HFC-134a
(R-134a) from A/C system, using certified service equipment meeting requirements of SAE J 221O (R-134a recycling equipment), or
J 2209 (R-134a recovery equipment). If accidental system discharge occurs, ventilate work area before resuming service. Additional
health and safety information may be obtained from refrigerant and lubricant manufacturers.
e: Do not allow lubricant (Nissan A/C System Oil Type S) to come in contact with styrofoam parts. Damage may result.
GENERAL REFRIGERANT PRECAUTIONS
WARNING:
^ Do not release refrigerant into the air. Use approved recovery/recycling equipment to capture the refrigerant every time an air conditioning
system is discharged.
^ Do not store or heat refrigerant containers above 52 (125F).
^ Do not heat a refrigerant container with an open flame; if container warming is required, place the bottom of the container in a warm pail of
water.
^ Keep refrigerant away from open flames: poisonous gas will be produced if refrigerant burns.
^ Do not introduce compressed air to any refrigerant container or refrigerant component.
PRECAUTIONS FOR REFRIGERANT SERVICE
WARNING:
Make sure all refrigerant is discharged into the recycling equipment and the pressure in the system is less than atmospheric pressure. Then
gradually loosen the discharge side hose fitting and remove it.
CAUTION:
When replacing or cleaning refrigerant cycle components, observe the following.
^ When the compressor is removed, store it in the same position as it is when mounted on the car. Failure to do so will cause lubricant to enter
the low pressure chamber.
^ When connecting tubes, always use a torque wrench and a back-up wrench.
^ After disconnecting tubes, immediately plug all openings to prevent entry of dirt and moisture.
^ When installing an air conditioner in the vehicle, connect the pipes as the final stage of the operation. Do not remove the seal caps of pipes
and other components until just before required for connection.
^ Allow components stored in cool areas to warm to working area temperature before removing seal caps. This prevents condensation from
forming inside A/C components.
^ Thoroughly remove moisture from the refrigeration system before charging the refrigerant.
^ Always replace used 0-rings.
^ When connecting tube, apply lubricant to portions shown in illustration. Be careful not to apply lubricant to threaded portion.
Lubricant name:
Nissan A/C System Oil Type S (For swash plate type compressor and V-6 compressor)
Nissan A/C System Oil Type R (For vane rotary type compressor)
Part number:
KLHO0-PAGS1 (For swash plate type compressor and V-6 compressor)
KLH0O-PAGR1 (For vane rotary type compressor)
^ O-ring must be closely attached to inflated portion of tube.
^ After inserting tube into union until O-ring is no longer visible, tighten nut to specified torque.
^ After connecting line, conduct leak test and make sure that there is no leakage from connections. When the gas leaking point is found,
disconnect that line and replace the O-ring. Then tighten connections of seal seat to the specified torque.
PRECAUTIONS FOR SERVICING COMPRESSOR
^ Plug all openings to prevent moisture and foreign matter from entering.
^ When the compressor is removed, store it in the same position as it is when mounted on the car.
^ When replacing or repairing compressor, follow "Maintenance of Lubricant Quantity in Compressor" exactly.
^ Keep friction surfaces between clutch and pulley clean. If the surface is contaminated, with lubricant, wipe it off by using a clean waste
cloth moistened with thinner.
^ After compressor service operation, turn the compressor shaft by hand more than five turns in both directions. This will equally distribute
lubricant inside the compressor. After the compressor is installed, let the engine idle and operate the compressor for one hour.
^ After replacing the compressor magnet clutch, apply voltage to the new one and check for normal operation.
HFC-134a (R-134a) Service Tools and Equipment
Refrigerant container fittings, service hose fittings and service equipment fittings (equipment which handles refrigerant and/or lubricant) are
different between CFC-12 (R-12) and HFC-134a (R-134a). This is to avoid mixed use of the refrigerants/lubricant.
PRECAUTIONS FOR SERVICE EQUIPMENT
RECOVERY/RECYCLING/RECHARGING EQUIPMENT

Be certain to follow the manufacturers instructions for machine operation and machine maintenance. Never introduce any refrigerant other than that
specified into the machine.
ELECTRONIC LEAK DETECTOR
Be certain to follow the manufactures instructions for tester operation and tester maintenance.
VACUUM PUMP
The lubricant contained inside the vacuum pump is not compatible with the specified lubricant for HFC-134a (R-134a) A/C systems. The vent side
of the vacuum pump is exposed to atmospheric pressure. So the vacuum pump lubricant may migrate out of the pump into the service hose. This is
possible when the pump is switched off after evacuation (vacuuming) and hose is connected to it.
To prevent this migration, use a manual valve placed near the hose-to-pump connection, as follows.
^ Usually vacuum pumps have a manual isolator valve as part of the pump. Close this valve to isolate the service hose from the pump.
^ For pumps without an isolator, use a hose equipped with a manual shut-off valve near the pump end. Close the valve to isolate the hose from the
pump.
^ If the hose has an automatic shut off valve, disconnect the hose from the pump. As long as the hose is connected, the valve is open and
lubricating oil may migrate.
Some one-way valves open when vacuum is applied and close under a no vacuum condition. Such valves may restrict the pump's ability to pull a
deep vacuum and are not recommended.
MANIFOLD GAUGE SET
Be certain that the gauge face indicates R-134a or 134a. Be sure the gauge set has 1/2"-16 ACME threaded connections for service hoses. Confirm
the set has been used only with refrigerant HFC-134a (R-134a) and specified lubricants.
SERVICE HOSES
Be certain that the service hoses display the markings described (colored hose with black stripe). All hoses must include positive shut off devices
(either manual or automatic) near the end of the hoses opposite the manifold gauge.
SERVICE COUPLERS
Never attempt to connect HFC-134a (R-134a) service couplers to an CFC-12 (R-12) A/C system. The HFC-134a (R-134a) couplers will not
properly connect to the CFC-12 (R-12) system. However, if an improper connection is attempted. discharging and contamination may occur.
Shut off valve rotation A/C service valve
Clockwise Open
Counterclockwise Close
REFRIGERANT WEIGHT SCALE
Verify that no refrigerant other than HFC-134a (R-134a) and specified lubricants have been used with the scale. If the scale controls refrigerant
flow electronically, the hose fitting must be 1/2"-16 ACME.
Performance Data
General performance characteristics for the CFC-12 (R-12) A/C system and the retrofit A/C system differ. These differences are outlined below.
Recirculating-to-discharge air temperature
^ The retrofitted A/C system retains the original CFC-12 (R-12) heat exchanger (evaporator and condenser).
^ Some CFC-12 (R-12) lubrication oil remains in the A/C system.
^ Because of these two stated reasons, the retrofit A/C system has a slightly lower cooling capacity than the CFC-12 R-12) A/C system.
[Maximum discharge air temperature is increased by approximately 2 C (3.6 F).]
Ambient air temperature-to-operating pressure
The retrofit A/C system has a higher operating pressure than the CFC-12 (R-12) A/C system when the outside air temperature exceeds 15 C (59
F).
^ High-pressure side (Discharge side): Maximum pressure increase of approximately 294 kPa (3 kg/sq.cm, 43 psi)
^ Low-pressure side (Suction side): Same as CFC-12 (R-12) A/C system
Refer to Service Manuals for discharge air temperature and operating pressure values for Individual vehicle models. Refer to these Manuals for
CFC-12 (R-12) A/C system values.
Diagnosis For Abnormal Pressure
Whenever the high and/or low side pressure is abnormal, diagnose using a manifold gauge. The marker above the gauge scale in the tables indicates
the standard (normal) pressure range. Since the standard (normal) pressure, however, differs from vehicle to vehicle, refer to ("Ambient air
temperature-to-operating pressure").
Setting of Service Tools and Equipment
DISCHARGING REFRIGERANT
WARNING:
Avoid breathing A/C refrigerant and lubricant vapor or mist. Exposure may irritate eyes, nose and throat. Remove HFC-134a (R-134a) from
A/C system using certified service equipment meeting requirements of SAE J 221O [HFC-134a (R-134a) recycling equipment or J 22O9
[HFC-134a (R-134a) recovery equipment]. If accidental system discharge occurs, ventilate work area before resuming service. Additional
health and safety information may be obtained from refrigerant and lubricant manufacturers.
Maintenance of Lubricant Quantity In Compressor
The lubricant used to lubricate the compressor circulates through the system with the refrigerant. Add lubricant to compressor when replacing any
LUBRICANT
The lubricant used to lubricate the compressor circulates through the system with the refrigerant Add lubricant to compressor when replacing any
LUBRICANT
Checking and Adjusting
Adjusting the lubricant quantity to the flowchart shown.
ECM - Green or Blue Relay Caution
Classification: EC95-014
Date: J uly 5, 1995
GREEN OR BLUE (FUEL PUMP & A/C) RELAY CAUTION
SERVICE INFORMATION
When servicing a customer's vehicle, exercise caution when diagnosing / checking the harness at any green or blue colored relay (Fuel pump &
A/C) connector.
SERVICE PROCEDURE
When diagnosing the harness at any green or blue colored relay (Fuel pump & A/C) connector, observe the following pre-cautions to prevent
damage to the Engine Control Module (ECM):
1. Note that the schematic on the relay is different than the orientation of the relay terminals in the harness connectors (see diagram):
2. Exercise caution to ensure that the correct terminals are being probed at the relay connector during diagnosing / checking.
NOTE:
Use a circuit tester first to verify the terminals that are supplied with battery voltage. If battery voltage is connected to terminal 2, the ECM will
be damaged if the circuit being tested has terminal 2 connected to the ECM.
A/C - Revised Procedure For Detection Refrigerant Leaks
Classification:
HA96-008
Reference:
NTB96-087
Date:
September 11, 1996
REVISED PROCEDURE FOR DETECTION OF REFRIGERANT LEAKS
This bulletin supersedes NTB95-014/HA95-003, dated February 22, 1995.
Please discard bulletin NTB95-014.
APPLIED VEHICLES:
All
SERVICE INFORMATION
An updated refrigerant leak detection procedure is now included in all service manuals beginning with the 1997 model year.
The revised procedure is applicable to all models and includes the following changes or additions:
^ A minimum charge specification prior to conducting the leak check.
^ The recommended minimum ambient temperature for effective leak detection.
^ Recommended probe tip moving speed and position away from the point to be checked.
^ Proper cleaning of A/C components and fittings prior to leak checking.
^ Rechecking a suspected leak.
^ Checking procedures for specific A/C components such as the compressor, liquid tank, service valves and cooling unit.
^ Elimination of soap and water as a secondary check method.
In some cases you may not detect a leak readily if both the high and low side pressures are equalized. The revised procedure introduces a second
test condition that can possibly detect a leak (or leaks) that the first test condition could not.
The service manuals listed below will contain the updated leak detection procedures:
^ 1997 Maxima
^ 1997 Sentra/200SX
^ 1997 Truck
^ 1997 Pathfinder
^ 1997 Quest
^ 1998 Altima
^ 1998 24OSX
Please reference Service Procedures under Contents at the beginning of the HA section. Within this section refer to "Checking Refrigerant Leaks"
to find the leak detection procedures.
NOTE:
For models with service manuals not yet published or received, please refer to another model that is released because the procedure is the same
for all models.
A/C - New Leak Detector
Classification:
T&E98-001
Reference:
NTB98-063
Date:
J uly 15, 1998
NEW A/C LEAK DETECTOR
APPLIED VEHICLES:
All with air conditioning
SERVICE INFORMATION
A new A/C leak detector (Leybold Inficon D-TEK, tool number J 41995) for R12 and R134a has been released as a dealer replacement for the
Yokogawa J 39400 leak detector (see Figure 1). While both units are approved by Nissan Motor Corporation for use, the operation, portability and
response /recovery time of the D-TEK is improved over the Yokagawa unit. Use of the Yokogawa J 39400 is still approved, however all
replacements should be the D-TEK unit.
The simple calibration of the D-TEK combined with the following service procedure should reduce diagnostic time.
SERVICE PROCEDURE
1. Read all manufacture's operating and maintenance instructions before using the Inficon D-TEK for the first time.
2. Make sure the vehicle's A/C system has a minimum pressure of 50 psi.
3. Visually inspect the D-TEK's probe tip filter for contamination before use. Clean or replace the probe tip filter as needed.
4. Place the sensitivity selector in the HI position and move the power switch to the ON position. Check the unit for the following conditions:
^ The green lamp should be steady (not flashing) indicating the power cells are fully charged. If the green lamp is dim, out, or flashing,
connect the power supply cord and charge the power cells.
NOTE:
The D-TEK can be operated while the power cells are re-charging, however this will lengthen the time required for a complete
charge.
^ The alarm should sound and the seven yellow lamps will light for 15 to 20 seconds during warm-up. When the warm up is complete, the
alarm and yellow lamps will go off. The D-TEK is now ready to be calibrated.
NOTE:
If the green lamp is not steady, or if there are any improper warm up conditions, refer to the operator's manual for trouble shooting
procedures.
5. To calibrate the D-TEK, slowly pass the probe tip about... of an inch over the leak reference bottle, moving the probe about 1 - 2 inches per
second to detect a leak rate of 0.5 ounces per year (see Figure 2). The alarm will sound and several yellow lamps will illuminate. Once the
yellow lamps go out, the unit will have an audible click (about 2 clicks per second) which indicates the D-TEK is ready to use.
6. Visually inspect the entire A/C system for any signs of leakage or damage. If any are found, clean those areas thoroughly with a clean shop
rag to prevent contamination to the D-TEK's probe.
7. Start the leak inspection at the compressor and move the probe (1 to 2 inches per second and no further than . .. inch from the components) in
a continuous path along the high side line though the condenser core, receiver drier, evaporator, and back to the compressor on the low side
line.
8. To inspect the evaporator core, first place the blower fan on high with the A/C compressor off for 15 seconds. Then turn the fan off and allow
the system to set for 13 minutes. Inspect the evaporator drain hose and passenger side foot duct.
CAUTION:
Do not allow the probe tip to contact water.
NOTE:
When a leak is detected, the D-TEK will emit a different audible tone, and the yellow lamps will illuminate. It is important to move the probe
past the suspected leak to get a proper reading as the D-TEK responds to changes in the concentration of refrigerant.
9. When the D-TEK signals a leak, pull the probe away for a moment, blow area with shop air, and then return it to the same location to isolate
the leak. If the leak is large, move the sensitivity switch to LOW.
10. Return the sensitivity setting to HI and continue looking for other possible leaks until the entire A/C system is inspected.
NOTE:
When you reset the instrument to the HI sensitivity setting, as when you turned the unit ON initially, the yellow lights will illuminate and the
tone will sound again momentarily.
A/C - System Retrofit Information
Classification:
HA96-001A
Reference:
NTB96-023A
Date:
December 1, 1997
AIR CONDITIONING (A/C) SYSTEM RETROFIT INFORMATION AND PROCEDURES
APPLIED VEHICLES:
Various 1984-1994 model vehicles equipped with R12 A/C systems.

This amended version of NTB96-023/HA96-001 updates the retrofit matrix of original bulletin.
SERVICE INFORMATION

This service bulletin identifies the necessary vehicle specific components required to install a Nissan approved retrofit A/C system. On some
vehicles a "complete kit" is required and on others a common "main kit" with the additional listed components will be required. Complete kits
contain vehicle specific installation instructions.

This bulletin also describes the generic retrofit procedure and necessary specifications (lubricant and refrigerant) to accompany this procedure.
Where a "complete kit" is indicated, refer to the specific instructions supplied with that kit.

Refer to the appropriate service manual, NTB93-001, NTB94-091, and SIR video, Vol. 14 for information not included in this service bulletin:

^ Technical Service Bulletin NTB93-001 (Classification number HA93-001), entitled "A/C System Changes for R-134a Refrigerant (All
Models)" describes general differences between the R-12 system and the R-134a system.

^ Technical Service Bulletin NTB94-091 (Classification number HA94-005), entitled "Service Procedure for Retrofitted A/C Systems" details
general service information for all models retrofitted to R-134a A/C systems, using a Nissan approved retrofit kit.

^ SIR video "R-134a Air Conditioning System Retrofits, Vol. 14" gives the information needed to properly convert a R-12 refrigerant based A/C
system to R-134a refrigerant.

Service Procedure
Important Points

^ When recharging the system with R134a, use the J 39500 ACR4 Recovery / Recycling / Recharging equipment to ensure accurate charging (to
.01 lb.)
^ Use only Nissan A/C System PAG Lubricant Type "R" for vane rotary compressors, or Nissan A/C System Lubricant type "S" for swash plate
and V-6 variable displacement compressors. Use only Nissan A/C System PAG Lubricant Type "F" for the Quest. If another type lubricant is
used, compressor failure is likely to occur.

This bulletin contains:

^ Typical replacement parts used to retrofit an A/C system
^ Retrofit kit / parts matrix
^ Retrofit main kit, J 2270-10Y25 (parts listing)
^ R-134a system information
^ General specifications for retrofitted systems
^ Unique 300ZX (Z31 and Z32) data and 240SX (S13) V6 compressor information
^ How to perform an A/C retrofit (procedure manual).

Removal
When removing center bolt, hold clutch disc with clutch disc wrench.

^ Remove the clutch disc using the clutch disc puller. Insert the holder's three pins into the holes in the clutch disc. Rotate the holder clockwise
to hook it onto the plate. Then, tighten the center bolt to remove the clutch disc. After removing the clutch disc, remove the shims from either
the drive side or the clutch disc.
^ Remove the snap ring using external snap ring pliers.
^ Pulley removal

Use any commercially available pulley puller. Position the center of the puller on the end of the drive shaft, and remove the pulley assembly.
To prevent the pulley grove from being deformed, the puller claws should be positioned onto the edges of the pulley assembly.
^ Remove the field coil harness clip using a screwdriver.
^ Remove the snap ring using external snap ring pliers.
Inspection
Clutch disc

If the contact surface shows signs of damage due to excessive heat, replace clutch disc and pulley.

Pulley
Check the appearance of the pulley assembly. Check the contact surface for any sign of excessive grooving due to slippage. If any sign is found,
replace both the pulley and clutch disc. The contact surfaces of the pulley assembly should be cleaned with a suitable solvent before
reinstallation.

Coil
Check coil for loose connections or cracked insulation.

Installation

^ Install the field coil.
Be sure to align the coil's pin with the hole in the compressor's front head.

^ Install the field coil harness clip using a screwdriver.
^ Install the pulley assembly using a suitable tool, then install the snap ring using snap ring pliers.
^ Install the clutch disc on the drive shaft with the original shim(s). Press the clutch disc down by hand.

^ Using the holder to prevent clutch disc rotation, tighten the bolt to 10 ft. lb (14 N.m, 1.4 kg-m) torque.


^ Check clearance around the entire periphery of the clutch disc.

Disc-to-pulley clearance

0.12 - 0.024 in. (0.3 - 0.6 mm)

If the specified clearance is not obtained, replace the adjusting spacer and readjust.

Break-in operation
When replacing the compressor clutch assembly, always conduct the break-in operation. This is done by engaging and disengaging the clutch about
thirty times. Break-in operation raises the level of transmitted torque.
How to Perform an A/C Retrofit (Procedure Manual )
How to Perform an A/C Retrofit - Generic Instructions Except Quest
This procedure is used to replace R-12 refrigerant with R-134a refrigerant for Nissan vehicle A/C systems. For specific component removal and
installation procedures, refer to the appropriate vehicle service manual.

Required Equipment

^ A set of R-12 service equipment certified to meet the requirements of SAE J 1991. The J 38750-A, ACR3 Recovery / Recycling / Recharging
station meets these specifications.

^ A set of R-134a service equipment certified to meet the requirements of SAE J 2210. The J 39500-A, ACR4 Recovery / Recycling / Recharging
System meets these specifications.

^ An adequate supply of R-134a refrigerant.

^ An adequate supply of PAG type "S", "R", and "F" A/C lubricant. Use only the lubricant specified for a particular system. Refer to the
application table shown on page 3 of this bulletin.

Preliminary Checks
1. Before servicing any A/C system, determine which type of refrigerant and lubrication oil is currently in the system. This is important in order
to avoid contamination of your existing refrigerant supplies or potential damage to your refrigerant equipment.

2. Ask the customer about the A/C service history. Have any alternative refrigerants been installed in the system? Has an A/C retrofit already
been performed?

3. Check the engine compartment for A/C labels which may indicate previous retrofit work, oil additives, etc..

4. Verify the system you are working on, R-12 or R-134a.

Caution:
^ Always wear eye and hand protection (goggles and gloves) when working with any refrigerant or A/C system.

^ Avoid breathing A/C refrigerant and lubricant vapors or mist. Exposure may irritate eyes, nose, and throat. To remove R-134a from the A/C
system, always use service equipment certified to meet the requirements of SAE J 2210 (R-134a recycling equipment). Additional health and
safety information may be obtained from refrigerant and lubricant manufacturers.

^ Do not release refrigerant into the atmosphere. Use approved recovery / recycling equipment to capture the refrigerant every time an air
conditioning system is discharged. If accidental discharge occurs, ventilate work area before resuming service.

^ R-134a service equipment or vehicle A/C systems should not be pressure tested or leak tested with compressed air. Some mixtures of air /
R-134a have been shown to be combustible at elevated pressures. These mixtures are potentially dangerous and may result in fire or explosion
causing injury or property damage. Additional health and safety information may be obtained from refrigerant and lubricant manufacturers.

When installing refrigerant components, observe the following:
^ Do not remove the seal caps until just before connecting components (refer to "A" in Figure 1).
^ Be sure the O-ring is on the tube end and apply a small amount of refrigerant lubricant to the O-ring before assembling (refer to "B" in Figure
1).
^ Install tubes into mating parts and finger tighten nuts.
^ When tightening fittings, be sure to use a torque wrench and back up wrench (refer to "C" in Figure 1).
Retrofit Preparation
5. Determine the parts required for the vehicle system being retrofitted.

6. Conduct a "pre-retrofit performance test":
^ If the system is functioning properly, proceed to step 7
^ If the system is not functioning properly, determine the cause
^ If the system does not contain the proper amount of refrigerant, charge the system to 50 PSI with R-12 refrigerant and identify any leaks
and/or failed components
^ If the system is still not functioning, proceed to step 7.
7. Recover the refrigerant using approved R-12 recovery / recycling equipment.

8. Repair or replace any failed components with the appropriate replacement.
NOTE:
When replacing a failed compressor, prior to retrofit, determine the type of lubricant the replacement contains. If the replacement compressor
contains a lubricant other than the specified PAG lubricant, drain that lubricant before installation.
9. Disconnect the negative battery cable.

Passenger Compartment

10. Remove the evaporator assembly as follows:
A. Disconnect the high and low pressure tubes from the evaporator assembly.
B. Disconnect the harness connector from the blower motor resistor (as necessary).
C. Remove and save all mounting hardware.
D. Remove the evaporator assembly.
Thermal Expansion Valve (TXV) Installation

11. Remove and save the resistor bucket (2 screws) from the evaporator case assembly (if equipped).

12. Remove the thermistor from the evaporator core (if equipped). Note the thermistor location so it can be re-installed to its original location.

13. Remove and save the case halves from the evaporator core. (Carefully cut the air seals where the case halves meet).

14. Remove and discard the TXV bulb insulating wraps.

15. Disconnect the TXV equalizer tube from the evaporator outlet tube (use a backup wrench).

16. Remove the TXV sensing bulb from the evaporator outlet tube (1 clip).

17. Remove and discard the TXV (2 fittings).

18. Remove and discard O-rings on the TXV inlet and outlet tubes. Clean the tube ends.

19. Using new O-rings, install the new TXV onto the evaporator core.

20. Connect the TXV equalizer tube to evaporator outlet tube (lubricate the O-ring with the appropriate PAG lubricant as required) and torque
fittings to specification (use a backup wrench).

21. Secure the TXV sensing bulb to the evaporator core.

22. Install new insulator foam wrap around the TXV sensing bulb.

23. Install new insulator butyl tape around the TXV.

24. Reassemble the case halves to the evaporator core.

25. Reinstall the thermistor to its original position (if equipped).

26. Reinstall the resistor bucket to the evaporator case (if equipped).

27. Repair air seals. If seals are not suitable for reuse, replace with new ones (available separately through NMC parts supply).

28. Reinstall the complete evaporator assembly into the vehicle in the reverse order of removal. Install new O-rings on the evaporator inlet and
outlet tubes.Lubricate the O-rings with the appropriate PAG lubricant.

29. Reconnect the low and high pressure tubes to the evaporator. Torque fittings to specification.

30. Affix the "Retrofitted to R-134a" label to the evaporator case in a visible location. (Refer to Figure 2).

31. Remove and discard the existing pressure relief valve from the high pressure side (compressor side) flange.

32. Install the new pressure relief valve onto the high pressure hose flange. Lubricate O-ring with the appropriate PAG lubricant.

Torque the pressure relief valve to specification.

33. Affix the "Retrofitted to R-134a" label to the compressor in a visible location as shown in Figure 3.

Liquid Tank Removal / Installation
34. Disconnect the liquid tank (LT) switch harness from the vehicle harness.

35. Remove and save the pressure switch from the old LT.

36. Disconnect the tubes from the LT. Remove the LT.

37. Remove and discard the blind plug from the new LT. Make sure the fusible plug remains in the new LT.

38. Install the old pressure switch into the new LT blind plug port, use a new O-ring. Lubricate with appropriate PAG lubricant.

39. Loosely install the new LT into the LT bracket.

40. Reconnect the pressure switch harness connector to the vehicle harness.

41. Install new O-rings on the LT inlet and outlet tubes. Lubricate O-rings with the appropriate PAG lubricant.

42. Reconnect the tubes to the LT. Torque to specification.

43. Tighten the LT bracket pinch bolt to secure the LT in the LT bracket.

Final Assembly

44. Install the charge adapters to the high and low pressure service valves. Torque adapters to specification (use a backup wrench).
NOTE:
THERE ARE TWO TYPES OF HIGH PRESSURE SERVICE VALVES 7/16-20 UNF AND 3/8-24 UNF. BOTH SIZES OF ADAPTERS
ARE INCLUDED IN THE RETROFIT KIT. INSTALL THE CORRECT ADAPTER AFTER CONFIRMING THE SERVICE VALVE
CONFIGURATION.

45. Using an ink pen, completely fill out the retrofit label. After filling out the label, peel the backing from the label's adhesive clear cover shield
and firmly press the cover shield against the label face to permanently seal the label.

46. Affix the caution label to the engine room wall or suitable (permanent under-hood body panel) visible location as shown in Figure 6. Make
sure the surface is clean before installing the label.
47. With a permanent marker, delete references to R-12 from the original caution label.
48. Reconnect the negative battery cable.
After Installation

49. Evacuate the A/C system for a minimum of 30 minutes.

50. Add the appropriate PAG oil as specified in the "Lubricant / Refrigerant Specification Chart" shown in this bulletin.

NOTE:
Do not compensate for lubricant change. Add the full amount indicated in the "Lubricant / Refrigerant Specification chart.
51. Charge the A/C system with the specified amount of R-134a refrigerant. (Refer to the "Retrofit Lubricant / Refrigerant Specification" chart
in this bulletin).

52. Perform a refrigerant leak test using Kent-Moore tool J 39400 to insure there are no refrigerant leaks.

53. Conduct an A/C performance test. (Refer to the "Performance Characteristics" information listed below).

Performance Characteristics for Retrofitted A/C Systems

General performance characteristics for R-12 A/C systems and the retrofit R-134a systems differ. These differences are outlined below:

Recirculating-to-discharge Air Temperature

^ The retrofitted system retains the original R-12 heat exchanger (evaporator and condenser)

^ Some R-12 lubricant oil remains in the A/C system

^ Because of these two reasons, the retrofit A/C system has a slightly lower cooling capacity than the R-12 A/C system. The maximum discharge
temperature is increased by approximately 3.6 deg. F (2 deg. C).

Ambient Air Temperature-to-Operating Pressure

The retrofit A/C system has a higher operating pressure than the R-12 A/C system when the outside temperature exceeds 59 deg. F (15 deg. C).

^ High pressure side (discharge side): Maximum pressure increase of approximately 43 PSI (294 kPa, 3 kg/cm.).

^ Low pressure side (suction side): Same as R-12 A/C system.

Refer to the appropriate service manual for discharge air temperatures and operating pressure values for individual models. After verifying the
discharge air temperature is within specifications, the retrofit is complete.
A/C - Precautions for Repair/Installation
Classification:
HA95-004
Reference:
NTB95-015
Date:
March 10, 1995
AIR CONDITIONING (A/C) PARTS PROPER INSTALLATION PROCEDURE

SERVICE INFORMATION

The information outlined below shows how to properly handle and install A/C system components during an A/C repair or kit installation.

1. Clean Working Area Surface
Clean all working area surfaces which may come in contact with A/C components. Dirt particles, metal chips, dirty oil, moisture, etc. can
contaminate and damage the "O" rings and joint connectors. In addition, ensure that your hands are clean when handling A/C components.

2. Seal Caps

After disconnecting tubes, immediately plug all connector openings with seal caps to prevent entry of dirt and moisture. Do not remove the seal
caps of pipes and other components until just before connecting the components. The caps prevent contaminants and moisture from entering and
damaging the system (refer to figures A and D).
3A. "O" Rings and J oint Connectors (all vehicles except Quest)

A. Always replace used "O" rings with new ones. Always install the same size "O" ring.
B. Inspect new "O" rings and joint connectors before installation.
C. Make sure the "O" ring(s) are not scratched or cut. If the "O" ring has a cut or scratch, do not use it.
D. Be sure the "O" ring is on the tube end. Apply a small amount of refrigerant oil to the "O" ring. Be careful not to apply lubricant to the
threaded portion (see figure B).
E. Inspect mating surfaces of components. Make sure there are no contaminants, burrs, scratches or damage especially at sealing surfaces.
3B. "O" Rings and J oint Connectors (Quest only)

A. Always replace used "O" rings with new ones. Always install the same size and same material "O" ring.
NOTE:
"O" rings used with the spring lock couplings on the Quest are a special material. The "O" rings normally used in refrigerant system
connections are not the same material and should not be used with the spring lock coupling.
B. Inspect joint connectors before installation. Check that the garter spring is in the cage of the male fitting (see Figure E). If the garter spring
is damaged, replace it with a new spring.
C. Make sure the "O" ring(s) are not scratched or cut. If the "O" ring has a cut or scratch, do not use it.
D. Be sure the "O" rings are on the male fitting. Lubricate the male fitting, "O" rings and inside the female fitting with clean lubricant (see
Figure F).
E. Inspect mating surfaces of components. Make sure there are no contaminants, burrs, scratches or damage especially at sealing surfaces.
F. If you use a plastic indicator ring, install the ring into the cage opening.
G. Fit the female fitting to the male fitting and push until the garter spring snaps over the flared end of the female fitting. To indicate
engagement, the plastic indicator ring will snap out of the cage opening when the coupling is connected.
H. If you do not use the indicator ring, visually verify the garter spring is over the flared end of the female fitting.
4. Making the Connections (all vehicles except Quest)

Tighten joint connections by hand first. Confirm the tubes are mated correctly. Then tighten the fittings using a torque wrench and a backup
wrench to prevent twisting. Twisting can damage tubes and result in a leak later in the life of the vehicle (see figure C).

5. Torquing (all vehicles except Quest)

Torque the fittings to specification. Do not over torque. Over torque will damage the sealing surfaces and result in a leak. Be especially careful
when installing plastic components such as switches and sensors. These components can be easily damaged due to mishandling or over torquing.

6. Leak Check

After completing all connections, evacuate and charge the system with the specified amount of refrigerant. Conduct a leak check to confirm there
are no leaks from the connections. For more information on the detection of refrigerant leaks refer to NTB95-014.
Tools - Essential Tool Release, Engine, A/C
Classification:
T&E95-03
Reference:
NTB95-030
Date:
March 22, 1995
ESSENTIAL TOOL RELEASE
SERVICE INFORMATION
During the week of February 6, 1995, all Nissan dealers were sent the following special tools as part of the Essential Service Tool Program.
SERVICE PROCEDURE
1. J 41471 Variable Timing Control (VTC) Sprocket Rebuild Kit. This kit provides the necessary tools to rebuild the VTC intake camshaft
sprockets on the VE30DE engine. The initial shipment of this tool has been provided to all Nissan dealers at no charge. Additional kits can be
purchased through the Tech-Mate Service Equipment and Special Tools program by calling 800-NMC-2001.
Refer to Technical Bulletin NTB95-022 for proper usage of these tools.
2. J 39400-A/C Leak Detector Tune-up Kit. This kit provides all the items necessary to perform preventive maintenance on the J 39400 A/C
Leak Detector.
J 39400-TUNEUP
Leak Detector Kit
Tune-Up Kit Contents
This kit provides three, 12 ounce plastic bottles and related fittings to replace the existing 7 ounce bottles. These bottles will accommodate the
proper lubricant charge when retrofitting from R-12 to R-134a refrigerant systems.
PARTS INFORMATION
DESCRIPTION KENT-MOORE PART #
Variable Timing Control (VTC) Sprocket Rebuild Kit J 41471
A/C Leak Detector Tune-up Kit J 39400-Tune up
ACR4 Lubricant Injection Bottle Conversion Kit J 39500-71N
Steering - Vibration/Brake Pedal Pulsation
Classification:
BR00-001
Reference:
NTB00-013
Date:
February 10, 2000
AMMCO ON-CAR BRAKE LATHE OPERATING PROCEDURE

APPLIED VEHICLES:
All Nissan vehicles with disc brakes
SERVICE INFORMATION

If a Nissan vehicle exhibits steering wheel vibration or brake pedal pulsation when braking, it may be brake judder. Brake judder is created by
excessive thickness variation of the brake rotors. In most cases the thickness variation is a result of excessive brake rotor run-out. While brake
judder is usually associated with the front brake rotors, the rear brake rotors may cause it too.

The most effective way to eliminate brake judder and excessive rotor run-out is to turn the brake rotors using the Ammco on-car brake lathe. This
required special tool will minimize the assembled brake rotor run-out more than conventional off-car turning/installing on hub process. Please note
the following points when using the on-car brake lathe:

^ Prevent metal shavings from contacting or collecting on the ABS speed sensors. Remove any shavings that stick to the ABS speed sensor's
magnet. It is best to clean the ABS sensor with the rotor removed.

^ Mark the exact location of the rotor (on the axle hub) before removing the rotor (see Figure 2).

^ Do not tighten the wheel lug nuts with an air impact driver. Uneven or high torque applied to the lugs may distort the brake rotor and hub,
resulting in increased rotor run-out and excessive rotor thickness variation as the rotor wears.

^ If new rotors are required, install them on the hub in different positions (index) to achieve the lowest run-out reading (equal to or less than
0.0012", 0.03 mm), using a dial indicator. See Figure 11.
Service Procedure
1. Measure the rotor thickness at 10 mm in from the outside diameter of the rotor to ensure the rotors can be turned (see Figure 1).
A. If the rotor thickness is below specification, the rotor cannot be turned, but must be replaced. When installing new rotors, install them
on the hub in different positions (index) to achieve the lowest run-out reading (equal to or less than 0.0012", 0.03 mm).
B. If the rotor thickness is within specification, the rotor can be turned. Proceed with step 2.
WARNING:
Do not cut below the minimum rotor thickness specification. Replace the rotor if the run-out cannot be eliminated without exceeding the
2. Remove the brake caliper assembly.
CAUTION:
Do not allow the brake caliper assembly to hang from the brake hose. Use a piece of wire to hang the caliper from the front coil spring.
3. Put an alignment mark on the rotor and the axle to ensure the rotor remains in its original position (see Figure 2).

4. Assemble the legs on the lug adapter according to the lug pattern of the vehicle being worked on (see Figure 3). Then tighten the bolts that
secure the legs to the adapter, making sure the legs are flat against the adapter and freely rotate.

5. Orient all legs to the full outside position, against the stop pin (see Figure 3).

6. Install the lug adapter on the brake rotor (see Figure 4). Tighten all lug nuts to 40 ft/lb.

NOTE:
Ensure that all lug nuts are installed on the lug studs - including the lug studs not used for the lug adapter legs.
NOTE:
Make sure the lug adapter is centered on the brake rotor (see Figure 4).
7. Install the brake lathe on the vehicle as follows:

A. Loosen the bolts holding the adjustable mounting brackets on the lathe and slide the brackets in or out to align with the holes in the
caliper mounting bracket on the vehicle.

NOTE:
If the mounting brackets on the lathe do not adjust in or out far enough to reach the caliper mounting holes, the brackets may be switched
end-to-end or switched end-to-end and turned 90 degrees to match the caliper mounting holes.
B. Mount the lathe against the inboard side of the caliper mounting bracket using the appropriate adapter mounting bolts, sleeves and
spacers to achieve adequate clearance between the lathe and the brake rotor (see Figure 5).

NOTE:
Use the appropriate adapter mounting bolts and sleeves to ensure the lathe is firmly mounted and that NO movement (play) exists between the
caliper mounting bracket and the lathe. Also, make sure there is sufficient clearance between the adapter mounting bolts and the brake rotor
(see Figure 6).
8. Install the silencer band on the outside diameter of the brake rotor to dampen vibrations during cutting.

9. Position the cutting bits about 10 mm in from the outer edge of the rotor surface (see Figure 7).

NOTE:
Make sure the cutting bits are sharp and in good condition. Also, cutting bits should not be used more than ten times as they wear out.
10. Turn the (blue) depth-of-cut knob clockwise to advance the outboard cutter until it lightly contacts the rotor surface. Hold the knob still
while rotating the micrometer dial to zero (see Figure 7). Then, turn the depth-of-cut knob 1 notch counterclockwise.

11. Turn the (red) depth-of-cut knob clockwise to advance the inboard cutter until it lightly contacts the rotor surface. Hold the knob still while
rotating the micrometer dial to zero (see Figure 7). Then, turn the depth-of-cut knob 1 notch counterclockwise.

NOTE:
Once you have zeroed a micrometer dial, never use the dial to advance or withdraw a cutting bit; the dial may slip, losing the zero position.
Only use the depth-of-cut knob to advance or withdraw the cutting bit.

12. Advance the carriage with the hand wheel until the outboard cutting bit reaches the inside edge of the rotor surface (see Figure 8). Then,
advance the carriage movement hand wheel an additional one-third turn.

13. Turn the depth-of-cut knobs individually to set each cutting bit to the desired depth of cut. Each cut may be between 0.002" and 0.004" (0.05
mm and 0.10 mm), but the final cut must be made at 0.001" (0.025 mm).

14. Tighten the cutter locking knobs (see Figure 9).
15. Connect the rotor driving unit to the lug adapter (see Figure 10).

NOTE:
Before using the rotor driving unit, ensure that all lug nuts are installed on the lug studs - including the lug studs not used for the lug adapter.
Tighten the lug nuts to 40 ft-lb.
NOTE:
Make sure the rotor driving unit cable is exactly level with the center of the lug adapter (see Figure 10).
16. Activate the rotor driving unit.

17. Tighten the engagement knob in the center of the carriage movement hand wheel (see Figure 9) to start the cutting process. When the cutting
bits clear the outer edge of the rotor, loosen the engagement knob to stop the carriage movement.

18. If part of the brake surface was not cut, leave the cutters in the locked position and move the carriage until the cutters are at the inside edge of
the braking surface, then repeat steps 12, 13, 14, 16 and 17.

19. Turn the rotors with a finish-cut of 0.001" (0.025 mm).

NOTE:
The brake lathe cutting bits must be replaced after they have been used 10 times.
20. Use a dial indicator to ensure the rotor run-out is within specification (see Figure 11). Rotor run-out should not exceed 0.0012" (0.03 mm).

21. Turn the rotors and hand finish the newly turned rotor surface with a non-directional swirl pattern using #500 grit aluminum oxide sandpaper.
This improves the rotor surface finish and helps to further reduce noise (see Figure 12).

NOTE:
Use a small, flat block of wood between the sandpaper and your fingers to ensure a flat, smooth surface finish (see Figure 12).
Technical Service Bulletin #GI86035 Date: 861017
Powertrain Components - Rust Proofing
Models All Models
Section General Information
Classification GI86-035
Date October 17, 1986
RUST PROOFING OF SERVICE PARTS
SERVICE INFORMATION
The factory has begun to apply a new rust-proofing material to large and medium sized service parts. This new type of rust-proofing oil must be
removed (see below) before installing the parts to a vehicle. Table 1 lists the applied parts with the new and old type of rust-proofing material used.
RUST-PROOFING OIL REMOVAL
Rust-proofing oil should be washed or wiped off the parts using kerosene or equivalent. This new oil is easier to remove than the current oil applied
to short engine and cylinder blocks.
Technical Service Bulletin #EM90008 Date: 901011
Engine - Angular Tightening Tools
Classification: Section:
EM90-008 ENGINE MECHANICAL
Reference:
Models:
ALL MODELS Date:
OCTOBER 11, 1990
ANGULAR TIGHTENING
It is important that some engine parts are tightened using an angulartightening method rather than the exclusive use of the torque setting method
because the tightening force (axial bolt force) which occurs using the torque setting method can result in "bolt stretch" or breakage. To assure
satisfactory maintenance of the engine and to reduce the possibility of "bolt stretch" or breakage, Nissan recommends that the angular-tightening
method be used rather than the torque setting method whenever the appropriate Service Manual indicates application of this method.
A suitable angle wrench can be obtained from the Kent-Moore and the Snap-On Companies.
Engine/Transmission - Precautions During R&R Procedure
Classification:
EM03-001a
Reference:
NTB03-093a
Date:
March 19, 2004
CAUTION DURING ENGINE OR TRANSMISSION REPLACEMENT
This bulletin amends NTB03-093. This version amends the Service Information. Please discard all paper copies of the earlier version.
APPLIED VEHICLES:
All Nissan
SERVICE INFORMATION
Improper or incorrect service and repair procedures may cause damage to new or repaired parts and components.
^ Damage to repaired or replaced engine, transmission, or other components caused by improper procedures during repair or replacement is not
covered by warranty.
This TSB contains information to help you avoid damaging these parts and components.
Cylinder Block - Transmission Dowel Pins
1. Alignment dowels are installed between the cylinder block and transmission.
^ They ensure accurate alignment of the crankshaft to the transmission input shaft.
2. If you replace an engine or transmission you must make sure the dowels are installed correctly during re-assembly.
^ Improper alignment caused by missing dowels may cause vibration, oil leaks or breakage of drive-train components.
Crankshaft - Drive Plate/Flywheel Alignment Dowel Pin
1. Most late model engines have an alignment dowel installed in the rear of the crankshaft.
^ This dowel is used to properly align (locate) the drive plate or flywheel with the crankshaft.
2. If you replace an engine that uses this dowel, make sure it is installed during re-assembly.
3. On engines that use this dowel:
^ During re-assembly, the drive plate or flywheel locating hole must be aligned with this dowel for proper operation of the engine control
system.
^ If not aligned (clocked) correctly, rough running and MIL "ON" will occur.
Torque Converter Pilot (A/T) Pilot Bushing (M/T)
1. Either bushing above is "pressed" into the rear of the crankshaft.
^ This ensures proper alignment at re-assembly.
2. Some automatic transmission equipped vehicles use a torque converter pilot.
^ It supports the torque converter.
3. Some manual transmission equipped vehicles use a pilot bushing.
^ This bushing supports the end of the transmission input shaft.
4. If you replace an engine (or an engine crankshaft) on a vehicle that uses a Pilot Bushing or Converter Pilot, you must make sure that the
correct pilot is installed: Automatic Transmission pilot Vs Manual Transmission pilot.
^ Vibration and/or hard shifting may result if the correct pilot is not installed.
Debris in the Intake and Exhaust System
1. Whenever an engine (short or long block) is replaced or repaired, note the following:
^ You must make sure that the intake and exhaust system components are cleaned out.
^ They must be completely free of debris, water, or other "foreign material."
^ Anything like that left in the intake or exhaust system will probably cause engine damage.
^ If a piston or valve was broken on the old engine, it is likely that metal debris will be found in both the intake and exhaust systems.
2. Review the following cleaning recommendation for the intake and exhaust systems when you replace or repair an engine:
^ Visually inspect for debris, water, or other foreign material inside the entire intake system, from the air filter intake through the intake
manifold; clean as needed.
^ Inspect the intake manifold "runners" from the cylinder head side. Make sure that no particles of metal (broken pieces of piston, valve,
etc) have stuck to the walls of the runners.
^ Visually inspect the "flange" portion of the manifold, where it attaches to the head. Make sure there are no scratches or burrs that might
cause a bad seal seal.
^ Visually inspect the "power valves" inside the intake manifold (if applicable). Make sure all retaining screws that attach the "butterflies"
to the shaft are in place and tight.
^ Make sure the exhaust ports are clean and free of debris.
^ Inspect the entire exhaust system for debris or other foreign material. Clean or replace as needed.
Oil Pressure at "New or Repaired" Engine Start-Up
Before a new service engine is started for the first time, "prime" the oil system as follows:
1. After filling, allow a few minutes for the oil to drain down to the oil pan before measuring.
^ Be sure the vehicle is level.
^ Confirm the oil is filled to the "H" (full) mark on the dipstick.
NOTE:
Some models require as much as 10 minutes wait time for oil to drain to the pan. See the LU or MA section of the appropriate Service
Manual (ESM).
2. Remove the fuse for the fuel pump.
3. Crank the engine for about 10 seconds or until the oil pressure warning light goes out.
(Do not crank the engine for more then 10 seconds at a time.)
4. Reinstall the fuel pump fuse and start the engine.
5. Inspect for oil, fuel, or water leaks.
6. Confirm normal engine and transmission operation.
Final Quality Check:
Inspect your work to confirm that all wires, hoses, trim, etc. are properly located and secure. This helps to prevent comebacks and unhappy
customers.
Disclaimer
Cooling System - Fan Installation On Water Pump Flange
Classification:
EM96-008
Reference:
NTB96-100
Date:
October 23, 1996
FAN INSTALLATION TO WATER PUMP FLANGE
APPLIED VEHICLE:
All with water pump mounted fan
SERVICE INFORMATION
The fan mounting flange of the water pump may become loose on the shaft if the fan, fan coupling, or fan pulley (water pump pulley) are not
properly installed during a repair. The incident may be exhibited as a screeching noise from the engine when starting cold. When removing or
installing the fan, fan coupling or fan pulley, always perform the procedure listed below.
SERVICE PROCEDURE
1. Turn the ignition switch to off.
2. Loosen the alternator then remove the drive belt. Do not leave the drive belt in place and release the drive belt tension by removing the fan
pulley. (Releasing the drive belt tension by removing, the fan pulley may complicate component re-installation).
3. Remove the fan, fan coupling, fan pulley and any other components required for the service you are performing.
Figure 1
4. Inspect the fan coupling for wobbling (Figure 1), oil leakage or bent/broken bimetal before assembly.
5. Carefully Install the fan, fan coupling and fan pulley. Torque the M6 x 0.8 nuts and screws securing the fan to the fan coupling and the fan
coupling to the water pump flange to 4.3-7.2 ft. lb. Install the drive belt only after the fan and fan coupling to water pump flange bolts/nuts
have been properly torqued.
NOTE:
Proper alignment of these components is essential. Improper alignment will cause them to wobble and may eventually cause the fan to separate
from the water pump causing extensive damage.
Figure 2
6. After assembly, verify the fan does not exhibit any wobble or flapping while the engine is running. If any wobble or flapping is observed, it
must be corrected before the vehicle is released to the customer.
CAUTION:
When the engine is running, keep hands, clothing and jewelry away from moving parts such as drive belts and fan.
Technical Service Bulletin #99-044B Date: 991027
Tools - Starting & Charging System Tester
Classification:
EL99-014B
Reference:
NTB99-044B
Date:
October 27, 1999
APPLIED VEHICLE(S)
All Nissan
APPLIED DATE(S)
All years
NISSAN BATTERY/STARTING/CHARGING SYSTEM TESTER
This bulletin supersedes NTB94-009 and amends NTB99-044 & NTB99-044a. This version contains updated Service and Warranty information
including alternator and starter diagnostics. Please discard all paper copied of the earlier bulletins.

SERVICE INFORMATION

A new Special Tool has been issued to aid in diagnosis of battery, starting system, and charging system incidents. Using Kent-Moore tool #
J -44373 Model 620 (see Figure 1), several comprehensive diagnostic tests can be performed on these systems in a matter of minutes. This will help
isolate and identify the incident faster, improving Customer Satisfaction and Fixed Right First Time performance.
The Model 620 tool is specifically calibrated for use with Nissan vehicles. It uses two phases of testing and will provide diagnosis and a 12
character test output code. This method of testing can save time as the entire battery/starting/charging system can be quickly scanned to identify the
particular area of concern.

Claims Bulletin WB/99-022, dated September 2, 1999, announced that technicians must use this essential tool for all battery replacement claims for
warranty, service contract, goodwill or service campaign (except when specific instructions for component replacement without testing apply)
effective with repair order open dates of September 15, 1999, and greater.
Claims Bulletin WB/99-028, dated October 28, 1999, announces that this essential tool must now also be used for all alternator replacement claims
for warranty, service contract, goodwill or service campaign (except when specific instructions for component replacement without testing apply)
effective with repair order open dates of November 8, 1999, and greater.
Claims Bulletin WB/99-030, to be dated November 11, 1999, will announce that this essential tool must also be used for all starter replacement
claims for warranty, service contract, goodwill or service campaign (except when specific instructions for component replacement without testing
apply) effective with repair order open dates of November 22, 1999, and greater.

The 12 character test output code for each of the two phases of testing must be recorded in the Technician Remarks field on the hard copy of the
repair order for all battery, alternator or starter replacement claims. Refer to the respective Claims Bulletin for claims procedure information.

CLAIMS INFORMATION

Claims Bulletin WB/99-022, dated September 2, 1999, announced that technicians must use this essential tool for all battery replacement claims for
warranty, service contract, goodwill or service campaign (except when specific instructions for component replacement without testing apply)
effective with repair order open dates of September 15, 1999, and greater.
Claims Bulletin WB/99-028, dated October 28, 1999, announces that this essential tool must now also be used for all alternator replacement claims
for warranty, service contract, goodwill or service campaign (except when specific instructions for component replacement without testing apply)
effective with repair order open dates of November 8, 1999, and greater.
Claims Bulletin WB/99-030, to be dated November 11, 1999, will announce that this essential tool must also be used for all starter replacement
claims for warranty, service contract, goodwill or service campaign (except when specific instructions for component replacement without testing
apply) effective with repair order open dates of November 22, 1999, and greater.

The 12 character test output code for each of the two phases of testing must be recorded in the Technician Remarks field on the hard copy of the
repair order for all battery, alternator or starter replacement claims. Refer to the respective Claims Bulletin for claims procedure information.
Tester Preparation
NOTE:
The date and time MUST BE accurately set on the tester. If the date and time are incorrect, the suspension or denial of repairs claimed as
warranty, service contract, goodwill or service campaign will result.
Verifying date and time.

A. With the tester clamps disconnected, press and hold the "MENU" button until the "OPTION SELECT-PRINT RESULTS" display appears.

B. Use either of the blue up/down arrows to scroll until the "SET DATE & TIME" display appears.

C. Press "ENTER." The day of the week, calendar date, "STD" (standard) or "MIL" (military) time, the hour/minute and "AM/PM" (if "STD" is
displayed) will appear.

D. If the date and time displayed are correct, continue to press "ENTER" repeatedly until the "OPTION SELECT-PRINT RESULT" display
appears. Proceed to Tester Usage on next page. If the date and time are not correct, proceed to Adjusting the date and time, step A.
Adjusting the date and time.

A. The underscore (_) symbol will be present under the day of the week.

^ If this is correct, press "ENTER" to move the underscore symbol to the month.
^ If the day of the week display is incorrect, use the blue up/down arrows to select the correct day of the week, then press "ENTER."
^ Continue to set the month/day/year in this fashion.

B. The underscore symbol should now be under the "STD" display. If "MIL" is displayed use the blue arrow keys to select "STD", then press
"ENTER" to move the underscore symbol to the hour adjustment.

C. Using the "ENTER" button and the blue arrow keys, continue to adjust the hour, minute and "AM/PM" display.

D. After you have adjusted the "AM/PM" display and pushed "ENTER", the "OPTION SELECT-PRINT RESULT" display will appear. The
date and time are now set.

Tester Usage
To ensure a complete and thorough diagnosis, the battery, starter and alternator test segments must be done as a set from start to finish (unless the
bulletin instructs otherwise). In most cases it will take less than five minutes.

WARNING:
When working with batteries always wear appropriate eye protection.
NOTES:

^ If battery surface charge is detected while testing, the tester will prompt you to turn on the headlights to remove the surface charge. Follow
the instructions on the display. After detecting the removal of the surface charge, the tester will automatically resume testing.
^ If necessary, the tester will prompt you to determine if the battery temperature is above or below 32 degrees F. Choose the appropriate
selection by pressing the up or down arrow button, then press ENTER to make the selection.
^ When testing older model diesel engines in cold weather, operation of the glow plugs may cause incorrect test results. Warm the engine to
operating temperature first, then proceed with testing.

1. Record the radio presets for reprogramming after the test (if needed).
2. Using CONSULT or CONSULT II (where applicable) ENGINE DATA MONITOR mode, check the engine coolant temperature. Write this
value onto the repair order.
3. Confirm the engine oil level is correct and that the Nissan recommended weight of engine oil (such as 5W30) is being used.

NOTE:
Steps #2 and #3 need to be checked as support data for the starter test.
4. Turn off all loads on the vehicle electrical system. They must remain off until step 15. Make sure the ignition is in the "off" position.
Battery Test Segment

5. Visually inspect the battery, battery terminals and cable ends. Clean as necessary. If the battery case is cracked or the terminals damaged,
replace the battery.

NOTE:
The contact surface between the battery terminals, cable ends and tester leads must be clean for a valid test. A poor connection will
prevent testing and a CHECK CONNECTION message will appear during the test procedures. If this occurs, clean the battery post and
terminals, reconnect them and restart the test.
6. Connect the red tester lead clamp to the positive battery terminal, and the black to the negative. Wiggle the lead clamps so the clamp teeth
bite into the cable ends.
7. The tester will turn on automatically. Using the arrow keys select "In Vehicle" on the tester then press the ENTER key.

8. Locate the battery type and rating stamped or written on the top case of the battery to be tested. It will have either of the following ratings:

^ CCA: Cold Cranking Amps (490 CCA, 550 CCA, etc.)
^ J IS: J apanese Industrial Standard. Battery is stamped with a number such as: 80D26L =80 (rank of output), D (physical size - depth), 26
(width in cm). The last character L (post configuration) is not input into the tester

NOTE:
The tester requires the rating for the battery be entered exactly as it is written or stamped on the battery. Do not attempt a CCA conversion for
J IS stamped batteries. J IS must be input directly.
9. Using the arrow and ENTER keys alternately, select the battery type and rating determined above.

NOTE:
The tester lists five choices here; CCA, J IS, IEC, DIN, and EN. Only use CCA or J IS.
10. Press ENTER to begin the test. Write the diagnosis and the test values displayed on the tester onto the repair order.

NOTES:
^ If necessary, the tester will ask the user to determine if the battery has just been charged. Choose the appropriate selection by pressing the
up or down arrow button then press the ENTER button to make the selection.
^ When testing a battery installed in a vehicle that has recently been driven, select BEFORE CHARGE.
^ If the battery has just been slow charged due to a "CHARGE & RETEST" decision by the tester, and the tester asks the user BEFORE
CHARGE/AFTER CHARGE, select AFTER CHARGE.
11. Once the battery test result is viewed, follow the tester prompt and press ENTER to obtain the 12 character test output code (this coding does
not use the letters I or O). Write the 12 character test output code (for example BATCC-L9CPGGG) on the repair order, then toggle back to
the diagnostic screen. One of five diagnostic results will be displayed on the tester screen:

^ GOOD BATTERY: Go to step 12.
^ REPLACE BATTERY: Clean the battery cable clamps and battery posts if it has not already been done earlier. Return to step 6 and
recheck the results. If the second test shows REPLACE BATTERY, do so and return to step 6.
^ BAD CELL-REPLACE: Replace the battery and return to step 6 above.
^ GOOD-RECHARGE: Perform the Slow Battery Charging Procedure in this bulletin. Once the charging is done, return to step 6, above.
^ CHARGE & RETEST: Perform the Slow Battery Charging Procedure in this bulletin. Once the charging is done, return to step 6, above.
If the tester asks the user BEFORE CHARGE/AFTER CHARGE, select AFTER CHARGE.

CAUTION:
Never fast charge batteries. See Slow Battery Charging procedures and cautions on next page of this bulletin.
Starting System and Charging System Test Segment

12. Follow the tester prompt and press ENTER to begin the starting system test. Then start the engine. Write the diagnostic results and the test
values displayed on the tester onto the repair order. One of the following diagnostic results will be displayed:

^ CRANKING VOLTAGE NORMAL: Click here or refer to "CRANKING VOLTAGE NORMAL" in Attachment I of this bulletin
^ CRANKING VOLTAGE LOW or if the starter does not run: Click here or refer to "CRANKING VOLTAGE LOW" in Attachment I of
this bulletin.
^ CHARGE BATTERY: Return to step 11, GOOD-RECHARGE/CHARGE & RETEST.
^ REPLACE BATTERY: Return to step 11, REPLACE BATTERY.
NOTE:
If the starter performs normally but the engine does not start, perform engine diagnosis. Once resolved, return to step 6.
NOTE:
For intermittent NO CRANK / NO STARTER OPERATION incidents, click here or refer to "NO CRANK / NO STARTER
OPERATION" in Attachment I of this bulletin.
13. Press ENTER to begin the charging system test. When complete, the tester will prompt you to press ENTER again.
14. Raise and hold the engine speed to 1500 - 2000 RPM for about 5 seconds, then return the engine to idle. Press ENTER to continue once the
rev is detected.

NOTE:
If after 30 seconds an increase in engine idle speed is not detected, RPM NOT DETECTED will display. Press ENTER and redo step 13.
NOTE:
Some engines may have a higher idle initially after starting, particularly when the engine is cold. The tester may detect this without any
other action being taken. If this occurs, continue on with the testing process. The final results will not be affected.
15. The tester will now check the engine at idle and perform the Diode/Ripple check. When complete, the tester will prompt you to turn on
electrical loads. Turn on the following:

^ Heater fan on Manual systems to High. On Auto A/C systems set to highest heat, floor duct. Do not run the A/C or windshield defroster.
^ Headlights on high beam.
^ Rear window defogger (if equipped).
^ Do not run the windshield wipers or any other cyclical loads.

16. Press ENTER to continue. Raise and hold the engine speed to 1500 - 2000 RPM for about 5 seconds, then return the engine to idle. The
tester will show that it detected the increased engine speed. Press ENTER to continue.

NOTE:
If after 30 seconds an increase in engine idle speed is not detected, RPM NOT DETECTED will display. Repeat step 16.
17. The tester will analyze all the readings and provide the results of the charging system test.

NOTE:
The option PRESS ENTER FOR CHARGING CODE will toggle with the charging system test results. First press ENTER and write the
12 character test output code (for example ALTST-2UQ3Q28) on the repair order (this coding does not use the letters I or O). Then
toggle back to the diagnostic screen. It will display some of the following possible test results:
^ CHARGING SYSTEM NORMAL, DIODE RIPPLE NORMAL: Go to step 18.
^ IDLE VOLT/LOAD VOLT: Write these values on the repair order, then continue reading results of testing.
^ CHARGING SYSTEM INCIDENT: If this is displayed, one of the four following results will also be displayed: NO CHARGING
VOLTAGE, LOW CHARGING VOLTAGE, HIGH CHARGING VOLTAGE or EXCESS RIPPLE DETECTED. For these results click
here or refer to Attachment II of this bulletin. Once resolved, return to step 6.

18. Turn off the engine and disconnect the tester.
19. Reprogram radio presets if necessary.
Slow Battery Charging Procedure
1. Appearance check:
^ If the battery case is cracked or the terminals damaged, replace the battery.

2. Electrolyte Level check (if applicable):
^ Remove the vent caps with a suitable tool. Add distilled water to the "MAX" level.

3. Requirement: Initial rate of charge is 10 Amps for twelve (12) hours.

CAUTIONS:

^ Continue charging for twelve (12) hours, even though the current will decrease as the battery charges.
^ Charge battery one at a time. Do not charge batteries in a parallel circuit.
^ During charging, keep open flames away from the battery.
^ When connecting the charger, connect the leads first; then turn on the charger.
^ Stop charging if the battery electrolyte temperature exceeds 140 degrees F (60 degrees C).
Engine Controls - Intermittent Engine Surge/Hesitation
Classification:
EC87-012
Reference:
TS87-135
Date:
August 24, 1987
INTERMITTENT ENGINE HESITATION/SURGING
APPLIED VEHICLE(S):
1986.5-1987 Truck, 1987 Pathfinder, 1987 Van, 1987 Sentra Coupe and 4WD Wagon, 1987 Pulsar NX (XE)
SERVICE INFORMATION
Some of the Applied Models built prior to the VINs shown may exhibit intermittent engine hesitation or surging under load. The condition "feels"
as if the ignition is shut off for less than a second and then turned back on.
SERVICE PROCEDURE
For vehicles that exhibit this symptom, check the engine systems using the driveability diagnostic procedure in the EF & EC section of the
appropriate Nissan Service Manual. This will include a complete self-diagnosis procedure at the vehicle ECU and a complete follow up with
trouble-shooting on any trouble codes, until a code 44 or all clear code is achieved.
NOTE:
If a code 11 (crank angle sensor) occurs in a vehicle with manual transmission, clear the memory and repeat the self-diagnosis check. In some
vehicles, the code 11 will appear in the self-diagnosis memory any time the ignition switch is turned to the "Start" position while the clutch
pedal is not fully depressed.
If the intermittent condition persists after all engine systems are in proper working order according to the tests above, then perform the
following test procedure.
Test Procedure
1. Depress and release the accelerator pedal several times prior to performing steps.
2. Connect an ohmmeter at the throttle sensor connector with the positive +side to pin 'd' (terminal side with connector disconnected) and the
negative - side to the throttle sensor base plate as shown.
3. Resistance should be oo. Move the positive side to pins 'd' and 'f'. Resistance should remain at 00.
4. If the resistance is anything other than 00, repeat steps 2 and 3.
5. If the resistance is still anything other than 00, replace the throttle sensor with the appropriate part listed below. If the throttle sensor is
replaced, be sure to adjust it using the procedures in the appropriate Service Manual.
NOTES:
E16i engines: the idle speed must be set with the throttle sensor disconnected before adjusting the throttle switch as described in the
Service Manual under Throttle Valve Switch Adjustment.
VG30i engines: for slight off-idle hesitation on Truck/Pathfinder models, set the initial timing at exactly 14.
PARTS INFORMATION
The improved throttle sensor has been installed on production vehicles beginning with the VINs.
Brakes - Explanation of Common Noises
Classification:
BR87-005
Reference:
TS87-103
Date:
J une 29, 1987
DISC BRAKE NOISE INFORMATION

APPLIED VEHICLE(S):
All Models with disc brakes (front or rear)
SERVICE INFORMATION

Some Nissan vehicles may exhibit brake noise under certain driving conditions. This Bulletin provides some information about normal and
common noises and appropriate service procedures for each noise. Some of this information may be useful when explaining brake noises to the
customer.
Refer to Technical Bulletin BR87-006, "Disc Brake Noise Countermeasure", for information about abnormal brake noises on Maxima, Stanza, and
Stanza Wagon.

General Brake Information

Nissan brake systems have been carefully designed to provide optimum braking performance under various driving conditions. One of the most
important components in the brake system is the brake pad material. The following factors have been taken into consideration to select the best pad
material.

^ technical and government regulations
^ stopping distance
^ vehicle control while braking
^ high operating temperatures
^ pedal force
^ pad and rotor wear rates
^ moisture resistance
^ friction coefficient stability
^ operating noise level
Unfortunately, there is no one brake pad material that provides perfect performance in all of these areas. Changing the material to improve some
factors often causes a performance reduction in other areas. Higher brake operating noise levels in some instances occur as a result of factors which
ensure proper brake performance and safety.
Common Brake Noises
The following brake noises occur most frequently on Nissan vehicles. These noises do not indicate any malfunction or improper operation.

1. GROANING NOISE AT LOW MILEAGE (0-300 MILES)
^ noise occurs during medium speed stops (20-40 mph)
^ noise usually does not occur on the first or second stop
^ noise occurs with warm or hot brakes (not cold)
^ there may be a low frequency "judder" vibration
Nissan applies protective coatings to the brake rotors and pads to reduce corrosion during shipping and storage. These coatings may cause this
groaning noise until they are worn off. Under normal driving conditions, this usually takes about 300 miles. If this noise occurs during the first
300 miles, it is not necessary to attempt any repairs.

Service Procedure:
There is no service procedure to eliminate this noise permanently. Replacing the brake pads or machining the rotors may cause the noise to
disappear temporarily, but it will return and continue until the coatings are worn off the rotor and pads.

2. GROANING NOISE (AFTER 300 MILES)
^ while the vehicle is barely moving, with light brake pedal force
^ most common on vehicles with automatic transmission

This noise is common on most cars with front disc brakes. There are no repair procedures to eliminate this noise.

3. SQUEAKING/SQUEALING NOISE
^ noise occurs during low speed stops (5-20 mph)

This noise is common on vehicles with high-performance potential that must be able to stop in short distances from high speeds. Other brands of
brake pads may eliminate this noise, but Nissan does not recommend them because they may have reduced pad life or inadequate performance in
high speed stops.

4. HIGH-PITCHED SQUEAKING/SCRAPING NOISE
^ whenever brakes are applied
^ may come from just one wheel
Nissan uses pad wear indicators on many of its disc brake pads to provide an audible warning when the brake pads need replacement. Spring steel
tabs that are riveted to the brake pad scrape lightly on the rotor surface when the pad is worn down to its lowest limit. The customer should hear
the noise at this time and bring the vehicle to the dealer for brake pad replacement. The pad wear indicator will not damage the rotor surface if the
pad is replaced in a reasonable time.

Replace worn pads with new parts. Check the rotor surface for damage and machine if necessary.
A/C - Compressor Leak/Noise, Poor Performance
CLASSIFICATION:
HA95-011
REFERENCE:
NTB095-057
DATE:
J une 21, 1995
AIR CONDITIONING COMPRESSOR LEAK/NOISE DIAGNOSIS
APPLIED VEHICLE: All
SERVICE INFORMATION
If a customer brings in a vehicle complaining of poor cooling performance and/or an air conditioning (A/C) compressor noise complaint and
diagnosis shows that the refrigerant level is lower than specification, the A/C compressor may NOT be the cause.
SERVICE PROCEDURE
LEAK
When diagnosing compressors for a refrigerant leak, please use the following procedure:
1. Make sure the A/C system is charged with the specified amount of refrigerant.
2. Use the J 39400 leak detector to identify the area of the leak. For detailed information on refrigerant leak detection, refer to technical bulletin
NTB95-014, PROCEDURE FOR DETECTION OF REFRIGERANT LEAKS, dated February 22, 1995.
3. If a leak is detected, verify the exact location of the leak with a soap and water solution. Please note that if the compressor's joint connector
has a leak, compressor oil may leak out on the compressor case. Therefore it should not be assumed that the compressor has a leak if
compressor oil is detected on the compressor case.
4. If the leak is at the compressor's joint connector, do not replace the compressor. The leak should be repaired as follows:
^ Evacuate/Recover the refrigerant from the A/C system using the proper refrigerant recycling equipment.
^ Replace the "O" ring for the leaking joint connector.
^ Properly position the tube and compressor joint connector.
^ Tighten the connector's fastening bolt(s) by hand first. Confirm the tube and compressor joint connector are mated correctly. Then tighten to
specification with a torque wrench and back up wrench.
5. Evacuate and recharge the system with the specified amount of refrigerant.
6. Conduct a leak test on the components which were repaired/replaced to confirm the leak is repaired.
7. Conduct performance test. If the incident is not resolved, refer to the service manual for further diagnosis.
NOISE
When diagnosing for suspected A/C compressor noise, please use the following procedure:
1. Note the engine RPM at which the noise occurs and listen to the noise with the A/C compressor turned ON, then OFF. If the noise can be
heard when the compressor is OFF, the noise is not generated by the compressor. Look for other components which may be the source of the
noise including the drive belts and the A/C compressor idler pulley.
2. If the noise is heard only when the compressor is ON, conduct further diagnosis on the A/C system. Please note that if the A/C system has a
leak, refrigerant as well as compressor oil will leak out of the system. Low refrigerant and compressor oil quantity may cause the compressor
to be noisy.
A/C Blower Fan System - Inoperative
Models All Models
HEATER-A/C BLOWER FAN SYSTEM TEST PROCEDURES
APPLIED MODELS: All Nissan models equipped with heater only or heater and manual air conditioning.
SERVICE INFORMATION
In some vehicles, the blower fan for the heater/AC system may become inoperative or it may not operate in all blower speeds. The following test
procedures may be used to diagnose and repair malfunctions in blower fan operation.
SERVICE PROCEDURE
BLOWER FAN CONDITION PERFORM TESTS
DOES NOT OPERATE 1 and 2
ONLY OPERATES AT HIGHEST SPEED (#4 POSITION)
DOES NOT OPERATE IN ONE OF THE LOWER SPEED
POSITIONS (1, 2 or 3) 1 and 3
TEST PROCEDURE #1:
1. Place the fan switch in the "OFF" position. Turn the ignition switch to the "ACC" position. Check the available voltage to the fan motor
fuse(s).
^ If the available voltage is 1.5 volts or more below battery voltage, check the power supply circuit to the fuse box for any source of high
resistance.
2. Turn the ignition key to the "OFF" position. Check the fuse(s) and fuse holder for continuity and for any sign of corrosion. Clean or repair as
necessary.
3. Place the fan switch in the "OFF" position. Check for continuity between the fuse box and body ground.
^ If there is continuity, check for a short in the blower fan circuit.
4. Place the fan switch in the highest (#4) position. Check for continuity between the fuse box and body ground.
^ If there is no continuity, check for an open in the blower fan circuit.
TEST PROCEDURE #2:
2. Visually inspect the thermal limiter (fuse) on the fan resistor assembly. If the fuse has burned open or has been overheated, replace the fan
resistor assembly.
3. Remove the fan motor assembly from the intake air box and check for foreign material or water corrosion.
4. Check to make sure there is clearance between the fan cage and the motor mounting plate.
5. If the instrument connector was disconnected to remove the blower motor assembly, re-connect it.
6. Perform the following test:
A. Place the fan switch in the "OFF" position.
B. Turn the ignition key to the "ACC" position.
C. Position the fan motor so that the fan operation can be safely observed.
D. While observing the fan, turn the fan switch to the low speed (#1) position for 10 seconds, then move it back to the "OFF" position.
^ If the blower fan does not operate during the 10 second test period, replace the fan motor.
^ If the individual fan blades can be visually identified during the 10 second test period, the fan is operating too slowly. Replace
the fan motor.
TEST PROCEDURE #3:
2. Place the fan switch in the "OFF" position.
3. For safety to your volt-ohmmeter, perform this test with the vehicle battery ground disconnected. Touch the positive (+) probe of an
ohmmeter to the voltage supply wire at the blower fan resistor.
4. Connect the negative (-) probe to body ground.
5. Place the fan switch into the speed position in which the malfunction occurs.
^ If there is no continuity (open circuit to ground), check the circuit from the resistor to fan switch ground.
Technical Service Bulletin #ST86007 Date: 861003
Power Steering Gear - Correct Oil Seal Installation
Models All Models
Section Steering
Classification ST86-007
POWER STEERING GEAR OIL SEAL INSTALLATION
APPLIED MODEL: All models with power rack and pinion steering gears.
This bulletin supplements all Nissan power steering gear rebuild procedures. It describes correct and incorrect methods to install the oil seal on the
pinion side of the rack.
CORRECT METHOD
Step 1: Install the oil seal by itself using the mylar film in the seal kit. Slide the film and seal over the rack teeth and onto the smooth area of the
shaft. Then slide the seal off the film.
Step 2: Slide the inner tube and back-up collar over the rack teeth.
Step 3: Press the seal into the inner tube as described in the Rebuild Procedure. Be sure to use the appropriate special tool.
INCORRECT METHOD
^ Do not install the oil seal in the inner tube first.
^ There is not enough clearance between the back-up collar and the rack for the mylar film. The lip of the seal will not be protected by the
mylar film and will be cut on the rack teeth. The steering gear will leak after rebuild.
NOTE: GEAR AND LINKAGE ASSEMBLY REPLACEMENT REQUIRES PRIOR APPROVAL OF DISTRICT SERVICE MANAGER.
Engine - Replacement Pistons
Models: 1985 Truck, 1987 Pathfinder
Section: Engine Mechanical
Classification: EM88-001
Bulletin No.: TS88-006
Date: J anuary 25, 1988
Z24i REPLACEMENT PISTONS
APPLIED MODELS:
1985-86 Truck (720) 1986.5-87 Truck (D21) with Z24i engine 1987 Pathfinder with Z24i engine 1987-88 Van (C22)
SERVICE INFORMATION
Service Manuals for the subject vehicles refer to piston grades 1-5 in their respective Service Data and Specifications sections. The use of graded
pistons is also indicated in the Engine Overhaul-Inspection text of the Service Manuals for the 1986.5 Truck, 1987 Truck/Pathfinder, and 1987-88
Van. However, these graded pistons are used for factory assembly of engines only and are not available as service parts.
Replacement pistons are only available in the following sizes:
1. Standard [0.02 mm (0.0008 in.) oversize]
2. .50 mm (0.0197 in.) oversize
3. 1.00 mm (0.0394 in.) oversize
Please refer to applicable Parts Microfiche for part number information.
Oxygen Sensor - Thread Cleaning and Other Precautions
Classification:
TE98-005
Reference:
NTB98-089
Date:
November 15, 1998
02 SENSOR THREAD REPAIR FOR EXHAUST TUBE,
EXHAUST MANIFOLD AND CATALYTIC CONVERTER
APPLIED VEHICLE:
All models with 02 sensors
SERVICE INFORMATION
When removing a front or rear 02 sensor, material may remain on the internal threads of the exhaust tube, catalytic converter, or exhaust manifold.
Special service tools (see Figure 1) are available to clean the internal threads in such cases. This will minimize the need to replace these
components. These required special tools will be mailed separately.
Use this bulletin when replacing 02 sensors as part of the 1996 Maxima OBDII Campaign (NTB98-073) or whenever there is a need to clean 02
sensor threads.
NOTE:
This tool is not to be used for tapping threads.
SERVICE PROCEDURE
CAUTION:
Always follow these general guidelines when servicing 02 sensors.
Do not apply severe shock to the sensor when installing it. Do not use an impact wrench for installing it.
Discard any sensor that has been dropped.
Never attempt to clean an 02 sensor by applying solvent to it.
Anti-seize must only be applied to the threads, not the sensing element.
1. Remove the 02 sensor from the exhaust tube, exhaust manifold, or catalytic converter.
2. Select the correct thread repair tool based on the thread diameter of the removed 02 sensor (see Figure 1).
^ Zirconia 02 sensors use the 18 mm diameter tool: J -43897-18.
^ Titania 02 sensors use the smaller 12 mm diameter tool: J -43897-12.
3. Make sure that the tool is clean of all debris from prior usage.
4. Liberally apply the anti-seize compound, specified in the Parts Information section of this bulletin, into the flutes (see Figure 1) of the thread
repair tool.
CAUTION:
Only use the anti-seize material specified. Other materials may chemically damage the 02 sensor.
5. Carefully screw the thread repair tool into the exhaust tube, exhaust manifold, or catalytic converter by hand. It needs to be installed until the
tool's taper is fully inserted within the internal thread of the exhaust tube, exhaust manifold, or catalytic converter.
CAUTION:
Ensure the tool goes in straight.
6. After the thread has been adequately started by hand, a tool such as a socket or wrench can be used to continue the removal of the material.
^ When only light removal of material is needed, screw the thread repair tool in until the cutting surface of the mating surface shave
cylinder (see Figure 1) touches the sealing surface for the 02 sensor. Then turn it one full turn further.
^ When there is a lot of material to be removed, occasionally back off the tool to remove accumulated material from around the tool before
continuing.
CAUTION:
Do not expect the tool to screw in to an absolute stop. The tool's spring and mating surface shave cylinder will rotate until the spring is
completely compressed.
7. Wipe the threads of the exhaust tube, exhaust manifold, or catalytic converter to remove any debris or anti-seize before replacing the 02
sensor.
NOTE:
If the 02 sensor could not be removed or there is permanent damage to the internal threads, it will be necessary to replace the exhaust
tube, exhaust manifold, or catalytic converter.
8. Install the 02 sensor and confirm that there is no exhaust leak from the mating surface of the 02 sensor to the exhaust tube, exhaust manifold,
or catalytic converter. If there is leakage, then there may have been permanent damage to internal threads. This would require replacement of
the exhaust tube, exhaust manifold, or catalytic converter.
9. Completely clean the anti-seize compound and metal debris from the tool to ready it for its next use.
PARTS INFORMATION
Wheels - Aftermarket Chroming of Nissan Alloys
Classification:
WT92-003
Section:
Wheel & Tire
Reference:
Models:
All
Date:
December 22, 1992
AFTERMARKET CHROMING OF NISSAN ALLOY WHEELS
SERVICE INFORMATION
The Original Equipment Alloy Wheels on Nissan vehicles are specifically developed in order to achieve the Nissan design and performance
standards. These Original Equipment wheels are also subject to rigorous testing procedure's to ensure they meet Nissan's standards.
Nissan cannot ensure that Original Equipment Alloy Wheels which are subjected to aftermarket chroming meet these same standards, and therefore
Nissan does not recommend the use of such wheels, nor does Nissan make any representations concerning their performance.
Indeed, if these Original Equipment Alloy Wheels are subjected to aftermarket chroming, there are serious potential problems which may occur as a
result of the chroming process:
1. The chroming process removes the original paint coating by "burning" or "chemical" methods, both of which cause the alloy surface to be
changed. The application of chrome plating has to be controlled correctly, as the alloy can be harmed by a poorly controlled process.
2. Overall aftermarket chroming may degrade the durability, long term appearance, and may affect safety and performance of the wheels.
Accordingly, Nissan recommends that Original Equipment Wheels NOT be chrome plated.
Please consult the Nissan Warranty Policies and Procedures Manual pertaining to the Dealer's responsibility when altering or modifying vehicles.
Note that damage to Nissan Alloy road wheels due to any non-factory-authorized process, such as chroming, is the responsibility of the customer,
and is not covered by the Nissan Warranty, please consult the "Nissan Warranty Information Booklet" for specific details.
Tires - Vibration, Diagnosis & Out of Round Measurement
Classification:
WT88-003
Reference:
TS88-152
Date:
November 21, 1988
TIRE DIAGNOSTIC PROCEDURES
APPLIED VEHICLE(S):
All Models
Vibration Diagnosis
Please note that exact out-of-round specifications are hard to define. Because of this, when submitting a warranty claim for a gross out-of-round
condition, the claim should be supported with actual measurement figures.
Service Information
This Technical Bulletin contains descriptions of the types of tire damage that are covered by the tire manufacturer's warranties (Limited to
Bridgestone, Toyo, Yokohama and Dunlop). For tires not available through Nissan, please direct the customer to the manufacturer's nearest dealer.
When a customer returns a tire for inspection and adjustment, refer to the information in this bulletin to help identify causes of tire failures and
consequential damage to tires.
To determine warranty status, it is essential to ascertain if tire damage is caused by road hazards, mechanical problems, workmanship or materials.
In determining the cause of tire failure, inspect both the exterior and interior of the tire.
Sometimes the cause of tire failure is immediately apparent. In other cases however, only a thorough inspection of the tire will show the cause of
failure, and whether the damage should result in replacement under manufacturers warranty. Thorough inspection requires good lighting, a clean
dismounted tire and close examination of the tire surface. Finding a point of penetration can sometimes be very difficult and should be done on a
tire spreader.
NOTE:
For a full description of tire damage not covered by manufacturers warranty, please refer to the Passenger Car & Light Truck Tire Inspection &
Adjustment booklet, sent to you with Technical Bulletin WT88-002 (TS88-084).
Sidewall Blister
Damage Description: Sidewall Blister
NISSAN CODE: 7N
DEFINITION:
A lifting of the rubber layer (i.e., portions of sidewall stock or white sidewall rubber) from the tire's sidewall structure, caused by lack of adhesion
between the rubber and structure. This lifting will often "pocket" air (see Figure 1).
2. Localized separation, with or without an air pocket, between the sidewall rubber and tire casing.
3. There should be no evidence of chafing, shock, or abrasion on the tire sidewall.
4. There should be no tread penetrations or perforations in the tread area directly adjacent to the blister.
Open Splice In Sidewall
Damage Description: Open Splice in Sidewall
NISSAN CODE: 7M
DEFINITION:
A localized detachment of the rubber stock between the block and/or white sidewall, caused by a lack/loss of adhesion where the rubber stock is
joined (Figure 2). An open splice may be a partial opening, or a complete detachment and total perforation to the interior.
1. There should be no evidence of cuts or perforations in the failed area.
2. At the point of failure, interior rubber surfaces will be smooth and will appear joined at an angle.
Sidewall Ply Separation
Damage Description: Sidewall Ply Separation
NISSAN CODE: 7L
DEFINITION:
Localized separation of the sidewall ply cord (Figure 3)
2. Check for an air bubble on the tire sidewall.
3. There should be no signs of scuff marks, abrasions, or chafing on the immediate area (i.e., on the bubble).
Sidewall Cracking
Damage Description: Sidewall Cracking
NISSAN CODE: 7K
DEFINITION:
Several fine cracks on the tire sidewall, running in a radial or circumferential direction (Figure 4).
MAJ OR INSPECTION POINTS:
2. Check for several fine cracks on the sidewall, running in a lateral direction. These sidewall cracks are generally less than 1/10 of an inch in
width, and do not penetrate to the interior of the tire.
Bead Separation
Damage Description: Bead Separation
NISSAN CODE: 7I
DEFINITION:
Separation of the various tire materials (i.e., rubber, cord and wires) at the bead area near the rim line (Figures 5A, 5B).
Check for a bulge and/or jagged cracks visible near the tire rim fitting line.
Tread/Shoulder Separation
Damage Description: Tread/Shoulder Separation
NISSAN CODE: 7F
DEFINITION:
Partial (Figure 6A) or complete (Figure 6B) separation between the rubber and the tire cord, or between the layers of the tire cord.
Check for a bulge on the tire shoulder, and a longitudinal crack on the bottom of the grooves, possibly accompanied by a break through the rubber
surface. Both are usually accompanied by localized wear in the tread above the separation.
Chunks of Missing Tread
Damage Description: Chunks of missing tread
NISSAN CODE: 7D
DEFINITION:
Partial peeling of new tread (Figure 7).
Check for tearing off, partial peeling or chipping of the tire tread. (NOTE: Tread rubber chipping caused by off-road driving is not warrantable.)
Tread Cracking
Damage Description: Tread Cracking
NISSAN CODE: 7A
DEFINITION:
Fine longitudinal cracks appearing on the bottom of the tire grooves which do not penetrate into the cord material of the tire (Figure 8).
Check all the vehicle tires. If there are only one or two "cracks" in the tire groove, or if the "crack" continues up the side of the groove wall, the
cause of the "crack" was a cut inflicted by a road hazard, and is not warrantable.
Ply Separation
Damage Description: Ply Separation
NISSAN CODE: 7B
DEFINITION:
Separation between the tread rubber and tire cord materials (Figure 9A), or between the tire cord ply layers (Figure 9B).
Check for tread separation at the tire shoulder area and the corresponding location inside the tire. There should be no evidence of accidental injury
by sharp, perforating objects (e.g., screws, nails).
Open Splice
Damage Description: Open Splice
NISSAN CODE: 7C
DEFINITION:
An open area of the tire tread where the tread rubbers overlap (Figure 10).
Check the edge of the splice opening; it will have a beveled appearance. The cracks do not penetrate through the tire cord, and the possibility of air
leakage does not exist.
Out of Round
Damage Description: Out of Round
NISSAN CODE: 7P
DEFINITION:
Excessive vehicle vibration caused by an out-of-round condition of the tire with the rim.
General Information
Vehicle vibration caused by an out-of-round condition will generally appear within the first 100-200 miles of driving. If it appears later, the
vibration is probably caused by some other condition. Please note that more than 90% of vehicle vibration Problems are caused by conditions other
than out-of-round tires.
Out-of-roundness can only be measured as a radial force variation and most tire dealers do not have the equipment necessary to make this
measurement. Because of this, the most effective way to inspect for this condition is to use a specific diagnostic procedure to rule out or confirm
other causes for the vibration. The following pages of this Technical Bulletin contain a procedure that can be used to confirm/eliminate tire
out-of-round as a cause of vehicle vibration. Listed are the lateral and radial runout specifications for the 1989 Nissan models to assist you when
performing the procedure.
Technical Service Bulletin #WT86005 Date: 860710
Tire Rotation and Pressure - Recommendations
Models All Models
Section Wheel & Tire
Classification WT86-005
Date J uly 10, 1986
NISSAN TIRE ROTATION AND PRESSURE RECOMMENDATIONS, ALL MODELS
TIRE ROTATION
Front and rear tires perform different jobs and can wear differently. For longer tire life, tires should be inspected and rotated at 6,000 to 8,000 mile
intervals. However, it is important to point out that rotation should be performed more frequently if there are signs of irregular or uneven wear.
If premature, irregular or uneven tire wear exist, the following items should be checked:
^ Tire pressure
^ Bumper/suspension height
^ Front and rear suspension alignment
NOTE: For optimum tire wear, toe-in should be set to near zero as allowed by the specification.
Also see Technical Bulletins:
^ WT85-006, Rear Tire Wear, Sentra/Pulsar
^ RA86-003, Uneven Tire Wear, 200SX
The recommended tire rotation patterns for 1987 and later models is shown on page WT-10. Refer to the appropriate Service or Owner's Manual for
1986 and earlier models.
TIRE PRESSURE
A tire will normally lose between 1/2 and 2 psi per month. For optimum tread wear, tire performance and fuel economy, tire pressure should be
checked at least once every month. A tire size and pressure application chart for 1985, 1986 and some 1987 Nissan models is included on pages
WT-10 and -11.
RECOMMENDED TIRE ROTATION PATTERNS - 1987 MODELS
TIRE PRESSURE APPLICATION CHART
Technical Service Bulletin #90V072 Date: 900607
Recall - Label Tire Pressure Max Load Incorrect
Models: 1983.5-90 Truck
Section: Recall Campaign Bulletin
Classification
Bulletin No.: 90V-072
Date: J une 7, 1990
VOLUNTARY RECALL CAMPAIGN FMVSS CERTIFICATION LABEL TIRE PRESSURE INFORMATION
AUTHORIZATION
Nissan Motor Co, Ltd., Tokyo, J apan, authorizes Nissan Motor Corporation in U.S.A. (NMC) to conduct a voluntary recall campaign on certain
1983.5 through 1990 trucks and multi-purpose vehicles.
INTRODUCTION
The tire pressure for the gross axle weight rating (GAWR) listed on the doorpost FMVSS certification label and on the tire placard in the glove box
is incorrect for certain vehicle models and tire sizes. The affected years, models, and tire sizes are listed. All owners of the affected vehicles will
receive a letter and correction labels, along with instructions for application. In the event assistance is needed, the owners will be instructed to
contact their Nissan dealer for label application at no charge. A copy of the owner letter is enclosed in this bulletin.
Nissan has assigned identification number 90V-072 to this campaign. This number must appear on all communications and documentation of any
nature dealing with this campaign.
NOTE: The small number to the right of the bulletin date is the number sequence of the documents published for this campaign.
Dealer Responsibility and Parts Info.
DEALER RESPONSIBILITY
It is the dealer's responsibility to check each vehicle falling within the range of this campaign which for any reason enters the service department.
This includes vehicles purchased from private parties or presented by transient (tourist) owners and vehicles on dealer used car sales lots. If a
correction label is needed, and the owner does not have the notification letter and labels mailed by Nissan, labels should be obtained as listed
below.
PARTS INFORMATION
These supplemental correction labels will not be available through the normal parts distribution system since the labels are being sent directly to the
vehicle owner. In the event a label is lost or damaged, a replacement may be obtained through your regional service department.
Affected Models
ORIGINALLY EQUIPPED REPLACEMENT
YEAR MODEL/BODY STYLE WITH THESE TIRES LABEL TYPE
1983.5-1986 720 2WD Truck P195/75R14 A
1983.5-1986 720 Sport Truck P205/75R14 Y
1986.5-1987 D21 2WD Truck (Std) 7.00-14 B
1988-1989 D21 2WD Truck (Std) P185/75R14 D
1986.5-1990 D21 2WD Truck (E,XE) P195/75R14 X
1988-1990 D21 4WD Truck (E,XE) P215/75R15 C
1987-1990 WD21 Pathfinder (E,XE) P215/75R15 C
1986-1988 M10 4WD Stanza Wgn. P185/70R14 I
TABLE 1
The original equipment tire size is listed on the existing FMVSS certification label on the door pillar (the size is correct, only the pressure is in
error).
Correction Procedure
1. Clean the surface of the door pillar below the door latch striker as shown below to remove dirt or grease.
2. Peel the new label from its backing, and place the label on the door pillar in the area just cleaned.
3. Press firmly to insure proper adhesion.
4. Install the new tire placard in the glove box over top of the existing placard. (1983.5-1986.5 trucks do not have a glove box placard)
If you are requested by a vehicle owner to install the replacement labels, a recall campaign claim may be entered via DATANET. A peel-off label,
imprinted with the owner's name, address, vehicle identification number, campaign description and PNC is included in the owner's notification
package. Remove this label and apply it directly to the repair order to save the service writer's time and ensure accurate, readable information for
claim submission. Dealers who are not yet on DATANET should submit a standard S-1-S warranty claim.
WARRANTY CLAIM INFORMATION Enter the DATANET claim or type the S-1-S claim using the following information:
CS PNC CT OP CODE FLAT RATE OPERATION
9Y R0076 99 R00760 0.2 Apply FMVSS Label
1983-90 720, D21, WD21, M10 TIRE PRESSURE LABELS
Owner Letter
Dear Nissan Owner:
This notice is sent to you in accordance with the requirements of the National Traffic and Motor Vehicle Safety Act. Nissan Motor Co., Ltd. has
determined that some 1983 to 1990 Non-passenger motor vehicles may fail to conform to Federal Motor Vehicle Safety Standard No. 120 - Tire
Selection and Rims for Motor Vehicles other than Passenger Cars. Our records show that you are the owner of one of these vehicles. If you no
longer own this vehicle, please fill out and return the enclosed Change of Information postcard.
Safety Standard No. 120 requires that information concerning tire size, rim size, and tire inflation pressures for carrying the maximum load be
placed on a label on the vehicle. Additionally, except for 1983 to 1986 model trucks, Nissan provides information concerning tire pressures for
moderate loads on a sticker inside the glove box. While the tire pressures specified for moderate loads are correct, the pressures specified for
maximum load are incorrect. The tire pressure information for maximum loads is located on the manufacturer's label on the left doorpost and on the
sticker inside the glove box. If the vehicle is driven with the maximum allowable passenger and cargo load and with the tires inflated to the
incorrect pressure, the vehicle load may exceed the load carrying capacity of the tires.
Enclosed with this letter is a supplemental door post label showing the correct tire pressures for your vehicle. In some instances, a corrected glove
box label will also be included. A corrected glove box label is not required for all vehicles. These additional labels should be placed on the door
post near the original label and in the glove box (if necessary) as shown in the attached instructions. This letter should be kept in your vehicle
Owner's Manual as a reminder that the tire pressure specifications have been changed. Please disregard any other tire pressure information which
may have been provided with your vehicle.
It is important to replace tires with the same size and load carrying capacity as originally equipped. If you have replaced your tires with a size other
than specified by Nissan in your Owner's Manual, which we do not recommend, then consult with your tire dealer to insure that the tire load
capacity is sufficient to carry the vehicle load.
The following page of this notice explains the application areas. Before applying the new labels, please clean the surface of the door post to ensure
that it is free of dirt and oil. If you wish, you may take your vehicle to any Nissan dealer for installation of the label at no charge. If you choose to
do this, please bring this notice with you to the dealer who will assist you.
If the dealer fails to make this correction at no charge to you, you may contact the National Consumer Affairs Office, Nissan Motor Corporation in
U.S.A. at P.O. Box 191, Gardena, California, 90248-0191. The toll-free telephone number is 1-800-NISSAN1.
You may also contact the Administrator of the National Highway Traffic Safety Administration, 400 Seventh Street, S.W., Washington, D.C.,
20590 or call the toll-free Auto Safety Hotline at 1-800-424-9393. (Washington D.C. area residents may call 426-0123).
Thank you for your cooperation. We are indeed sorry for any inconvenience this may have caused you.
TIRE PRESSURE LABEL INSTALLATION PROCEDURE
1. Before installing the new Tire Pressure Label, the left door frame just below the door latch striker must be cleaned. Using clean water and a
dishwashing detergent, remove all dirt, oil and/or grease from the frame surface.
2. Thoroughly dry the area with a clean cloth.
3. Apply the new Tire Pressure Label to the cleaned area. To ensure proper adhesion, firmly down on the center of the label, then wipe outward
to the outer edges.
4. If a tire placard similar to the one shown below [Figure 1] was included with this letter, place the placard in the glove box, over the top of the
original placard. The new tire pressures should be used when inflating vehicle tires.
Rear Leaf Spring - Squeaks On Rough Roads
TS85-138
November 22, 1985
Rear Axle & Suspension
REAR SPRING SQUEAK, 4X4 720 TRUCK
APPLIED MODEL:
1983.5 - 1986 4X4 720 Truck
SERVICE INFORMATION
The springs on some 1983.5 - 1986 4X4 Trucks may squeak when the truck is driven over rough roads. The noise is caused by the rear suspension
number four leaf spring rubbing against the U-shaped bracket. A countermeasure number four leaf spring (with wider U-bracket and plastic liner) is
available to correct this condition.
PARTS INFORMATION
QUANTITY
PART DESCRIPTION REQUIRED PART NUMBER
Countermeasure #4 Leaf
(with U-bracket and 2 55024-30W05
liner)
SERVICE PROCEDURE
1. Raise the truck on a frame type hoist to allow the rear axle to hang down.
2. Support the rear differential with a transmission jack.
3. Remove the left rear wheel to allow access to the U-bracket torx bolt.
4. Remove the torx bolt of the U-bracket on the number four leaf of the left spring.
NOTE: Illustration is of right spring.
5. Loosen (do not remove) the shock absorber lower end nut and remove the two U-bolts (4 nuts). Allow lower spring pad to hang from shock
absorber.
6. Lower the differential (with transmission jack).
"CAUTION": Be careful not to stretch the brake hose.
7. Remove the nut that holds the leaves together.
8. Remove the #4 leaf and replace with the countermeasure leaf (with wider U-bracket).
9. Reassemble in reverse order of removal.
10. U-bolt nut torque: 65-72 ft-lbs. Shock absorber lower end nut torque: 22-30 ft-lbs.
11. Repeat Steps 4 through 10 for the right rear spring.
4R 55020 35 LK99AA 0.5/hr.
NOTE: Flat rate time is for both springs.
Technical Service Bulletin #BF90003 Date: 900412
Locks - Revised Torques For Door Lock & Striker Bolts
Section:
Classification:
BF90-003 Body & Frame
Reference:
Models:
All models Date:
April 12, 1990
Front door
Rear door
DOOR LOCK & STRIKER BOLTS
This Bulletin gives revised torque specifications for door lock and door striker bolts (see illustration on next page).
Seats - Care of Leather Trim
Models All Models
Section Body & Frame
Classification BF91-014
Bulletin No. NTB91-051
Date May 23, 1991
CARE OF LEATHER TRIM
APPLIED MODELS: All Models Equipped With Leather Trim
Nissan currently uses Cow Hide on all vehicles equipped with Leather Interior Trim (excluding certain 1988 Maximas which were equipped with
Suede Seats). This bulletin refers only to those vehicles equipped with Cow Hide Leather Interior Trim. Suede seat covers are made of Pig Skin and
should be cared for according to the instructions provided in the U11 Maxima Seat Care Kit (P/N 999M1-U8000). Leather is typically used on seat
surfaces, trim pieces, steering wheels, and shift knobs in Nissan Vehicles. Maintaining a high quality appearance is best achieved by using the
procedures indicated below.
1. Occasionally, loose dust should be removed from the interior trim and seat surfaces using a vacuum cleaner or a soft brush. The leather
surfaces should be wiped clean with a soft dry cloth.
2. Some leather trim, such as the leather wrapped steering wheel, may become grayish in color with use. The original condition may be restored
by rubbing the affected area with a clean soft cloth dampened in a mild soap solution, and then wiped clean with a soft dry cloth.
3. Leather seat surfaces may be regularly coated with a leather conditioner such as saddle soap.
Cautions:
Never use benzene, thinner, or any similar product on leather trim.
Never use car wax on leather trim.
Never use fabric protectors on leather trim unless recommended by the manufacturer. Some fabric protectors contain chemicals that may stain or
bleach the leather trim.
Seat Trim - Non-Warrantable Examples
Reference: WARRANTY BULLETIN WB/90-011
SUBJ ECT: SEAT TRIM WARRANTY CLAIMS
An ongoing analysis of Seat Trim returned through the Part Return Program has shown an increasing volume of non-warrantable seat trim
replacements being claimed as a warrantable repair. Non-warrantable seat trim examples are cigarette burns, cuts and punctures.
Please instruct your Warranty Administration team that seat trim damage as indicated above is not covered by the Nissan New Vehicle Limited
Warranty and should not be submitted for reimbursement via the Warranty Claim Processing System.
Thank you for your assistance.
Technical Service Bulletin #NHTSA85V146000 Date: 851112
Recall 85V146000: Steering Column Coupling Bolt Loose
THE STEERING COLUMN IS CONNECTED TO THE STEERING GEAR BY MEANS OF SPLINED SHAFT COUPLINGS. THESE
COUPLINGS ARE SECURED WITH A TRANSVERSE BOLT AND LOCKWASHER. IT WAS FOUND THAT THE BOLT WAS NOT
TIGHTENED AND TORQUED TO SPECIFICATIONS. CONSEQUENCE OF DEFECT: ALTHOUGH THE SPLINES PROVIDE ADEQUATE
COUPLING TO PERMIT OPERATION, EXTENDED USE MAY RESULT IN SPLINE DISENGAGEMENT AND LOSS OF VEHICLE
CONTROL WHICH MAY CAUSE AN ACCIDENT. CORRECTIVE ACTION: INSPECT AND CORRECT AS NECESSARY TO PRECLUDE
SPLINE DISENGAGEMENT.
SYSTEM: STEERING/SHAFT COUPLING.
VEHICLE DESCRIPTION: MODEL 720 LIGHT DUTY TRUCKS.
1986 NISSAN TRUCK 720
Drivetrain - Differential Oil Recommendations
Classification:
GI94-001
Section:
General Information
Reference:
Models:
See Below
Date:
J anuary 13, 1994
RECOMMENDED OIL FOR DIFFERENTIALS
[Conventional or Viscous Limited Slip Types]
APPLIED MODELS:
All Rear Wheel Drive (RWD) Nissan Vehicles with Conventional or Viscous Limited Slip Differentials
NOTE:
For Nissan vehicles equipped with most types of Limited Slip Differentials, refer to Nissan Technical Bulletin NTB93-140 (GI93-011), "Oil for
Limited Slip Differential."
To refill the oil for RWD conventional or viscous limited slip differentials applied to Nissan vehicles, the following criteria should be applied:
Lubrication Purpose: Conventional Differential Gear Oil
Differential Gear Oil Capacity: Refer to the Maintenance Section.
Type: Sulfur-Phosphorus with Extreme Pressure Additives
American Petroleum Institute (API) Rating: GL-5
NOTE:
Oil meeting the "GL-5" Rating is defined as a "lubricant for hypoid gears in severe service, including "shock loading".
Viscosity: Refer to the chart for differential gear oil viscosity selection with respect to ambient temperature.
Differentials - Recommended Lubricants
Classification:
GI94-001
Reference:
NTB94-004
Date:
J anuary 13, 1994
RECOMMENDED OIL FOR DIFFERENTIALS [CONVENTIONAL OR VISCOUS LIMITED SLIP TYPES]
APPLIED VEHICLE(S):
All Rear Wheel Drive (RWD) Nissan Vehicles with Conventional or Viscous Limited Slip Differentials
SERVICE INFORMATION

NOTE:
For Nissan vehicles equipped with most types of Limited Slip Differentials, refer to Nissan Technical Bulletin NTB93-140 (GI93-011), "Oil for
Limited Slip Differential."
To refill the oil for RWD conventional or viscous limited slip differentials applied to Nissan vehicles, the following criteria should be applied:

Lubrication Purpose:
Conventional Differential Gear Oil
Differential Gear Oil Capacity:
Refer to the "MA" Section in the appropriate Service Manual.
Type:
Sulfur-Phosphorus with Extreme Pressure Additives

American Petroleum Institute (API) Rating:
GL-5

NOTE:
Oil meeting the "GL-5" Rating is defined as a "lubricant for hypoid gears in severe service, including "shock loading" ".
80W-90 is preferable for ambient temperature below 40C (104F).
Viscosity:
Refer to the following chart for differential gear oil viscosity selection with respect to ambient temperature.

A/T - Cleaning Hydraulic System Components
Models All Models
Date November 23, 1987
CLEANING AUTOMATIC TRANSMISSION COMPONENTS
APPLIED MODELS: All Nissan models equipped with automatic transmission or transaxle
SERVICE INFORMATION
Under severe service, some automatic transmissions or transaxles may become contaminated with burned fluid, clutch and brake material, or metal
particles, all of which can cause reduced efficiency or damage. If the damage is not so extensive as to warrant transmission overhaul, use the
following procedures to clean the contaminants out of the hydraulic system components before replacing the fluid.
IN-VEHICLE FLUID CHANGE/FLUSH
If the transmission or transaxle is contaminated with burned oil or clutch and band material, all fluid, including the fluid in the torque converter,
must be changed and the transmission flushed out. Drain and replace the the old fluid and use the following procedure to flush the assembly.
1. Disconnect the transmission oil cooling lines at the radiator heat exchanger.
2. Block the transmission oil return line. Connect a rubber line to the disconnected transmission oil "out" line and place the rubber line into
a suitable oil drain pan.
3. Start the engine and allow the vehicle to run at idle in "PARK." Oil will now be discharged out of the transmission oil cooler line.
4. Place a filler funnel into the transmission filler tube and slowly fill the transmission with new automatic transmission fluid. Replace the
fluid at approximately the same rate that it is discharged out of the oil cooler line. This will be about 3 or 4 quarts per minute.
CAUTION: DO NOT ALLOW THE TRANSMISSION TO RUN OUT OF FLUID. DAMAGE TO INTERNAL COMPONENTS COULD
RESULT.
5. Run the engine and allow the flushing process to continue until the fluid discharged out of the oil cooler line is clear. This will require a
total of about 7 quarts of fluid flushed through the system.
6. Stop the engine and perform the Oil Cooler/Heat Exchanger Cleaning Procedure described below.
7. After the flushing is completed, re-connect the oil cooler lines. Re-start the engine and check for transmission fluid level. Refill as
necessary.
OIL COOLER/HEAT EXCHANGER CLEANING PROCEDURE
If contaminants are found in the automatic transmission, there will also be contaminants in the oil cooler. Therefore, the cooler must be flushed or
the materials that are present will find their way into the clean transmission. To flush the heat exchanger, use clean solvent in the following
procedure.
1. Connect two long hoses (approximately 4 ') onto the radiator heat exchanger fittings.
2. Place one end of the hose onto the solvent discharge line of your shop solvent tank.
3. Run the second line back into the solvent tank.
4. Start the pump on the solvent tank and allow the solvent to flow for a minimum of ten minutes.
5. Disconnect the hoses at the radiator heat exchanger. Blow the heat exchanger out with compressed air at low pressure (10 psi
maximum). Then reinstall the automatic transmission cooler lines.
M/T - Clutch Operating Cylinder Service Information
Classification:
MT95-003
Reference:
NTB95-114
Date:
December 6, 1995
CLUTCH OPERATING CYLINDER - DUAL CUP PISTON SEAL ARRANGEMENT

SERVICE INFORMATION

Figure 1
The piston cup for the clutch operating cylinder has been changed from a single cup to a dual cup. The parts are interchangeable with a piston kit
(piston assembly, piston spring and dust cover), see Figure 1.
Please update the CL section of your service manuals to show the dual cup piston seal arrangement.
Please refer to your microfiche parts catalog for the appropriate vehicle and part number.
Fuel - Injector Replacement Guidelines
Models: All models
Section: Engine Fuel & Emission Control
Classification: EF&EC92-003
FUEL INJ ECTOR REPLACEMENT
APPLIED MODELS:
All multi point fuel injected engines.
When fuel injector replacement is required, the following guidelines should be followed:
1. Injector body/harness connector color must always be the same. Injector body colors are beige, blue, brown, green, pink, purple, and red.
Therefore red should always be replaced with red and green should always be replaced with green.
2. Paint dot or metal ring color must be the same when replacing one injector out of a set. Paint dot or ring colors are black, blue, gray, green,
orange, red, white, and yellow. Therefore a red with blue paint dot should always be replaced with a red with blue paint dot and pink with
black paint dot should always be replaced with pink with black paint dot.
3. When replacing a complete set of injectors any paint dot or ring color is acceptable, however the injector body/harness connector color must
remain the same.
4. There is no difference between injectors made by different manufacturers.
The following table shows correct injector replacement
CORRECT REPLACEMENT
ORIGINAL INJ ECTOR REPLACEMENT INJ ECTOR
connector color/paint dot connector color/paint dot
Red/Blue Red/Blue
Pink/Black Pink/Black
The following table shows incorrect injector replacement
INCORRECT REPLACEMENT
ORIGINAL INJ ECTOR REPLACEMENT INJ ECTOR
connector color/paint dot connector color/paint dot
Red/Blue Red/Black
Purple/Black Red/Black
Beige/Blue Brown/Blue
The table shows the injector colors for various models. This is intended as a quick reference guide to verify that the correct injectors are reinstalled.
Please refer to the parts catalog for correct part numbers.
ECM - Relay (Type 1M) Green or Blue Precautions
Classification:
EC93-016
Reference:
NTB93-176
Date:
November 29, 1993
GREEN OR BLUE (TYPE 1M) RELAY CAUTION

APPLIED VEHICLE(S):
All Models
SERVICE INFORMATION

When servicing a customer's vehicle, exercise caution when diagnosing / checking at any green or blue colored relay (type 1M, 1 make-normally
open relay).

SERVICE PROCEDURE

When diagnosing at any green or blue colored relay (type 1M, 1 make-normally open relay), observe the following cautions to prevent damage to
the Engine Control Module (ECM):

1. Note that the schematic on the fuel pump relay is rotated 90 degrees from the orientation of the relay terminals in the relay connector (see
diagram):

2. Exercise caution to ensure that the correct terminals are being probed at the relay connector during diagnosing / checking.
Note:
If terminals 2 or 3 (battery voltage) are connected to terminal 1, the ECM will become damaged if the circuit being tested has terminal 1
connected to the ECM.
Technical Service Bulletin #EC86010 Date: 860711
Engine Controls - Oxygen Sensor Description & New Torque
Models All Models (1982-1987)
Section Emission Control
Classification EC86-010
Date J uly 11, 1986
EXHAUST GAS SENSORS, ALL MODELS
SERVICE INFORMATION
Starting with the 1986 Model Year, two types of exhaust gas sensors have been used on Nissan vehicles. In addition to the previously used Zirconia
type sensor, some 1986 and 1987 vehicles are now being manufactured with Titania type sensors. This bulletin contains a description of these
sensors and a model application chart for your reference.
In addition, the tightening torque for exhaust gas sensors has been standardized. This revised torque information follows the appropriate model
application chart. Please make note of the new torque by hand in the Tightening Torque Table of the EF&EC S.D.S. Section of the appropriate
model Service Manual, if necessary.
I. ZIRCONIA TYPE EXHAUST GAS SENSOR The exhaust gas sensor, which is placed into the exhaust manifold, monitors the mount of
oxygen in the exhaust gas. The sensor has a closed-end tube made of ceramic zirconia. The outer surface of the tube is exposed to exhaust
gas, and the inner surface to atmosphere. The zirconia of the tube compares the oxygen density of exhaust gas with that of atmosphere, and
generates electricity. In order to improve generating power of the zirconia, its tube is coated with platinum. The voltage is approximately 1V
when the mixture ratio is richer than the ideal air-fuel ratio, and approximately OV when leaner. The radical change from 1V to OV occurs
near the ideal mixture ratio. In this way, the exhaust gas sensor detects the amount of oxygen in the exhaust gas and sends the signal of
approximately 1V or OV to the E.C.U. On 1984-1985 300ZX and 1985-1986 Maxima models, with VG30 engines a ceramic heater was
employed to ensure the stable performance of the sensor.
Make note of this new torque information in the Tightening Torque Table, EF&EC Section of these model Service Manuals.
II. TITANIA TYPE EXHAUST GAS SENSOR The exhaust gas sensor, located in the exhaust tube, monitors the amount of oxygen in the exhaust
gas. This sensor is made of ceramic titania that is drastically changed by electrical resistance at the ideal air-fuel ratio. The E.C.U. supplies the
sensor with approximately 1V and reads the sensor output voltage, depending on its resistance. In order to activate the sensor element, it is
equipped with a heater.
Make note of new torque information in the Tightening Torque Table, EF&EC Section of these model Service Manuals.
REMOVAL CAUTION: If the exhaust gas sensor is difficult to remove, use Nissan Rust Penetrant, P/N 999MP-A3020, or equivalent to avoid
possible engine damage.
Technical Service Bulletin #EE86007 Date: 860515
Battery - Designation Modification
Models All Models
Section Engine Electrical
Classification EE86-007
Date May 15, 1986
BATTERY DESIGNATION
Battery designations for Nissan models have been changed. However, the performance and size of the batteries remain the same. For your
reference, an explanation of battery designations is shown below, and a cross reference chart of old and new designations is found on page EE-20.
The recently distributed 1986.5 200SX, 1987 Maxima and Sentra Service Manuals contain the new designations (Section EL, Battery procedures).
In addition, all future printings of Nissan Service Manuals will reference the new designations.
I. IDENTIFICATION OF BATTERY DESIGNATIONS
II. CROSS REFERENCE FOR BATTERY DESIGNATIONS
Technical Service Bulletin #EL87020 Date: 871026
Battery - Charging Precautions
Models All Models
Section Electrical System
Classification EL87-020
CHARGING NISSAN BATTERIES
APPLIED MODELS: All Nissan models built after February, 1985
A "hybrid" type battery, with calcium and antimony plates, has been installed in all Nissan models starting with 1986 production. This type of
battery has improved recharging capabilities and may be recharged with a standard shop battery charger, even after deep discharge. Follow the
procedures given in the current Nissan service manuals.
These batteries also have a slightly higher self discharge rate. To eliminate the effects of vehicle storage and to improve customer satisfaction, each
battery should be checked before the new vehicle is delivered to a customer. This will insure that the battery is fully charged and provide the
customer with the proper battery service life.
BATTERY CHARGING CAUTIONS:
1. Do not attempt to recharge batteries that have low electrolyte (water) levels. Add only distilled water to bring the levels to between the lines
on the battery.
2. Use of any substance other than distilled water will damage the battery and cause reduced service life.
3. Hybrid batteries do require periodic water level inspection. Water usage varies with driving conditions and weather.
(Also, see the CAUTIONS listed in the service manual.)
Battery - Charging/Replacement Procedure
CLASSIFICATION:
EL94-001
REFERENCE:
NTB94-009
DATE:
MARCH 4, 1994
BATTERY CHARGING/REPLACEMENT PROCEDURE

APPLIED VEHICLE(S)
All
SERVICE INFORMATION

As the demands on the vehicle battery increase with the complexity of electrical systems, there is a need for a usable, consistent and repeatable
procedure for determining the need for charging or replacement of vehicle batteries.
It is the Dealer's responsibility to determine the condition/chargeability of a battery, prior to replacement of the battery.

SERVICE PROCEDURE

See the following illustrations for BATTERY CHARGING/REPLACEMENT PROCEDURE.

Battery Charging/Replacement Procedure

Quick Battery Charge
Slow Battery Charge
CLAIMS INFORMATION

Please reference the Nissan "Assurance Products Resource Manual" for battery claim procedures.
Technical Service Bulletin #PI95016 Date: 950928
Remanufactured Starter/Alternator - Program
Reference: PI95-016
GENUINE NISSAN REMANUFACTURED STARTER/ALTERNATOR PROGRAM
APPLIED VEHICLES:
Selected models
SERVICE INFORMATION
Beginning October 2, 1995, Nissan will offer remanufactured starters and alternators for selected Nissan models. Consult the Genuine Nissan
Remanufactured Parts Sourcebook for part numbers and affected models. Refer to the Nissan Parts Bulletin NTB/95-023 for complete program
procedures.
SERVICE PROCEDURE
The diagnostic procedure for troubleshooting starter and alternator incidents has not changed. Refer to the appropriate service manual for specific
diagnostic procedures.
Technical Service Bulletin #EF87005 Date: 890323
Ignition - Transistor Unit Application Chart
Models All Models
Section Engine Fuel &
Emission Control
Classification EF&EC87-005
Date March 23, 1987
TRANSISTOR IGNITION UNIT APPLICATION CHART
The chart on page 2/2 of this bulletin is a summary of the transistor ignition unit applications for some Nissan models. When replacing an ignition
unit, refer to the chart to obtain and/or verify part numbers.
TRANSISTOR IGNITION UNIT (HIC) APPLICATION
Remanufactured Distributor - Program
Reference: PI95-017
GENUINE NISSAN REMANUFACTURED DISTRIBUTOR PROGRAM
APPLIED VEHICLES:
Selected models
SERVICE INFORMATION
Beginning October 2, 1995, Nissan will offer remanufactured distributors for selected Nissan models. Consult the Genuine Nissan Remanufactured
Pans Sourcebook for part numbers and affected models. Refer to Parts Bulletin NPB/95-023 for complete program procedures.
SERVICE PROCEDURE
The diagnostic procedure for troubleshooting distributor incidents has not changed. Refer to the appropriate service manual for specific diagnostic
procedures.
Technical Service Bulletin #BE86020 Date: 861023
Audio - Radio Installation Caution
Models All Models
Section Body Electrical
Classification BE86-020
RADIO INSTALLATION CAUTION
SERVICE CAUTION
When installing a radio, it is extremly important to use the correct size mounting screws. A screw that is too long will cause internal damage to the
radio.
All Nissan radio chassis are marked with a reference code (located near the screw holes) where the last digit indicates the maximum screw length as
shown in the example below:
EXAMPLE: M5 X 8 - 8 indicates a maximum screw length of 8 mm.
DO NOT substitute screws without first checking the code to make sure that they do not exceed the maximum length allowed.
Audio - Aftermarket Phone/Audio Installation Precautions
GI92-001 General Information
Reference:
Models:
All Models
Date:
J anuary 16, 1992
AFTERMARKET CELLULAR PHONE AND AUDIO
EQUIPMENT INSTALLATION
SERVICE INFORMATION
Many customers request installation of aftermarket cellular phones and audio equipment at the time of new vehicle purchase. Nissan does not
authorize or warrant non-Nissan approved parts or accessories installed in Nissan vehicles. If these installations are made, they should be checked
routinely after sublet work has been performed to help eliminate customer complaints. The following guidelines should be followed:
1. Route wires at least 18" away from ECU and air bag controller. Use high quality shielded cables for all signal cables (98% shielded).
2. Do not tap into wires that are part of any safety or ECCS equipment, such as airbag, brake lights, turn indicators, warning lights, ABS, fuel
injection, etc. Power should come from the battery or the accessory circuit. Ground leads should terminate at the battery. Always use inline
fuses as close to the power source as possible.
3. Use wire ties to securely fasten new harness in vehicle.
4. Before any panels or finishers are replaced, ensure that all fasteners are in good condition and are properly located.
5. When it is necessary for additional harnesses or cables to pass under the edge of a finisher, such as a cellular phone antenna coaxial cables,
notch the finisher at that point so that it will fit back into place correctly.
6. Glass-mounted cellular phone antennas are affected by defroster wires in the window. Mount the antenna as high on the glass as possible and
at least 1/2" away from defroster wires.
7 Test drive all vehicles to listen for squeaks or rattles.
NOTE: Please supply a copy of these guidelines to accessory installation shops that your dealership or customers use regularly.
Classification:
EL99-005
Reference:
NTB99-017
Date:
April 1, 1999
APPLIED VEHICLES:
All Nissan Vehicles
SERVICE INFORMATION



SERVICE PROCEDURE




NOTE:






Technical Service Bulletin #EN86003 Date: 860411
Extended Service Oil Filter - Application Chart
Models All Models
Section Engine
Classification EN86-003
Date April 11, 1986
EXTENDED SERVICE
OIL FILTER APPLICATION CHART
The following charts provide part number application information for extended service (15,000 miles) oil filters*, and standard service (7,500
miles) oil filters as well as the oil and filter change intervals for all 1986 Nissan cars and trucks. For oil and filter change intervals for 1985 and
older Nissan vehicles, consult the appropriate service or owner's manual.
* It is important to note that the 15,000 mile service interval applies to normal driving conditions and is applicable only to the engine series
designated on the chart above. Consult the appropriate Owner's Manual or Service Manual for the correct oil and filter change intervals of
each model Nissan/Datsun car and truck.
ENGINE OIL AND OIL FILTER CHANGE MILEAGE INTERVALS
Brakes - AMMCO On Car Lathe Operating Guidlines
REFERENCE:
NTB92-062A
CLASSIFICATION:
BR92-004A
DATE:
J une 17,1999
TITLE:
AMMCO ON-CAR BRAKE LATHE OPERATING GUIDELINES
APPLIED VEHICLE(S):
All models
This amended version of NTB92-062 adds a CAUTION and a NOTE to the Service Procedure. Please discard all paper copies of NTB92-062.
SERVICE INFORMATION
To ensure the best possible surface finish and least amount of run-out and rotor thickness variation when using the Ammco on-car brake lathe, the
following guidelines should be observed.
Service Procedure
SERVICE PROCEDURE

Before mounting the brake lathe on the vehicle ensure the following:

1. The V-way between the carriage and carriage gib must be clean and adjusted properly (see Operation Manual for adjustment procedure).
Wipe off sliding surfaces with a soft cloth after each use.

2. The cutters and cutting bits must be tight in their mounts and positioned properly. Change cutting bits when they become dull.
3. When securing the adjustable mounting brackets to the caliper mount/knuckle the mounting surfaces must be smooth and free of burrs.

4. Make sure the adjustable mounting brackets are securely mounted to caliper mount/knuckle. There should be no movement between the
cutting tool and the caliper mount/knuckle.

ROTOR DRIVING UNIT

Before using the drive unit ensure the following:

1. Before using the rotor driving unit ensure that all lug nuts are installed on the lugs (including the lugs not used for the lug adaptor). All lug
nuts should be evenly torqued, to at least 40 ft/lbs. Do not over-tighten the lug nuts as damage may occur to the lug adaptor legs.
2. To prevent chatter and ensure a smooth rotor finish, install the largest and heaviest silencer band possible around the outside diameter of the
rotor.

ROTOR CUTTING

Before engaging the cutting tool, ensure the following:

1. Using the dial indicator, measure rotor/hub run-out prior to resurfacing rotor and adjust cutting depth to eliminate this run-out. Each cut may
be between 0.05 mm and 0.25 mm (0.002" and 0.010"). Additional cuts may be necessary to eliminate all the run-out.
2. Using a micrometer, measure rotor thickness in at least 8 even locations around the rotor. Do not cut below the minimum rotor thickness
specification. Replace rotor if the run-out cannot be eliminated without exceeding the minimum rotor thickness specification.
3. After rotor resurfacing is completed, measure the rotor/hub run-out using a dial indicator. Ensure that the run-out is below the specification
for the vehicle. If run-out is not within specifications, turn the rotors again. Properly machined rotors will have almost zero run-out (.001" or
less) with no measurable thickness variation.
CAUTION: When using an on the car brake lathe, be sure to prevent metal shavings from contacting or collecting on the ABS wheel speed
sensor. Remove any shavings that stick to the ABS wheel speed sensor's magnet.
NOTE: If the rotor must be removed for cleaning and/or other purposes after resurfacing with an on the car brake lathe is complete, mark its
exact location on the axle prior to removal. Incorrect alignment during reinstallation will cause the run-out to change, possibly exceeding
specifications. This could require the rotor to be turned again.
4. Do not smooth the rotor surface with sand paper or other abrasive material.
Brakes - Judder/Steering Wheel Vibration Correction
Classification: BR94-002
Section: Brake
Models: All models
BRAKE J UDDER/STEERING WHEEL SHIMMY
APPLIED MODELS:
All Models
GENERAL INFORMATION:
Brake judder/steering wheel shimmy is a condition which may occur in any vehicle when excessive rotor thickness variation is present on one (1)
or more of the vehicle's brake rotors.
Rotor Thickness Variation (RTV) is the variation in thickness around the rotor. The RTV can be determined by measuring the rotor thickness with
a micrometer at several locations around the circumference of the rotor. The RTV is the difference in thickness between the thickest and thinnest
points on the rotor.
Rotor Run-Out is the distance that the rotor surface travels in and out, in relation to the vertical plane of the hub, as the rotor turns with the hub. The
distance is measured with a dial indicator.
NOTE:
Rotor Run-Out does not cause brake judder or steering wheel shimmy.
However, excessive Rotor Run-Out does lead to rotor thickness variation as the rotor wears. It is the excessive rotor thickness variation that causes
judder and/or steering wheel shimmy. This is described in more detail below.
POSSIBLE CAUSE OF BRAKE JUDDER/STEERING WHEEL SHIMMY
A brake judder/steering wheel shimmy incident may develop in any vehicle if the following series of events occur:
* The brake rotor run-out exceeds specification limits.
* As the brake pad rubs against the rotor while driving, the high spots on the brake rotor wear slightly.
* Rotor thickness variation may develop as the high spots on the brake rotor wear. If this thickness variation becomes large enough, brake
judder/shimmy may occur.
NISSAN SERVICE PROCEDURE:
Resurfacing the brake rotor using the Ammco On-Car Brake Lathe is the preferred method of correcting excessive rotor run-out and thickness
variation. Refer to Nissan Technical Bulletin NTB92-062 (BR92-004) "Ammco On-Car Brake Lathe Operating Guidelines."
Due to limited clearance, this machine cannot be used on the rear rotors of some vehicles. To resolve this issue, two (2) methods of repair are
identified in the flow chart. Use this chart, as appropriate, when performing brake pad or rotor service.
GENERAL BRAKE REPAIR GUIDELINES
To properly perform brake repairs, it is important to observe the following.
1. Do not tighten wheel lug nuts with an impact wrench. Uneven or high torque applied to the lug bolts may distort the brake rotor and hub,
resulting in increased rotor run-out.
2. Prevent contamination, such as rust, dirt, or metal chips between the hub and rotor mating surface. An uneven mating surface between the
hub and rotor results in increased rotor run-out. Always check and clean the mating surfaces prior to resurfacing.
3. Use a sharp tip on the brake lathe when resurfacing a brake rotor. A dull or damaged cutting tip on the brake lathe causes a rough surface cut
with large ridges, which wear very rapidly. This rapid wear results in rotor thickness variation.
4. Use the largest silencer band possible when resurfacing the rotor. The silencer band reduces chatter during resurfacing. Chatter causes a
rough surface cut with large ridges, which wear very rapidly. This rapid wear results in rotor thickness variation.
5. Ensure that the brake lathe cutting head operates properly and is calibrated by the manufacturer or servicing agent. A damaged or
uncalibrated brake lathe cutting head can result in increased rotor run-out and/or thickness variation.
6. Prior to installation, lubricate the brake caliper slide pins and/or clips. Corrosion from lack of lubrication results in sticking caliper slide pins
and reduced pad movement. The sticking of the caliper slide pins and reduced brake pad movement, increases the rotor wear rate. This
increased brake rotor wear results in increased brake rotor thickness variation.
7. Inspect the caliper pin boots or plugs and replace, if necessary. Corrosion may develop on the caliper slide pins. This corrosion reduces
caliper movement which increases the brake rotor wear rate. This increased brake rotor wear rate results in brake rotor thickness variation.
8. Measure the brake rotor run-out after performing brake service. There are many reasons why brake rotor run-out may be above specification.
To ensure that the brake rotor run-out is within specification, it is important to measure brake rotor run-out after every brake service.
NOTE:
The Warranty Flat Rate Time includes time to perform run-out measurement.
9. The On-Car brake lathe cutting head must be mounted properly. Do not mount the cutting head on one (1) knuckle and attempt to resurface
both sides of the rotor from this one location. The On-Car Brake Lathe matches the rotor to the hub to achieve the least possible run-out.
When the brake rotor is moved from the position in which it was resurfaced, this matching is lost.
10. Do not use harsh or corrosive chemicals to clean the wheels. Strong alkalis or acid-based cleaners degrade the surface finish on the caliper
components and may, additionally attack the rotor surface, resulting in increased thickness variation.
Brakes - Ammco On Car Brake Lathe Operating Guidelines
Classification:
BR92-004
Section:
Brake
Reference:
Models:
All models
Date:
August 18, 1992
AMMCO ON-CAR BRAKE LATHE OPERATING GUIDELINES
APPLIED MODEL:
All models
SERVICE INFORMATION
To ensure the best possible surface finish and least amount of run-out and rotor thickness variation when using the Ammco on-car brake lathe, the
following guidelines should be observed.
SERVICE PROCEDURE
Before mounting the brake lathe on the vehicle ensure the following:
1. The V-way between the carriage and carriage jib must be clean and adjusted properly (see Operation Manual for adjustment procedure).
Wipe off sliding surfaces with a soft cloth after each use.
2. The cutters and cutting bits must be tight in their mounts and positioned properly. Change cutting bits when they become dull.
3. When securing the adjustable mounting brackets to the caliper mount/knuckle the mounting surfaces must be smooth and free of burrs.
4. Make sure the adjustable mounting brackets are securely mounted to caliper mount/knuckle. There should be no movement between the
cutting tool and the caliper mount/knuckle.
Rotor Driving Unit Before using the drive unit ensure the following:
1. Before using the rotor driving unit ensure that all lug nuts are installed on the lugs (including the lugs not used for the lug adaptor). All lug
nuts should be evenly torqued, to at least 40 ft.lbs. Do not over-tighten the lug nuts as damage may occur to the lug adaptor legs.
2. To prevent chatter and ensure a smooth rotor finish, install the largest and heaviest silencer band possible around the outside diameter of the
rotor.
Rotor Cutting
Before engaging the cutting tool, ensure the following:
1. Using the dial indicator, measure rotor/hub run-out prior to resurfacing rotor and adjust cutting depth to eliminate this run-out. Each cut may
be between 0.05 mm and 0.25 mm (0.002" and 0.010"). Additional cuts may be necessary to eliminate all the run-out.
2. Using a micrometer, measure rotor thickness in at least 8 even locations around the rotor.
Do not cut below the minimum rotor thickness specification. Replace rotor if the run-out cannot be eliminated without exceeding the
3. After rotor resurfacing is completed, measure the rotor/hub run-out using a dial indicator.
Ensure that the run-out is below the specification for the vehicle. If runout is not within specifications, turn the rotors again. Properly
machined rotors will have almost zero runout (.001" or less) with no measurable thickness variation.
4. Do not smooth the rotor surface with sand paper or other abrasive material.
Brakes - On-Car Rotor Refinishing
Classification:
BR04-007
Reference:
NTB04-094
Date:
August 20, 2004
NISSAN: ON-CAR BRAKE ROTOR RESURFACING
APPLIED VEHICLES:
All Nissan
If YOU CONFIRM:
A vehicle needs to have the brake rotors resurfaced (front or rear),
ACTION:
Use the ProCut(TM) PFM Series on-car brake lathe to perform brake rotor resurfacing and follow the tips listed in this bulletin.
^ The ProCut(TM) PFM Series brake lathe has been chosen as the approved tool for rotor resurfacing.
^ The ProCut(TM) PFM Series brake lathe can be ordered from TECH-MATE at 1-800-662-2001.
^ ProCut(TM) technical support or service can be obtained by calling 1-800-543-6618.
NOTE:
Brake rotors may need to be resurfaced during routine brake repair or for brake "J udder" incidents.
^ Brake judder: A brake pedal pulsation and/or steering wheel shimmy when braking that occurs when there is too much thickness variation of
the brake rotors (see NTB00-033).
TIPS FOR USING THE PROCUT(TM) PFM SERIES ON-CAR BRAKE LATHE
^ Read and follow all instructions contained in the Technical Manual provided with your ProCut(TM) equipment.
^ The ProCut(TM) brake lathe also comes with an instructional video that can be used as a training aid.
^ Additional training is available from your local ProCut(TM) representative by calling 1-800-543-6618.
A. Make sure the cutting tips are sharp, in good condition and installed "right-side" up.
^ Make sure to use ProCut(TM) brand tips.
^ The cutting tip "UP" side has a groove or letters.
NOTE:
A tip mounted upside-down will produce a surface finish that looks like an old LP record.
^ Each cutting tip has three cutting corners. Rotate or replace the tip as needed.
NOTE:
You should get at least 7 cuts per corner. However, tip life is affected by variables such as rust or ridges. In order to determine when to
rotate tips, monitor the rotor finish. If the rotor finish begins to look inconsistent or feels rough to the touch, tips should be rotated or
replaced. Tips that are chipped or cracked should never be used.
B. For best accuracy, "stabilize" (firmly support) the vehicle with a jack or jack stand as shown in Figure 1.
^ On some hoists, the vehicle may "wobble" a little while using the on-car brake lathe. Not good.
CAUTION:
Any rocking motion (wobble) of the vehicle during the ProCut(TM) "Automatic compensation" procedure will reduce the accuracy of the
resurfacing.
^ If wobble occurs during the rotor resurfacing process/procedure, the finished rotor runout may be more than factory specification and
should be checked before using the rotor.
C. Prevent metal shavings from contacting or collecting on the ABS speed sensors.
^ Remove any shavings that stick to the ABS speed sensor's magnet. It is best to clean the ABS sensor with the rotor removed.
D. After a rotor has been resurfaced with the ProCut(TM) brake lathe:
^ If the rotor must be removed for any reason, mark the exact location (rotor to axle hub) before removing the rotor (see Figure 2).
^ The rotor must be reinstalled back to the same location.
E. Do not tighten the wheel lug nuts with an air impact driver.
^ Use a torque wrench to tighten the lug nuts to the proper torque specification.
^ Uneven or high torque applied to the lug nuts may "distort" (warp) the brake rotor and hub. This may increase rotor runout and cause
excessive rotor thickness variation as the rotor wears.
CLAIMS INFORMATION
Please reference the current Nissan "Warranty Flat Rate Manual" and submit your claim(s) using the Operation Code (Op Code) or combination of
Op Codes that best describes the operations performed.
Disclaimer
Body - Components Material Safety Data Sheets (MSDS)
Classification: GI94-005
Section: General Information
Model: All
MSDS INFORMATION FOR GENUINE NISSAN BODY PARTS
SERVICE INFORMATION
The Material Safety Data Sheets (MSDS) have been issued and revised as of J uly 1, 1994.
The three MSDS sheets are applicable to the following materials:
1. Steel parts with Primers and Coatings
2. Plastic parts with Primers and Coatings
3. Chrome Plated Steel parts
These Material Safety Data sheets should be kept on file and made available upon request within a reasonable time frame to consumers, purchasers
or concerned persons or parties. Nissan Motor Corporation appreciates your efforts in retaining this information and providing it upon request.
The information in this MSDS is believed to be correct and is given in good faith, but no warranty, expressed or implied, is intended.
Chassis - Warnings for Aftermarket Rust Proofing
Models:
All Models
Section:
Body & Frame
Classification:
BF88-005
Bulletin No.:
TS88-015
Date:
February 15, 1988
CAUTIONS FOR AFTERMARKET
RUST PROOFING APPLICATION
APPLIED MODELS:
All Nissan Models
SERVICE INFORMATION
The National Highway Traffic Safety Administration has conducted an investigation into potential failure of the front safety belt systems of certain
vehicles due to the unintentional application of rust-proofing material to the belt retractors in the "B" pillar area. Their information suggests that
the movement of the pendulum inside the belt retractor mechanism can be restricted if rust-proofing material is inadvertently applied in the
pendulum area. Restricting the pendulum movement can result in the belts failing to protect occupants in an accident.
Nissan's current models have extensive anti-corrosion treatment applied at the factories and we do not endorse "rust-proofing" at the dealer or
aftermarket level. The only instance in which Nissan recommends rust-proofing be applied is in the case of body panel replacement (Please refer to
Service Bulletin TS82-066, BF82-007 for instructions about rust-proofing replacement body panels).
If additional rust-proofing is applied to Nissan vehicles, DO NOT apply rust-proofing to the "B" pillar area near the seat belt retractor, or any other
location near the seat belt retractors of any vehicle. Of course, the usual precautions in applying rust-proofing material still apply. For example, it is
important that rust-proofing material not be inadvertently applied to door lock assemblies, drain holes, the exhaust system or driveshaft.
IMPROPER RETRACTOR OPERATION CAUSED BY THE INSTALLATION OF RUST-PROOFING MATERIAL WILL BE THE
RESPONSIBILITY OF THE INSTALLING AGENCY.
Tools - Rivnut Installation
Models: All Models
Section: Body & Frame
Classification: BF89-026
Bulletin No.: TS89-132
Date: August 31, 1989
RIVNUT INSTALLATION
SERVICE INFORMATION
The Rivnuts used for installation of a roof rack and deck rack require a substantial amount of time to install by hand. A Rivnut installation tool
which will reduce the installation time is available from most automotive supply stores.
EXAMPLE: B.F. Goodrich C-6000 Speed Header
Interior - Aid to Diagnosing Water Leaks
Classification:
BF93-023
Section:
Body & Frame
Reference:
TECHNICAL BULLETIN NB93-075
Models:
All Nissan Models
Date:
May 25, 1993
DIAGNOSING WATER LEAKS
Water Leaks
Water leaks refer to the seepage of water into the passenger compartment from outside. Basic procedures for detecting water leaks are explained
below.
Detection
Accurate detection of leakage requires the application of a vacuum pressure of -1.10 mHg, -147 Pa, within the passenger compartment.
Equipment required
Test vehicle
Vacuum pressure device (set up the device as shown.)
Steps
(1) Remove trim parts from the suspected area in order to make leakage plainly visible.
(2) Install the vacuum pressure device in the vehicle as shown in the figure. Securely fasten with duct tape.
(3) Set the heater air intake lever to the recirculate position.
(4) Remove the floor carpet from the trunk and close both the left and right vents from the inside as shown.
(5) Apply water to the suspected leaking areas from lower to higher areas at a volume of 5 to 10 liters per minute. One person should be inside
the vehicle to locate any leaks.
(6) Activate the vacuum pressure device to create a vacuum within the passenger compartment.
CAUTION:
If a vacuum pressure of -2.20 mmhg, -294 Pa is created within the passenger compartment, only apply water to where the leak is believed to be. At
higher vacuum pressure, leakage may occur around weather-stripping or other areas which are comparatively less watertight.
(7) Recheck watertightness after repairing leaking areas.
Lights - Isopropyl Alcohol Caution
Models All Models
Date April 20, 1987
ISOPROPYL ALCOHOL CAUTION
ALL MODELS
turn signal lights, side marker lights, cornering lights, tail lights, etc., to crack.
- The isopropyl alcohol solution must not drip onto any plastic lens.
- During cleaning of the vehicle, a wiping cloth soaked with alcohol solution must not contact any plastic lens.
- During application of the urethane XE/SE Truck graphics, alcohol solution spray mist (used as the wetting solution) must not contact
any plastic lens.
Body - Repair Guidlines for Rust & Corrosion
Classification:
BT98-016
Reference:
NTB98-060
Date:
J ulyl5, 1998
GENERAL BODY REPAIR GUIDELINES FOR PROPER SEALANT APPLICATION ON RUST AND CORROSION RELATED REPAIRS
APPLIED VEHICLES:
All Nissan
SERVICE INFORMATION
While performing corrosion-related or collision-related repairs, proper preparation and treatment of the metal is required to help prevent future
corrosion related incidents. This bulletin describes the OEM material used and the metal treatments available.
For specific body panel composition (e.g. cold-rolled, DURASTEEL(R), ETC.) AND PROPER DETAIL REPAIR PROCEDURES, PLEASE
REFERENCE THE SPECIFIC NISSAN BODY REPAIR MANUAL (AVAILABLE THROUGH DYMENT DISTRIBUTION SERVICES AT
1-216-572-0725).
Following are the types of metal being used and the anti-corrosive treatments available.
Types of OEM Steel Materials and Coatings Used
DURASTEEL(R)
DURASTEEL(R) IS AN ELECTROPLATED, ZINC-NICKEL ALLOY UNDER AN ORGANIC FILM WHICH PROVIDES EXCELLENT
CORROSION RESISTANCE (SEE FIGURE 1). THIS COATING INSULATES THE METAL AGAINST AIR AND MOISTURE TO HELP
PREVENT RUST FORMATION.
NOTE: Nissan genuine Service Parts are fabricated from DURASTEEL(R) SHEETS. THEREFORE, WE RECOMMEND YOU USE GENUINE
NISSAN PARTS FOR PANEL REPLACEMENT TO MAINTAIN THE ANTI-CORROSIVE PERFORMANCE BUILT INTO THE VEHICLE
AT THE FACTORY.
Phosphate Coating Treatment and E-coat
In addition, a phosphate coating treatment and a cationic electro-deposition primer (E-coat), which provide an excellent anti-corrosion effect, is
used on all body components (see Figure 2).
NOTE: Nissan genuine Service Parts are also treated in the same manner. Therefore, we recommend you use GENUINE NISSAN PARTS for
panel replacement to maintain the anti-corrosive performance built into the vehicle at the factory.
Anti-Corrosive Treatments
Anti-corrosive treatments can be performed:
^ Before welding (e.g.: weld-through primers and spot sealers),
^ Before painting (e.g.: metal conditioners),
^ During painting (e.g.: epoxy primers and seam sealers), and
^ After painting (e.g.: anti-corrosive wax).
Following are general steps involved for a corrosion resistant panel repair and a general overview of each type of treatment:
1. Proper cleaning of all surfaces.
2. Use of a metal conditioner on bare steel to produce a rust preventative coating.
3. Use of weld through primer to eliminate the possibility of bare metal exposure.
4. Use of epoxy primer on all bare metal areas.
5. Proper application of seam sealer to all required panel joints.
6. Use of undercoating on wheelhouse and underbody areas.
7. Use of anti-corrosive wax to non-exposed welded parts (e.g. inside of pillar area).
1. Surface Cleaning
Use a general cleaning solvent on painted surfaces (such as PPG DX330 or equivalent - check with local VOC regulations).
2. Metal Conditioner
For panels that do not require welding, treat the bare metal in and around the area with metal conditioner (such as PPG DX 520SG or equivalent -
check with local VOC regulations). For proper application, do not allow the metal conditioner to dry. You also need to wipe it oft immediately with
a clean cloth. This is very important if any rust-out repair is to last more than a few months.
3. Weld-Through Primers
For panels that require welding, different types of anti-corrosive treatments (primers) are available depending on the type of repair. For example:
^ Spot sealer is required for spot welding (see Figure 3)
^ A weld-through primer (such as 3M Weld-Thru Coating #05913 or equivalent - check with local VOC regulations) is required for MIG-welded
panels.
You must apply these primers to the mating surfaces to prevent rust formation. Elimination of this step will result in future rust/perforation
incidents.
4. Corrosion-Resistant Primers
After all repair work has been performed, you need to apply a corrosion resistant primer for proper corrosion protection. For example, you should
apply PPG DP Epoxy primer (or equivalent - check with local VOC regulations) prior to seam sealer application.
5. Seam Sealer
Use of body (seam) sealer (such as Fusor #800 Seam Sealer or equivalent - check with local VOC regulations) prior to base coat application aids in
the appearance of the repair. It is also important for proper corrosion protection (see Figures 4, 5 & 6). Seam sealer helps prevent water or mud
from entering between panel joints and it also helps prevent the formation of corrosion. Please refer to the proper Nissan Body Repair Manual for
seam sealer application points.
6. Undercoating
Undercoating (such as 3M Rubberized Undercoating #08883 or equivalent - check with local VOC regulations) is an elastic coating applied to the
underbody (see Figures 7 & 8). This undercoating helps prevent rust, and it also reduces body vibration and noise. If the undercoating is removed
during body repair, it must be reapplied to the same areas. Pay attention to critical areas such as body seams and panel joints.
7. Anti-Corrosive Wax
The recessed portions of the body which cannot be painted easily must be coated with anti-corrosive wax (such as Tectyl 517 Bitumen Wax or
equivalent - check with local VOC regulations). This is to ensure that there will not be any bare metal exposed (see Figure 9).
The factory applies wax to various areas of the vehicle to prevent corrosion/perforation. Below is an example of the different body locations where
wax is applied (see Figure 10).
Body - Warnings for Aftermarket Rust Proofing
Classification:
BF88-005
Reference:
TS88-015
Date:
February 15, 1988
CAUTIONS FOR AFTERMARKET RUST PROOFING APPLICATION

APPLIED VEHICLE(S):
All Nissan Models
SERVICE INFORMATION

The National Highway Traffic Safety Administration has conducted an investigation into potential failure of the front safety belt systems of certain
vehicles due to the unintentional application of rust-proofing material to the belt retractors in the "B" pillar area. Their information suggests that
the movement of the pendulum inside the belt retractor mechanism can be restricted if rust-proofing material is inadvertently applied in the
pendulum area. Restricting the pendulum movement can result in the belts failing to protect occupants in an accident.

Nissan's current models have extensive anti-corrosion treatment applied at the factories and we do not endorse "rust-proofing" at the dealer or
aftermarket level. The only instance in which Nissan recommends rust-proofing be applied is in the case of body panel replacement (Please refer to
Service Bulletin TS82-066, BF82-007 for instructions about rust-proofing replacement body panels).

If additional rust-proofing is applied to Nissan vehicles, DO NOT apply rust-proofing to the "B" pillar area near the seat belt retractor, or any other
location near the seat belt retractors of any vehicle. Of course, the usual precautions in applying rust-proofing material still apply. For example, it is
important that rust-proofing material not be inadvertently applied to door lock assemblies, drain holes, the exhaust system or driveshaft.

IMPROPER RETRACTOR OPERATION CAUSED BY THE INSTALLATION OF RUST-PROOFING MATERIAL WILL BE THE
RESPONSIBILITY OF THE INSTALLING AGENCY.
Lights - Water Condensation In Lamp Lens
Models All Models
Date J uly 11, 1991
WATER CONDENSATION IN LAMPS
APPLIED MODELS: ALL MODELS
MODEL YEARS: ALL
SERVICE INFORMATION
A small amount of water condensation on the inside lens surfaces of exterior lamps is normal on Nissan vehicles. Most Nissan exterior lamps (head
lamp assembly, turn signal lamp assembly, side combination lamp assembly, fog lamp assembly, rear combination lamp assembly, stop lamp
assembly, trunk lid finisher, etc.) have a breather on the back side of the lamp assembly which allows air to enter and exit the lamp assembly. Air
will flow in and out of the lamp assembly depending on the temperature difference between the outside and inside of the lamp assembly.
Water condensation forms on the inside lens surface of exterior lamps and can be seen as small water droplets. This usually occurs when the inside
of the lamp surfaces are heated by having the lamps ON or by the sun shining into the lamp assembly. As the lamp assembly cools down, it draws
in outside air. The moisture in the outside air condenses on the inside lens surface. This is much like water condensation on the outside of a glass of
cold water on a warm day or the frosting up of a vehicle's inside glass surfaces on a cold winter day.
Replacing the lamp assembly will not resolve the customer's complaint because this condition is normal. Even if the lamp assembly is replaced, the
incident will re-occur when the conditions that originally caused the incident are present.
To resolve this condition, dry out the incident area of the lamp assembly with a hair dryer. Be extremely careful not to overheat the lamp assembly
causing it to deform. Explain to the customer that condensation is normal and will not affect lamp performance.
If there is a large puddle of water at the bottom of the lamp assembly this condition is not normal. This indicates that there is a leak somewhere on
the lamp assembly seal. Replace the lamp assembly to resolve this condition.
Lights - Plastic Lens Isopropyl Alcohol Caution
Classification:
BF87-013
Reference:
TS87-064
Date:
April 20, 1987
ISOPROPYL ALCOHOL CAUTION ALL MODELS
All Models
SERVICE INFORMATION
turn signal lights, side marker lights, corning lights, tail lights, etc., to crack.
^ The isopropyl alcohol solution must not drip onto any plastic lens.
^ During cleaning of the vehicle, a wiping cloth soaked with alcohol solution must not contact any plastic lens.
^ During application of the urethane XE/SE Truck graphics, alcohol solution spray mist (used as the wetting solution) must not contact any
plastic lens.
Technical Service Bulletin #BE86021 Date: 861208
Antitheft - Optional Vehicle Security System Wiring
Models All Models
Section Body Electrical
Classification BE86-021
VEHICLE SECURITY SYSTEM WIRING INFORMATION
APPLIED MODELS: All models with the port or dealer installed accessory Vehicle Security System (VSS)
GENERAL WIRING SCHEMATIC
SERVICE INFORMATION
This bulletin contains a general wiring schematic and a vehicle wiring harness matrix to use when troubleshooting the VSS. The circled numbers in
the general wiring schematic below correspond to the circled numbers in the harness matrix and wire functions on next page.
VEHICLE HARNESS MATRIX
FUNCTION OF WIRES
(1) (Red) Provides constant power for VSS operation.
(2) (Orange) Provides the signal to shut the VSS down when the ignition key is turned to the "ACCESSORY" position.
(3) (Green) Provides ground for VSS system.
(4) (Black) Provides instant alarm for hood.
(5) (Gray) Provides the signal for the 20 second entry delay when a door is opened.
(6) (Yellow) Flashes the clearance lamps when alarm is triggered.
(7) (Dark Green/Black) Operates the horn when alarm is triggered.
(8) (Black) Provides instant alarm for trunk.
Emissions System - Troubleshooting Tips
Classification: EF&EC93-019
Section: Engine Fuel & Emission
Reference: SERVICE ADVISORY NTB93-181
Models: All
Date: December 14, 1993
EMISSIONS SYSTEMS DIAGNOSTICS
SERVICE INFORMATION
This service advisory is intended to help diagnose some possible reasons why a vehicle may not pass a vehicle emissions inspection for State
vehicle registration.
1. Check all basic engine settings such as; Ignition Timing, Throttle Position Sensor etc, to verify that they are in specification. Refer to vehicle
Service Manual for the exact year and model to determine the correct specifications.
2. Check engine oil for fuel contamination. A vehicle with 5-7,000 miles on the engine oil may have accumulated some fuel in the oil,
especially on a vehicle that is used primarily for city short distance driving. In addition, severe driving conditions (as defined in the owners
and service manual) warrant engine oil changes every 3,000 miles.
3. Inspect air filter condition for excessive dirt or foreign material (leaves, large insects, or paper). If there is a large amount of foreign material
on the filter element it may disturb the air flow through the mass air flow sensor causing the mixture to go excessively rich or lean.
4. Check AIV system (if the vehicle is so equipped) for a contaminated air filter. Check for proper seating and operation of the reed valves. A
properly operating system will make a pulsating sound when the AIV is activated. If the AIV is not operating, the high RPM test may pass
but the idle test will not. Also, make sure that the vacuum lines to the AIV control solenoid are routed correctly.
5. Perform a mixture ratio test to ensure that the oxygen sensor is working correctly. On a CONSULT equipped vehicle perform a mixture ratio
test in Function Test.
6. Check the fuel pressure to ensure it meets factory specification at idle and during snap acceleration. A few psi too high and the ECM will not
be able to compensate. The higher the fuel pressure the richer the mixture.
7. If any service was performed to the emissions system to correct an out of specification condition, then the ECM's self learning needs to be
cleared. This can be easily done on a CONSULT compatible vehicle by clearing self learning in active tests. This will allow the ECM to reset
itself to the new conditions.
For a non-CONSULT compatible vehicle produced after 1988 model year the self learning can be cleared by the following three methods:
1. Disconnect the air flow meter connector while the engine is running.
2. Disconnect the 02 sensor connector while the engine is running.
3. Disconnect the battery cable.
Refer to "Injector Leak Diagnosis" (Code 45) in the Service Manual for detailed information for the three methods.
It is necessary to drive the vehicle with constant speeds under the following conditions for at least fifteen minutes without acceleration and
deceleration before attempting to measure the emissions again.
A. No load 2500 +/- 300 RPM (in Neutral)
AND/OR
B. Loaded test condition only for the state of Arizona.
8. Check for leaking injectors. Install a fuel pressure gauge near the fuel injector rail and turn the ignition on to cycle the fuel pump and build
fuel pressure. The fuel pressure should stay the same for a while on a cool engine. If there is a sudden loss of pressure after the fuel pump
stops then try clamping the fuel rail inlet and outlet hoses to insure that it is the injectors and not a check valve in the fuel pump or a leaking
fuel pressure regulator.
Emission - Inspection/Maintenance Program Overview
Models: All
ENHANCED EMISSION INSPECTION/MAINTENANCE PROGRAM
SERVICE INFORMATION
You may have already heard about the forthcoming enhanced inspection/maintenance (I/M) program which is being implemented in targeted
locations of the country beginning in J anuary 1995 (J uly 1994 in Maine). The purpose of this advisory is to provide a general overview of the I/M
requirements, and the potential impact upon dealers.
In response to the 1990 Clean Air Act amendments, the Environmental Protection Agency (EPA) has mandated additional reductions in air
pollution. To accomplish these reductions, the EPA has expanded their list of geographical areas that require a basic I/M test. and have added a new
"enhanced" test in approximately 30 states. The EPA's list of areas affected by both the basic and enhanced testing is attached, however, dealers
should check with their local environmental agency to determine if your area is affected by the enhanced I/M program.
The enhanced I/M program, also known as I/M 240, utilizes a computer driven dynamometer to test exhaust and evaporative emissions during a
240 second dynamic driving cycle. The EPA has suggested the use of centralized, state-owned/authorized, inspection-only centers. if the vehicle
fails the test, the customer will be provided with data that indicates second-by-second emission levels and purge system operations. The customer
may then take the vehicle to a repair facility of their choice to correct the out-of-line condition(s) identified by the test.
The EPA has established a $450 guideline limit for customer pay corrective repairs, although dealers are again encouraged to contact their local
environmental agency for specific details and guidelines (this limit does not apply to any repairs covered under warranty). Additionally, it is
important to note that the EPA intends to monitor program performance (i.e. - repair quality) in the enhanced I/M areas. This information, which
will be readily available to the general public, is expected to list such things as repair facility pass/fail scores, repair expense, and repeat repairs.
Nissan is currently evaluating specialized diagnostic procedures and diagnostic equipment to support the accurate repair of failures identified
through the enhanced I/M tests.
Until further notice, Nissan strongly advises dealers against purchasing any emissions-related equipment for the purposes of diagnosing enhanced
I/M test failures, unless they are fully familiar with the program in their area.
Technical information regarding Nissan's diagnostic procedures and/or recommended equipment will be provided to you in the near future.
Technical Service Bulletin #PI95-008 Date: 950405
Enhanced Emission Inspection/Maintenance Program I/M240
Classification:
Reference:
PI95-008
Date:
April 5, 1995
APPLIED VEHICLE(S):
ALL MODELS
ENHANCED EMISSION INSPECTION/MAINTENANCE PROGRAM-I/M240

SERVICE INFORMATION

As a result of the 1990 Clean Air Act Amendments, the Environmental Protection Agency (EPA) has mandated a more stringent vehicle emission
testing program, known as I/M240. Most major metropolitan areas within the United States are designated as I/M240 areas, and the EPA's
expectation is that these areas will establish a centralized test-only facility.
While several states are operating an I/M program, other states have postponed, modified, or canceled their start-up dates (To confirm the
requirements in your local area and obtain additional information, please contact your local environmental agency).

As envisioned by the EPA, an independent contractor would perform the test utilizing a computer driven dynamometer to test both the exhaust
gases and the performance of the evaporative emission system. If a vehicle were to fail any portion of the test, the consumer would then take the
vehicle to a separate repair facility of his or her choice for repair, and then return to the centralized test facility to retest the vehicle.

Based upon actual I/M240 testing, known good vehicles have failed the test under certain circumstances, primarily due to the operating temperature
(below the norm) of the catalytic converter. These erroneous test "failures" were found to be caused by extended idling of the vehicle while waiting
in line for the test, or the engine/exhaust system not being at normal operating temperature. In such situations, the catalytic converter would not be
at its normal operating temperature, and the vehicle may fail the test for a high NOx condition.

These erroneous "failures" create a difficult situation for the dealer to diagnose. Because such a vehicle would be operating as designed, there
would be no failed parts. The consumer might be frustrated by the erroneous "failure" and the dealer's inability to discover the reason for it. In
actual retesting of several vehicles that initially failed for high NOx, a high percentage of these vehicles passed with an adequate margin without
any repairs being performed after an adequate warm-up cycle prior to the beginning of the test was allowed.
This warming-up (or "preconditioning") of the catalytic converter brings the vehicle's emissions systems into the normal operating range, rendering
a more accurate I/M240 test result. Typically, driving at freeway speeds for 5-10 minutes will ensure that the system is at normal operating
temperature. Nissan is investigating this issue, and developments in this area will be communicated to dealers as they become available.

Of particular importance to Nissan, is the EPA's recent advice to all automobile manufacturers of instances where dealers have refused to repair
vehicles that have failed the I/M test. The EPA reports that these refusals to repair are based primarily upon the dealers perceived lack of required
diagnostic equipment, specifically dynamometers and/or an exhaust gas analyzers that measure NOx. The EPA, however, recognizes that very few
(if any) dealers currently own a dynamometer, particularly the type used in the I/M test, together with an analyzer that measures NOx.

As described in the EPA letter, current I/M 240 tests are using "very loose pass/fail standards... Vehicles that fail will almost certainly have a
significant malfunction in one or more of the major emission control systems which can be diagnosed and fixed using tools and methods that repair
shops currently have.... Repair providers can apply standard diagnostic procedures to the fuel delivery, ignition, EGR, and other emission control
systems when presented with a...(test) failure". With the exception of the preconditioning matter described earlier, the EPA information concerning
diagnosis and repair is generally reliable for vehicles that fail the current I/M 240 test.
Nissan Motor Corporation U.S.A. strongly advises dealers against purchasing any additional emission related equipment at this time for the
purposes of diagnosing Nissan vehicles. As indicated in the initial I/M240 dealer letter mailed in August, 1994, Nissan's existing emission systems
diagnostic procedures and tools are adequate for dealers to correct and repair vehicles failing an I/M 240 test.
As the vehicle repair industry gains knowledge and experience with the I/M tests, corresponding improvements in repair technology are expected.
There are new and innovative technological approaches currently under test and review. Nissan continues to monitor and evaluate I/M 240 testing
& diagnostic requirements and will continue to advise dealers of developments as they become available.
Engine Controls - Precautions Electronic System Testing
Classification:
EC96-013
Reference:
NTB96-104
Date:
November 13, 1996
PRECAUTIONS FOR ELECTRONIC CONCENTRATED ENGINE CONTROL SYSTEM (ECCS) TESTING
APPLIED VEHICLES:
All
SERVICE INFORMATION
Always use caution when performing electrical checks on the electrical harness or engine control module (ECM) to avoid damaging the ECM.
NEVER apply direct battery voltage to any terminal of the ECM by either connecting a 12 volt battery positive (+) terminal, or by jumping (short
circuiting) any actuator that is connected to the ECM. Below is a partial list of typical actuators:
^ Relays (fuel pump, A/C, cooling fan, EFI)
^ Solenoid valves (EGR control, purge control, vent control, vacuum cut valve bypass or intake valve timing control)
^ Fuel injectors
^ IACV-AAC valve or IACV-FICD valve.
NOTE:
Applying battery voltage to the ECM without sufficient resistive load (normally supplied by an actuator) will cause an over-current condition to
the ECM transistor resulting in instant, permanent damage to the ECM.
CONSULT - Lithium Battery Replacement
Section: GENERAL INFORMATION
Models: ALL MODELS
Date: MAY 9, 1991
CONSULT LITHIUM BATTERY REPLACEMENT
Your CONSULT unit incorporates two batteries:
^ One is a NiCad rechargeable battery which powers the display and the printer.
^ The other is a lithium battery to backup the memory, clock, and calendar functions when the NiCad battery has been removed or is
completely discharged.
The lithium battery must be replaced once it is discharged. IT IS VERY IMPORTANT THAT THIS BATTERY BE REPLACED ONLY WITH A
SANYO ELECTRIC CO. LTD., CR2032 BATTERY. Replacement batteries may be purchased locally. The replacement procedure is shown
below.
CAUTION: Use of another battery may create the risk of fire or explosion.
REPLACING THE LITHIUM BATTERY:
1. Press the power OFF switch.
2. Remove the two card reader screws with a phillips screwdriver. Then remove the card reader as shown in the illustration. It is not necessary to
disconnect the connector between the card reader and body.
3. Remove the screw on the lithium battery compartment cover with a phillips screwdriver. Then remove the cover by pushing it in the direction
of the arrow.
4. Remove the lithium battery.
5. Insert the new lithium battery with the plus and minus terminals correctly positioned. Then press the lithium battery down and replace the
battery compartment cover.
6. Press the power OFF switch and reinstall the program card reader.
Driveline - High/Low Speed Vibration
TS85-096
August 27, 1985
Propeller Shaft & Differential
DRIVELINE VIBRATION, 4X4 TRUCK
APPLIED MODEL
1983.5 - 1986 4x4 720 Truck
SERVICE INFORMATION
Some 4X4 Trucks may exhibit a vibration at two different speed ranges.
A. HIGH SPEED VIBRATION
The high speed vibration, which may be accompanied by booming noise, occurs at 50-60 MPH. This vibration can be described as a
continuous buzz in the seat, steering wheel and floor. A rapidly vibrating transfer case lever may also indicate driveline imbalance.
B. LOW SPEED VIBRATION
The low speed vibration occurs at 20-40 MPH. The low speed vibration is similar to the high speed, but with less intensity. Vibration caused
by tire imbalance resembles a shaking sensation and should not be confused with driveline vibration. Additional vibration may be caused by
having the transfer case in the 4H position or the 2H position with the hubs locked.
Use the following Service Procedure to reduce driveline vibration in incident vehicles. This procedure incorporates portions of, and replaces, the
previous driveline vibration bulletin PD84-001 (TS84-001).
NOTE: Any testing or high speed evaluation should be done with the transfer case lever in the 2H position and the hubs unlocked.
Service Procedure
A. HIGH SPEED VIBRATION (50 - 60 MPH)
1. Road test the vehicle between 50 and 60 MPH to determine the speed at which the vibration is most noticeable. Record this speed.
2. Support vehicle on an axle hoist at points suitable for a safety stand (Figure 1).
3. Remove both rear tire/wheel assemblies and securely install two (2) nuts to each brake drum (opposite studs) to hold brake drums on
axle (Figure 2).
4. With the engine running, place the gear shift lever into fifth gear and have one person slowly bring the indicated speed to that speed
noted in Step 1 (or the worst condition speed in the 50-60 MPH range). EXTREME CAUTION should be exercised at this point due to
all the rotating surfaces. Stand clear of the rotating brake drums and driveshafts.
WARNING: To prevent injury, any loose articles of clothing (ties, shop rags, coats, etc.) should be safely secured, as should drop light
cords, air hoses, electrical extensions, or anything that could contact the rotating surfaces.
5. Have another person hold a piece of chalk or brightly colored crayon close to, but not touching the machined outer edge of the output
shaft companion flange of the transfer case (Figure 3).
6. With the heel of his hand resting on the skid plate below the transfer case (see Figure 4), carefully bring the chalk or crayon closer and
closer to the companion flange until it lightly makes contact. Remove the chalk or crayon and bring the brake drums and driveshaft to a
stop. There should now be a mark on the companion flange which would indicate the high point when the shaft is rotating. If there is a
solid continuous ring around the companion flange, too much pressure was used on the chalk or crayon. Start over and use sufficient
pressure so that only a small portion of the companion flange edge is marked. The marking must be done only at the speed at which the
vibration is most noticeable.
7. Using the mark as a reference point, and place the screw section of a large hose clamp 1/4 clockwise turn (90~clockwise looking
towards front of vehicle) past the mark and properly secure to the driveshaft (see Figure 5).
8. Road test the vehicle.
B. LOW SPEED VIBRATION (20 - 40 MPH)
1. Remove transfer case underguard.
2. Measure the distance V (see Figure 6) with a straightedge, using the transfer case as a reference surface. Distance V is the vertical offset
of two corresponding U-joints, one on each end of the propeller shaft.
3. Install shims of a thickness equal to distance V between transfer case mounting bracket-to-frame (both ends of longitudinal member),
for right side transfer mount, and between single bracket and frame for left side transfer mount. The dealer should make the shims from
stock, not to exceed 10mm thickness (see Figure 7).
A. High Speed 4S 37000 37 J A99AA 1.0/hr. Vibration
B. Low Speed 4S 33920 34 HP99AA 1.0/hr. Vibration
Restraint System - Seatbelts Slow to Retract
Classification:
RS01-001A
Reference
NTB01-005A
Date:
October 7, 2004
ALL NISSAN VEHICLES; "D" RING RESIDUE CAN CAUSE SLOW SEAT BELT RETRACTION
This bulletin amends NTB01-005. Please discard all paper copies of the earlier version.
APPLIED VEHICLES:
All Nissan Vehicles with front seat belt "D" rings
IF YOU CONFIRM:
Seat belt retraction of front seat belt(s) is slow, caused by "residue" build-up on the "D" ring(s),
NOTE:
Slow seat belt retraction, if it occurs, may result in the following incidents after the seat belt is unbuckled:
^ Seat belt latch plate hanging up on clothing,
^ Seat belt latch plate becoming caught in the door,
ACTION
Use the "D" ring cleaning and refurbishing kit to:
^ Clean the residue off of the "D" rings.
^ Apply fluorine resin tape to the "D" rings.
IMPORTANT:
The purpose of "ACTIONS" (above) is to give you a quick idea of the work you will be performing. You MUST closely follow the entire
Service Procedure as it contains information that is essential to successfully completing this repair.
PARTS INFORMATION
CLAIMS INFORMATION
NOTES:
^ This is the only authorized repair for this incident. DO NOT REPLACE the front driver or passenger seat belt assemblies before first using
the Service Procedure in this bulletin to clean the "D" rings.
^ When this incident occurs, both front driver and passenger seat belt "D" rings must be serviced by using the Service Procedure provided in
this bulletin.
^ For 1996-99 Pathfinders built before December, 1998, see bulletin NTB00-003 for additional front seat belt retractor assembly information.
SERVICE PROCEDURE
1. Pull the affected seat belt more than 20 inches (500 mm) out of the B pillar seat belt retractor mechanism (see Figure 2).
2. Attach a binder clip (or similar clamping device) to the seat belt at the base of the retractor mechanism to allow for slack in the seat belt (see
Figure 2).
CAUTION:
Be careful not to damage the seat belt fabric when attaching or removing the clip.
3. Insert the "D" ring cleaning wire under the seat belt; between the belt and the "D" ring (see Figure 3).
^ The "D" ring cleaning wire is provided in the kit that's listed in the Parts Information.
4. Pull the wire back and forth across the surface of the "D" ring.
^ Make sure all residue is removed from the "D" ring in all areas where it contacts the seat belt.
NOTE:
^ It is very important to remove all residue build-up from the "D" ring.
^ If you don't remove all residue buildup, the fluorine resin tape won't stick properly.
5. Peel off the top (smaller) backing sheet from one of the fluorine resin tapes (see Figure 5).
^ Two fluorine resin tape pieces are provided in the kit.
6. Place the fluorine resin tape (adhesive side toward you) against the seat belt as shown in Figure 6A.
NOTE:
^ The sticky half should be down, toward the floor of the vehicle.
^ The unexposed (not sticky yet) half should be up, toward the ceiling of the vehicle.
7. Pull on the top of the seat belt to roll the tape up and around the "D" ring (see Figure 6B).
8. As the tape rolls up to the "D" ring, center and smooth the tape around the back side of the "D" ring. Press the bubbles and wrinkles out with
your fingers (see Figure 7).
NOTE:
^ Once the fluorine resin tape is applied to the "D" ring, it cannot be repositioned.
^ Take care to properly attach the tape to the "D" ring.
^ Center the tape correctly on the "D" ring and smoothly apply it to the "D" ring surface so that no wrinkles or ridges are present.
^ Wrinkles or ridges in the tape may prevent the seat belt from moving smoothly through the "D" ring. If this should occur, replace the
tape with a new piece.
9. Peel off the remaining tape backing (see Figure 8A).
10. Carefully apply the tape around the remainder of the "D" ring. Press down the edges and make sure there are no wrinkles (see Figure 8B).
11. Pull the seat belt back and forth against the tape-covered "D" ring to ensure that the tape is firmly applied (see Figure 9).
12. Remove the binder clip from the seat belt.
13. Confirm the seat belt moves smoothly and quickly through the "D" ring.
^ Latch and unlatch it. Allow it to retract back into the retractor mechanism several times.
14. Repeat steps 1 through 13 on the remaining front seat belt.
Windshield - Repair Kit
Models All Models
Date May 18, 1987
WINDSHIELD REPAIR KIT, P/N 999V1-U5000
SERVICE INFORMATION
Windshield Sealant Kit, P/N 999V1-U5000, is available for use during windshield repair and/or replacement procedures on all Nissan models.
The following points should be noted regarding this kit:
1. Each kit will provide for complete installation of one windshield.
2. This kit uses 3 step primer preparation instead of 2 step primer method detailed in current Nissan Service Manuals.
3. All CAUTIONS and WARNINGS should be carefully observed, including those on shelf-life.
Starting on page 2/5 of this Technical Bulletin is a copy of the instruction sheet contained in this sealant kit. These instructions detail the kit
components and their use. Procedures reflecting the use of the three primer method will be incorporated in future printings of Nissan Service
Manuals. Make the following note in the WINDSHIELD AND WINDOWS Section of your copies of each model Service Manual:
"See Technical Bulletin BF87-017 (TS87-085) for revised Sealant Kit instructions"
REPAIR KIT COMPONENTS
ITEM QUANTITY
Urethane Tube (558.02) 1
Primer Bottle #1 (435.18) 1
Dabber 1
1/4" Brush 2
Nozzle 1
Chem Wipe 1
GENERAL CAUTIONS FOR KIT USE
^ Before opening the kit, read all instructions thoroughly, particularly the Warnings and Cautions.
^ In addition to the procedures described in this instruction sheet, refer to the appropriate model Service Manual for windshield removal,
assembly and other pertinent instructions.
^ All primer containers must be shaken well before use.
^ Keep primers and sealants in a cool, dry place. When not in use, container and tube caps must be securely in place.
WARNINGS
^ The materials included in this kit are for commercial use only. Keep away from heat, sparks and flame.
^ The materials in this kit are harmful if swallowed, and may irritate skin and eyes. Avoid contact with the skin and eyes. If swallowed, CALL
FOR A PHYSICIAN IMMEDIATELY. In case of skin contact, wipe off excess material, then wash with soap and water. If material gets in
your eyes, flush with water for 15 minutes. Consult a physician, if necessary.
^ Use in an open, well ventilated location. Avoid breathing the vapors. They can be harmful if inhaled, causing possible lung irritation and/or
allergic respiratory reactions. If affected by inhalation, move to an area with plenty of fresh air, then consult a physician if necessary.
SHELF-LIFE CAUTION
Shelf-life of this product is limited to six months after the date of manufacture. Carefully adhere to the expiration date printed on each container and
do not store in high temperature or high humidity areas.
FIGURE 1
SERVICE PROCEDURE
1. Cover interior and exterior areas with protective covering to avoid damage and reduce cleanup.
2. Remove both windshield wiper arms, all interior and exterior moldings.
3. Remove the windshield (Figure 1). If necessary, use an electric hot knife (Kent Moore Hot Knife J -24709-1 or equivalent) to cut the adhesive
material from the glass.
FIGURE 2
4. Thoroughly clean the bonding surfaces (Figure 2). If necessary, trim excess sealant from around the rubber spacers. This will allow for a
good fix when the new sealant is applied.
FIGURE 3
5. Install spacers, moldings and rubber dam as required (Figure 3).
NOTE: Kits containing Genuine Nissan window retainer components for various Nissan models are available from your Nissan dealer.
Refer to the appropriate model Service Manual for installation specifications.
FIGURE 4
6. Using the wool dabber, apply Cleaner-primer bottle #1 around the windshield edge Figure 4. The primer sets very quickly and must be
wiped off while still wet (within seconds of application). Do only 1 or 2 feet of the windshield edge at a time, then quickly wipe clean with
the chem wipe provided in the kit. DO NOT touch after cleaning.
FIGURE 5A
FIGURE 5B
7. Using the small brush in the kit, apply primer bottle #2 to the top and side windshield edges and lower surfaces (Figure 5a),and to both sides
of the lower edge as indicated (Figure 5b).
CAUTION: Let primer dry, DO NOT touch primed surfaces.
FIGURE 6
8. Using the second small brush in the kit, apply primer bottle #3 to the body/paint surface at the areas indicated (Figure 6).
CAUTION: Let dry for 15 minutes. Do not touch primed surfaces.
FIGURE 7
9. Cut the urethane applicator tip at an angle. Only about 1/3 of the tip head should be cut away to allow for proper sealant distribution. Apply a
bead of adhesive around the perimeter of the windshield (Figure 7).
FIGURE 8
10. Set the glass in place, pressing lightly and evenly around the edges.
11. After the windshield is in place, apply additional urethane adhesive along the windshield bottom edge making sure that it fills the cracks
around the original adhesive (Figure 8).
FIGURE 9
12. Make a 2nd pass to widen the base and cover the edge and surface (2 mm) of the windshield (Figure 9) Adhesive should extend at least 5 mm
outside the edge of the windshield.
13. Water test the windshield using the procedure found in the appropriate model Service Manual.
14. Install the windshield moldings.
15. Install the windshield wipers. Be certain to follow all special cautions found in the appropriate model Service Manual when installing the
wipers.
16. Test wiper operation to ensure that they function properly.
Maintenance - Cleaning Power Antenna & Wiper Blades
Models: See below
Section: Electrical
Classification: EL92-011
MAINTENANCE OF POWER ANTENNA AND WIPER BLADES
APPLIED MODELS:
All with Power Antenna; All Vehicles [Wiper Blades].
1. Maintenance of Power Antenna
It is recommended that the Power Antenna rod, in its extended position, be periodically wiped with a clean, soft, dry cloth. This is the most current
information from the factory concerning proper periodic maintenance of the Power Antenna.
I. Maintenance of Wiper Blades
1. To clean the rubber wiper blades, it is recommended to use a clean, soft, wet cloth [the cloth should be moistened with washer liquid].
2. Before lowering the wiper blades onto the glass, it is advised to first clean the glass area swept by the wiper blade. Use an appropriate,
commercially-available glass cleaner and either paper towels or a lint-free towel.
NOTE:
If the vehicles you service are subject to ice and snow formation on the front or rear windshields, you may recommend to your customers that wiper
blade effectiveness, during these environmental conditions, may be optimized, if both snow and ice are removed prior to operating the wiper
system(s).
Mirrors - Installation of Glass On Door Mirror
Reference TECHNICAL BULLETIN TS88-101
Models:
All
Date:
August 15, 1988
INSTALLATION OF GLASS ON DOOR MIRROR
APPLIED MODELS: All, except D21
SERVICE INFORMATION
To improve serviceability, a glass replacement is now available when replacing broken glass on the door mirrors. Use the following installation
procedure.
PRECAUTIONS:
^ Take care when removing the glass.
^ Do not use excessive force.
^ Because of the difference between left and right mirrors, ensure that the proper replacement is used.
^ Prepare 700 - 1,OOOW heat gun.
Removal
^ Warm up lip of glass base with heat gun.
^ Remove glass from glass base with scraper.
Installation
^ Before installing new glass, remove adhesive tape from base.
^ Warm up lip of base and back of new glass.
^ Put new glass on warmed lip of glass base. CAUTION:
Put glass on lip evenly; if not done properly, it is possible to damage the glass and glass base.
PARTS INFORMATION
PART NAME NEW PART NO.
FORMER PART NO.
Replacement glass (L) See pages 3
N/A
(R) and 4 N/A
DOOR MIRROR REPLACEMENT GLASS
Engine - Winter OIl Recommendations
Models All Models
Date J anuary 14, 1986
WINTER ENGINE OIL, ALL MODELS
This bulletin highlights engine oil specifications to be used during the winter months.
SAE VISCOSITY NUMBER
Gasoline Engine
^ 5W-30 oil is acceptable for use when the outside temperature is below 60~F (16~C). 5W-30 oil MUST be used if the outside
temperature drops below 0~F(-18~C).
^ 10W-30 (preferred) or 10W-40 oil may be used if the outside temperature NEVER drops below 0~F(-18~C).
^ NEVER use a straight weight oil (e.g. 30) in a gasoline engine.
Diesel Engine
^ 5W-30 oil is acceptable for use when the outside temperature is below 60~F (16~C). 5W-30 oil MUST be used if the outside
temperature drops below 0~F(-18~C).
^ 10W-30 oil may be used if the outside temperature NEVER drops below 0~F(-18~C).
^ 15W-40 oil may be used if the outside temperature NEVER drops below 20~F(-7~C).
^ 30 oil may be used if the outside temperature NEVER drops below 32~F(0~C).
ENGINE OIL SPECIFICATIONS
Non-Turbo Engine API SF (Energy Conserving Oils)*
Turbo Engine API SF/CC or SF/CD**
Diesel Engine API SE/CC, SF/CC, SE/CD, SF/CD or CD
*Non-energy conserving oils or API SE grade oils can also be used in 1982 and before models.
**API SE grade oils can also be used in 1983 and before models.
Engine - Oil Refill Capacity Correction
Models All Models
Date J uly 30, 1986
ENGINE OIL REFILL CAPACITY
This bulletin contains a listing of the approximate engine oil refill capacities of all Nissan models. The capacities indicated in the table represent the
actual refill capacity with and without an oil filter change, taking into account the oil remaining in the oil pan at the time of refill.
As a precaution, since refill capacity changes slightly depending on oil temperature and drain time, use these values as a reference and be certain to
check the oil level with the dip stick after refill.
NOTE: Page MA-36 of the 1986 720 Truck Service Manual gives an incorrect oil capacity for Federal and California SD-25 engines. Please
correct this information by hand using the specifications found on page GI-20.
APPROXIMATE ENGINE OIL REFILL CAPACITY
Engine - Oil Level and Grade, Driveability
Classification:
EM95-01
Section:
Engine Mechanical
Reference:
Date:
February 8, 1995
ENGINE OIL LEVEL AND GRADE
APPLIED VEHICLES:
All
SERVICE INFORMATION
The cause of some driveability incidents is incorrect oil level or viscosity. Whenever you evaluate a vehicle for a driveability problem, check the oil
level first. (It is a good practice to check oil level on
every vehicle that you work on.)
Overfilling may cause engine vibration or valve train clatter on vehicles with hydraulic lash adjusters due to oil aeration when the crankshaft hits
the oil. Using the wrong viscosity oil can cause rough or low idle resulting from improper operation of the hydraulic lash adjusters.
When you add or change the engine oil, follow the service manual recommendations regarding proper oil fill level. Do not overfill the crankcase. If
you find a vehicle to be overfilled with oil, drain the excess oil and dispose of properly. Remember to wait ten (10) minutes after refilling before
checking. This allows time for the oil to drain back to the pan.
Always use the proper viscosity oil specified by the service manual for the temperature range in your geographic area. The viscosity specifications
ensure proper engine operation and best engine efficiency.
Technical Service Bulletin #EM90009 Date: 901018
Coolant Tester - Calibration
EM90-009 Engine Mechanical
Reference:
Models:
All
Date:
October 18, 1990
COOLANT TESTERS
BACKGROUND INFORMATION:
Evaluations have shown that some after-market coolant testers displayed inaccurate readings which were, in some cases, off by as much as 10~F.
When coolant concentrations are in question, the following advice is recommended to dealers:
1. Select a name-brand tester, preferably from a specialty tool supplier.
2. Prior to usage, calibrate the coolant tester:
^ Prepare a "known" mixture of exactly 50% fresh anti-freeze and exactly 50% fresh water. Keep this mixture in a clean, sealed
container to use for calibration purposes.
^ To calibrate a coolant tester, draw from the above "known" mixture when it is at room temperature (65-75~F). Use a "Magic
Marker" to place a mark on the coolant tester for the "known" 50/50 mixture.
^ Also, be sure that the coolant you wish to test is between 65-75~F. This means that you may have to wait for the temperature of the
coolant to fall within this range.
NOTE: During extremely hot weather, it may be impractical to wait for the coolant to fall within the 65-75~F range. However, the
coolant tester can be re-calibrated for the new, "hot weather" temperature using the "known" 50/50 mixture - provided both
this 50/50 mixture and the coolant are at ambient temperature.
3. Measure the vehicle's coolant concentration using the calibrated mark on the coolant tester as an indication of a proper 50/50 solution.
NOTE: Technicians should be equally concerned if the coolant concentration is too high as well as too low. High coolant
concentrations reduce the ability of the coolant to transfer heat, which, in some cases, may lead to over-heating. In extreme
cases, the coolant can sludge and restrict flow in the radiator.
4. After use, clean the tester by flushing it with fresh water.
NOTE: Testing has shown that, if not properly cleaned, a non-soluble residue remains on the bouyant devices of the tooters after
drying. This residue can effect the density of the bouyant devices and, consequently, effect the tester's accuracy.
If there are any further questions regarding coolant concentrations, please contact your Technical service Manager (TSM). The TSM's have access
to laboratory-grade hydrometers.
A/T - Slow Shift, Replacing ATF
Models All Models
A/T SLOW SHIFT
APPLIED MODELS:
All Nissan Models equipped with automatic transmission or transaxle
SERVICE INFORMATION
During cold weather, the automatic transmission or transaxle may shift slowly until the vehicle warms up to normal operating temperature.
This condition can be improved by replacing the Factory fill transmission fluid with NISSANMATIC "C" automatic transmission fluid, available
by ordering Part Number 999MP-A7013QT through the Genuine Nissan Motor Oil/ATF Program.
NOTE: This product is not recommended for use in Power Steering application.
A/T - Cleaning Components/Overhaul
REFERENCE:
TS87-172
CLASSIFICATION:
AT87-008
DATE:
November 23, 1987
TITLE:
CLEANING AUTOMATIC TRANSMISSION COMPONENTS
APPLIED VEHICLE(S):
All Nissan models equipped with automatic transmission or transaxle
SERVICE INFORMATION

Under severe service, some automatic transmissions or transaxles may become contaminated with burned fluid, clutch and brake material, or metal
particles, all of which can cause reduced efficiency or damage. If the damage is not so extensive as to warrant transmission overhaul, use the
procedures to clean the contaminants out of the hydraulic system components before replacing the fluid.
SERVICE PROCEDURE
- In-vehicle fluid change/flush
- Heat exchanger cleaning procedure
In-Vehicle Fluid Change/Flush
IN-VEHICLE FLUID CHANGE/FLUSH

If the transmission or transaxle is contaminated with burned oil or clutch and band material, all fluid, including the fluid in the torque converter,
must be changed and the transmission flushed out. Drain and replace the old fluid and use the following procedure to flush the assembly.

1. Disconnect the transmission oil cooling lines at the radiator heat exchanger.
2. Block the transmission oil return line. Connect a rubber line to the disconnected transmission oil "out" line and place the rubber line into a
suitable oil drain pan.
3. Start the engine and allow the vehicle to run at idle in "PARK." Oil will now be discharged out of the transmission oil cooler line.

4. Place a filler funnel into the transmission filler tube and slowly fill the transmission with new automatic transmission fluid. Replace the fluid
at approximately the same rate that it is discharged out of the oil cooler line. This will be about 3 or 4 quarts per minute.
CAUTION: DO NOT ALLOW THE TRANSMISSION TO RUN OUT OF FLUID. DAMAGE TO INTERNAL COMPONENTS COULD
RESULT.
5. Run the engine and allow the flushing process to continue until the fluid discharged out of the oil cooler line is clear. This will require a total
of about 7 quarts of fluid flushed through the system.
6. Stop the engine and perform the Oil Cooler/Heat Exchanger Cleaning Procedure.

7. After the flushing is completed, re-connect the oil cooler lines. Restart the engine and check for transmission fluid level. Refill as necessary.
Heat Exchanger Cleaning Procedure
OIL COOLER/HEAT EXCHANGER CLEANING PROCEDURE

If contaminants are found in the automatic transmission, there will also be contaminants in the oil cooler. Therefore, the cooler must be flushed or
the materials that are present will find their way into the clean transmission. To flush the heat exchanger, use clean solvent in the following
procedure.

1. Connect two long hoses (approximately 4') onto the radiator heat exchanger fittings.
2. Place one end of the hose onto the solvent discharge line of your shop solvent tank.
3. Run the second line back into the solvent tank.

4. Start the pump on the solvent tank and allow the solvent to flow for a minimum of ten minutes.

5. Disconnect the hoses at the radiator heat exchanger. Blow the heat exchanger out with compressed air at low pressure (10 psi maximum).
Then reinstall the automatic transmission cooler lines.
Technical Service Bulletin #ATRATB028 Date: 901001
A/T - Engine Vacuum Testing
BULLETIN: #028
DATE: October 1990
SUBJ ECT: Engine Testing With A Vacuum Gauge
TRANSMISSION: All
Engine Testing With A Vacuum Gauge
ENGINE/TRANSMISSION RELATIONS
An important part of transmission diagnosis is to make certain the engine operates properly. If the engine performance is incorrect, the transmission
will receive the wrong information.
The engine sends signals to the transmission through a vacuum line, throttle cable or both. These signals basically synchronize torque with
transmission line pressure, shift feel and shift timing.
Malfunctions in items like the air filter, spark plugs, EGR valves and other parts of the fuel, electrical and emission systems could result in
improper transmission performance.
VACUUM GAUGE ENGINE PERFORMANCE TESTING
A vacuum gauge shows the difference between outside atmospheric pressure and the amount of vacuum present in the intake manifold.
The pistons in the engine serve as suction pumps and the amount of vacuum they create is affected by the related actions of:
^ Piston rings
^ Valves
^ Ignition system
^ Fuel control system
^ Other parts affecting the combustion process (emission devices, etc.).
Each has a characteristic effect on vacuum and you judge their performance by watching variations from normal.
It is important to judge engine performance by the general location and action of the needle on a vacuum gauge, rather than just by a vacuum
reading. Gauge readings which may be found are as follows:
NORMAL ENGINE OPERATION
At idling speed, an engine at sea level should show a steady vacuum reading between 14" and 22" HG. A quick opening and closing of the throttle
should cause vacuum to drop below 5" then rebound to 23" or more. See figure 1.
GENERAL IGNITION TROUBLES OR STICKING VALVES
With the engine idling, continued fluctuation of 1 to 2 inches may indicate an ignition problem. Check the spark plugs, spark plug gap, primary
ignition circuit, high tension cables, distributor cap or ignition coil. Fluctuations of 3 to 4 inches may be sticking valves. See figure 2.
INTAKE SYSTEM LEAKAGE, VALVE TIMING, OR LOW COMPRESSION
A vacuum reading at idle much lower than normal can indicate leakage through intake manifold gaskets, manifold-to-carburetor gaskets, vacuum
brakes or the vacuum modulator. Low readings could also be very late valve timing or worn piston rings. See figure 3.
EXHAUST BACK PRESSURE
Starting with the engine at idle, slowly increase engine speed to 3000 RPM, engine vacuum should be equal to or higher than idle vacuum at 3000
RPM.
If vacuum decreases at higher engine RPM's, an excessive exhaust back pressure is probably present.
CYLINDER HEAD GASKET LEAKAGE
With the engine Idling, the vacuum gauge pointer will drop sharply, every time the leak occurs. The drop will be from the steady reading shown by
the pointer to a reading of 10" to 12" Hg or less. If the leak Is between two cylinders, the drop will be much greater. You can determine the location
of the leak by compression tests. See figure 4.
FUEL CONTROL SYSTEM TROUBLES
All other systems in an engine must be functioning properly before you check the fuel control system as a cause for poor engine performance. If the
pointer has a slow floating motion of 4 to 5 inches - you should check the fuel control.
BULLETIN RECAP
^ Engine problems can affect transmission performance.
^ If you suspect an engine problem, connect a vacuum gauge to the intake manifold.
^ Note the location and action of the vacuum gauge needle.
^ Use the information in the bulletin to determine the engine problem.
^ Correct the engine problem before doing extensive calibration work on the transmission.
A/T - Overdrive Planetary Burn Up
TRANSMISSION: L4N71B, E4N71B & J M600
BULLETIN: #053
SUBJ ECT: O.D. Planetary Burn up
APPLICATION: Nissan
DATE: J une 1991
OVERDRIVE PLANETARY BURN UP
If you have an L4N71B, E4N71B or a J M600 with a burnt up planetary, make sure you don't have the intermediate shaft in backwards. Figure 1
shows all three types of intermediate shafts.
The next thing you'll want to do is make sure you have a .250" gap in the 3-4 accumulators' lower sealing ring. (Figure 2)
This was a factory modification that allows line pressure to bleed out an exhaust hole (figure 3) to add extra lube to the planet.
Note
Early accumulators do not have this gap, you'll have to cut the sealing ring yourself. When you do this you'll need to use a heavier spring. A
pump slide from a 700-R4 will work just fine.
Technical Service Bulletin #ATRATB062B Date: 910701
A/T - E4N71B, 4N71B & JM600 Overdrive Check Balls
TRANSMISSION: E4N71B, 4N71B & J M600
BULLETIN: #062B
SUBJ ECT: Overdrive Check Balls
APPLICATION: Nissan/Dodge/Mitsubishi
DATE:J uly 1991
Check Ball Locations In The Overdrive Section
A/T - How To Use A Pressure Gauge
BULLETIN : #078
SUBJ ECT: Pressure Gauge
APPLICATION: Misc.
DATE: November 1991
HOW TO USE A PRESSURE GAUGE
A significant number of calls we receive involve improper pressures, so we need to use a pressure gauge when diagnosing problems.
Using a pressure gauge can seem like a formidable task. The reason most people do not use a pressure gauge is because they do not see the value in
using one. Technicians do not see the value because the gauge readings do not tell them how to fix the problem. This article will attempt to show
the technician how to interpret pressure gauge readings so the technician can find the fix to the problem.
It is best to start pressure tests with mainline pressure. Mainline pressure should be checked in each range: P, R, N, D, 3, 2, 1. Each range, except
Park and Neutral, should be checked under three conditions: Slow idle, fast idle, and wide open throttle. A form, as in figure 1 should be made to
record the readings.
If all pressures are within specification at slow idle then the pump and pressure regulator are functioning properly.
If all pressures are low at slow idle, it indicates a potential problem in the pump, pressure regulator, filter, low fluid, or internal leakage. To help
verify where the problem is, check pressures at fast idle. If all the pressures now read normally, it usually indicates a worn pump but the problem
could still be internal leaks.
Internal leaks will usually show up in a particular range. For example a forward clutch leak would have normal pressure in Park, Reverse and
Neutral but have low pressure in all forward ranges. A direct clutch leak will show a pressure drop when the transmission shifts to third and low
pressure in reverse because in most cases, the direct clutch is on in third and reverse.
A restricted filter will usually show up as a gradual pressure drop at higher engine RPM because the filter cannot pass as much fluid as the pump is
trying to draw.
A stuck pressure regulator valve will show up as fixed line pressure which means the same pressure all the time. The pressure may vary with engine
RPM which means low pressure at slow RPM and higher pressure at higher RPM. There will be no boost in pressure from the TV or modulator
system and no reverse boost.
If pressures are high at slow idle it indicates a pressure regulator or throttle pressure problem. On most cars, the modulator controls throttle
pressure. If the transmission has a throttle pressure tap, it will tell you if the throttle pressure circuit is the problem. On GM units without a throttle
pressure tap, remove the TV plunger. If line pressure is now normal then it's a TV problem, if not it's a pressure regulator problem.
Pressures also need to be checked at stall or wide open throttle (WOT). When doing a stall test, always observe safety precautions such as checking
for broken mounts or bad brakes. Testing should always be done under operating conditions. To do a stall test, put the selector in the range to be
tested and with one foot firmly on the brake, press the accelerator to the floor then note your pressure reading. Some technicians will pull the
vacuum line off or pull the TV cable with the engine at fast idle. That is not operating conditions and will not detect a problem of trapped vacuum
or a cable problem.
If all pressure at stall are low, then you should pull the TV cable to maximum or disconnect the vacuum line. If the pressures are now OK, the
problem is in the cable or vacuum system. If the pressures are still low, then the problem is in the pump or control system.
If all pressures at stall are high, then look at the idle pressures. If the idle pressures are also high then this could be a pressure regulator or throttle
system problem. If idle pressures are normal then the problem is in just the throttle system.
The reverse stall test is also a maximum pump output test. If you suspect a weak pump then this test will help find it. Often this will show up as low
pressure at reverse stall but all other pressures including idle will be normal. If a person wanted to become really proficient with a pressure gauge
they should first put a pressure gauge on their own vehicle and leave it there for exactly one week. Every time they drive the car they should watch
the gauge. After one week, they should then put the pressure gauge on every single car in the shop that DOES NOT have a problem. Don't use the
gauge on cars WITH problems yet. After 30 days of using a gauge on units that work properly, they can then start using the gauge on units with
problems. The technician is accustomed to normal readings, abnormal readings will stand out like a sore thumb.
To fix today's transmissions, every professional technician must be proficient in the use of a pressure gauge. The only way to gain this proficiency
is to use the pressure gauge daily. Practice makes perfect.
A/T - E4N71B, L4N71B, 4N71B No 4th Gear
TECHNICAL BULLETIN #113
TRANSMISSION: E4N71B, L4N71B, 4N71B
SUBJ ECT: NO 4TH Gear
APPLICATION: Nissan, Mazda, Mitsubishi
DATE: May 92
A complaint of no 4th gear may be caused by several factors. Follow this step by step procedure to help isolate the problem.
[STEP 1]
Disconnect the wire (or wires) to the overdrive cancel solenoid. If you have no 4th gear with the wires disconnected go to Step 2. If you have 4th
gear with the wires disconnected, a vehicle electronics problem is indicated. Since the electronics involved are vastly different for each vehicle,
refer to the proper year service manual for the electronics trouble-shooting procedure. The O/D cancel solenoid is located on the O/D housing.
SERVICE INFORMATION: UNIT IDENTIFICATION
The 4N71B is a 4 speed non-lock-up transmission. It has an O/D cancel solenoid and kickdown solenoid. There were relatively few of these units
produced.
The L4N71B is a 4 speed lock-up transmission. It has an O/D cancel solenoid and kickdown solenoid. It also has a tube on the left side which feeds
governor pressure from the rear of the case to the bell housing, to control the lock-up valve.
The E4N71B is a 4 speed lock-up transmission. This unit has an O/D cancel solenoid, kickdown solenoid, and a lock-up solenoid. The E4N71B is
the only model of the series with a solenoid on the bell housing.
[STEP 2]
Remove the inner O-ring from the O/D cancel solenoid and road test the vehicle. (Figure 2) If you still have no 4th go to step 3.
If you do have 4th the O/D cancel solenoid is defective. You will also notice that when the transmission shifts to 4th, the O/D cancel switch will not
cancel O/D. Don't be alarmed by this as the solenoid is disabled for this test.
[STEP 3]
Check governor pressure. Governor pressure should be APPROXIMATELY the same as miles per hour (15mph =15 PSI, 30 mph =30 PSI etc...)
The governor pressure tap is on the left rear of the case.
If governor pressure is substantially lower than miles per hour, check the governor and governor circuit. If governor pressure rise is OK go to step
4.
[STEP 4]
Remove the valve body and locate the 3-4 shift valve train. Make sure the 3-4 shift valve isn't stuck and make sure that the sleeve isn't installed
backwards.
If the valve is stuck or the sleeve is backwards repair as required.
Note
Many manuals (factory and aftermarket) show the sleeve to be installed incorrectly. When the sleeve is installed backwards, governor pressure
is blocked from reaching the 3-4 shift valve.
The above procedure will locate the most common problems. Other possible problems are:
1. Stuck overdrive cancel valve (located in drum support)
2. Defective Servo
3. Defective Band
A/T - Slipping or No-Shift/Metal Sealing Rings
TSB 87-48 (Aug)
SUBJ ECT: Metal sealing rings
Various Units
PROBLEM: Slipping, or sometimes no-shift
POSSIBLE SOLUTION: Sealing rings could be under-size.
1. Always inspect rings as outlined in SIL 84-29
2. Place ring in bore of drum where they will be running. (See Figures 1 & 2)
3. Sealing rings should be snug in bore; rings should fit all around the drum. (drum could be out-of-round)
4. Air check all drums. (Use 30 PSI air pressure only.) If air escapes you have leaks -- better find now, than later. This represents lost clutch
pressure, and could result in soft application and burned friction material.
5. Following these steps will help you save money, plus help you build better units.
A/T - Front Bushing Wear
TSB 87-54 (Sept)
SUBJ ECT: ALL AUTOMATICS
PROBLEM: Front Bushing Wear
CAUSE:
When diagnosing front pump bushing wear, the cause may be:
1. Excessive CONVERTER HUB RUN-OUT. This may, or may not be due to a faulty torque converter.
The torque converter can be checked visually, and with a dial indicator. (See Figure 1) Hub run-out should not exceed .010".
2. BROKEN, BENT OR CRACKED FLYWHEELS can also cause run-out. If the torque-converter-to-flywheel bolts have been loose, the
flywheel holes can become egg-shaped, or the torque converter pads may wear into the flywheel, causing run-out.
3. Another possibility is WEAR IN THE CRANKSHAFT, where it supports the torque converter pilot.(See Figure 2)
Often the crankshaft is only worn in a small area where the torque converter pilot has been against it.
If only a portion of the crankshaft is worn, rotate the crankshaft until the worn area is at 12:00 o'clock.
When the torque converter is pushed forward into the crankshaft, the torque converter pilot will bottom on a good portion, and should center
properly.
A/T - 4N71B Overdrive Case
TSB 88-45 (Oct)
SUBJ ECT: NISSAN 4N71B
Overdrive Case
The illustrations show the correct installation of small parts installed into the overdrive case, and the lubrication plug in the drum support.
Some models use a one-way plug in the overdrive case. Others use a one-way orifice checkball capsule. These parts may fall out during
disassembly and can be easily misplaced.
A/T - Identification
TSB: 88-9 (Feb)
SUBJ ECT: CORRECT TRANSMISSION IDENTIFICATION
The transmission/transaxle model is stamped on an identification plate located on the firewall in the engine compartment on Toyota, Nissan and
Mitsubishi vehicles. This identification can be done quickly during the fluid check before road testing.
Accurate identification of transmission model can help in diagnosing and price estimating of a given transmission service.
For example: High gear starts on an A43DL is probably a stuck governor valve, while on an A43DE, it is the transmission computer operating in
"failsafe mode" due to several possible causes -- fuse blown, vehicle speed sensor solenoid open or shorted, throttle position sensor or the computer
itself, but certainly not a stuck governor, because the A43DE doesn't have a governor.
Pricing an A4l as an A40, or pricing an A43D as an A40D will be an unhappy surprise for anyone involved, if there is any hard part damage,
because the cost and availability of good used hard parts is POOR for the A41 and the A43D, compared to the A40 and the A40D.
The following are examples of what is on the identification-plate of late model J apanese vehicles:
84 Toyota Camry
Automatic Transmission - A140E
83 Nissan Stanza
Transaxle - R13F01A
83 Mitsubishi Cordia
Transaxle - KM 171
A/T - Shifts Into Overdrive with Switch Off
TSB 89-10 (Apr)
SUBJ ECT: NISSAN - L4N71B
OVERDRIVE SHIFTING
PROBLEM:
Transmission shifts into overdrive, even with the overdrive switch off.
CAUSE/SOLUTION:
Failure to install the small o-ring into the housing for the overdrive-cancel solenoid (See Figure 1)
A/T - Math Formulas Part I
TSB: 89-23 (Aug)
SUBJ ECT:
TRANSMISSION MATH FORMULAS (Your most valuable tool)
Transmission math formulas are not reserved exclusively for engineers. Understanding some basic mathematical formulas can be one of your most
valuable tools.
The following information contained in this bulletin will discuss various basic formulas dealing with:
1. Shift Speed
2. Pressure
3. Speedometer ratios
Take the time, now, to understand these relatively simple concepts.
You will be saving yourself many problems, and considerable frustration, and also dollars, in the future.
Shift Speed and Pressure
SHIFT SPEED AND PRESSURE
To figure the area of a circle (valve or servo):
Radius (which is 1/2 the diameter) x Radius x 3.14159 =Area
EXAMPLE: A 1" diameter circle has a radius of 0.5"
0.5 x 0.5 x 3.14159 =0.785
Therefore a 1" diameter circle has an Area of 0.785 sq. inches
Pressure x Area =Force
EXAMPLE: 100 psi line pressure, on a servo with an area of 2 square inches =force
So, 100 psi line pressure x 2 sq in =200 pounds of force.
Force divided by Area =Pressure
EXAMPLE: 200 lbs divided by 2" =100 psi
Force divided by Pressure =Area
EXAMPLE: 200 lbs divided by 100 psi =2 inches
THINGS WE CAN DO WITH THESE FORMULAS:
EXAMPLE: A 700 R4 has 62 psi of line pressure at Idle.
The PR spring weighs 6.5 lbs
The tip (reaction end) of the PR valve has a diameter of 0.365" (0.365 divided by 2 =0.1825 radius) 0.1825 x 0.1825 x 3.14159 =0.1046" area
We want 75 psi of line pressure at Idle
First, let's see if those numbers add up, using: Pressure x Area =Force
62 psi x 0.1046 =6.48, or 6 1/2 lb PR Spring
We want 75 psi:
Pressure x Area =Force (Spring) 75 psi x 0.1046 =7.85 lb spring
What if we put in an 8 lb Spring? Force divided by Area =Pressure
8 lbs divided by 0.1046 =76.48 or 76 1/2 line pressure
Now, let's look at RATIO.
Ratio is the relationship in quantity, amount or size, between two or more things.
In our example ratio is: How many psi each pound of spring will add.
Pressure divided by Force =Ratio
EXAMPLE: 62 psi divided by 6.5 lbs =9.5 ratio Each pound of spring will increase pressure 9.5 psi
Force x Ratio =Pressure
EXAMPLE: 6.5 lbs x 9.5 =61.75 or 62 psi
(Let's add 1 lb of spring, and see if we get 9.5 more psi.)
Force x Ratio =Pressure
EXAMPLE: 7.5 lbs x 9.5 =71.25
New pressure Old pressure =Pressure difference
71.25 minus 61.75 =9.5 psi change (by adding 1 lb of spring)
Once you know the ratio, a lot can be determined. Pressure divided by Ratio =Force
62 psi (actually 61.75) divided by 9.5 =6.5 lb spring
The ratio never changes. This means that if I know that line pressure is 55 psi at idle, in a 700 R4, the the PR spring must be 5.78 lbs.
Pressure divided by Ratio =Force
So, 55 psi divided by 9.5 =5.78 lbs.
Now, let's look at a math formula for shift speeds.
Suppose we had shift speeds of 15 mph and 20 mph, for the 1-2 & 2-3 shifts on a transmission. 20 mph may be too early for the 2-3 shift. If we
adjust TV modulator, we will move both shifts. We don't want to do that because the 1-2 shift is fine, so let's work with just the 2-3 shift spring.
EXAMPLE: Original spring divided by Original MPH =Ratio
As, 4 lbs divided by 25mph =0.2
Ratio x Desired MPH =New Spring
0.2 x 25 mph =5 lb spring
A 5 lb spring will raise the shift on this transmission to 25 mph.
All you need to know is -- Where is it shifting now (at MINIMUM throttle) and what does the spring weigh.
This formula will get you very close, but may be a "tad" off, because we are not accounting for TV pressure helping the spring. This is why you
want to check it at minimum throttle, so TV has the least effect.
Speedometer Ratios
Finally, let's look at speedometer ratios.
Suppose we put an exchange transmission in a car, and now the speedometer is off, because the speedometer drive gear has a different tooth count.
What do we have to do to the driven gear to correct it?
Let's say the old drive gear had 7 teeth and the old driven gear had 21 teeth. The exchange unit had 8 teeth on the drive gear.
Old Drive Gear divided by the New Drive Gear =Ratio
7 teeth divided by 8 teeth =0.875
Old Driven Gear divided by Ratio =New Driven Gear
21 teeth divided by 0.875 =24 teeth
A 24 tooth driven gear will correct the speedometer error.
Let's do one more speedometer change. This time the old drive is 9, and the new drive is 10. The old driven gear is still 21.
Old Drive Gear divided by New Drive Gear =Ratio
9 tooth divided by 10 tooth =0.9
Old Driven Gear divided by Ratio =New Driven Gear
21 tooth divided by 0.9 =23.33 teeth
We can't get a 23.3 tooth count so we round it off to 23 teeth. Now the speedometer will be close, but not exact, because we had to round off the
number.
A/T - Twenty Steps To Successful Repairs
TSB 89-27 (Sept)
SUBJ ECT: TWENTY STEPS TO SUCCESSFUL TRANSMISSION REPAIR
1. As you start work on a transmission, read your ATRA bulletins pertaining to that transmission. (If you do this every time, before you know it
you'll have the bulletins memorized.)
2. Clean the entire transmission, including the valve body.
3. Check pumps, valve bodies, and cases for warpage.
4. Flat file pumps, valve bodies, and cases. (J ust a few strokes with the file to knock off high spots and handle burrs.)
5. Check all pump gear clearances.
6. Check planet pinion endplay and side to side motion.
7. Soak all planet assemblies.
8. Soak all friction material for 15-30 minutes.
9. Sand, tumble, or replace all steel plates.
10. Re-surface all drums on which a band rides.
11. Replace all rotating oi1 control rings.
12. Check all oil control rings, and rubber products in their bores for proper fit.
13. Replace all major support bushings and bushings that control lube oil.
14. Pre-lubricate all bushings and thrust washers.
15. Pre-lube pumps.
16. Pre-fill torque converters.
17. Use available manuals to find specifications.
18. Set correct clutch and band clearances
19. Take the time to set total unit endplay
20. Use a torque wrench on all pumps and valve bodies.
A/T - Math Part II
TSB: 89-30 (Oct)
SUBJ ECT: TRANSMISSION MATH - Part II
Planetary Gear Sets:
Knowing the gear ratios of an automatic transmission can come in handy at times -- especially when you're swapping transmission types or
differentials. The problem is in trying to find a manual with the ratios listed. What do you do?
BREAK OUT THE CALCULATOR, AND FIGURE IT OUT.
When you figure the gear ratios for planetary gear sets, it is just like any other gear set. You divide the output gear by the input. Also, don't count
the idler gear; planetaries are considered idler gears. Set them aside, their tooth count doesn't matter.
Now for the tricky part -- which gear do you consider the input, and which one the output? Figure 1 shows a planetary gear set with 34 teeth on the
ring gear and 20 teeth on the Sun gear.
FOR GEAR REDUCTION, one of the gears is held stationary, and the other is used for the INPUT. THE TOOTH COUNT FOR THE OUTPUT
GEAR IS THE SUM OF THE SUN GEAR AND THE RING GEAR, so if you are using the Sun gear for the input, then the ring gear +the Sun
gear divided by the Sun gear =Ratio.
EXAMPLE: 34 +20 divided by 20 =2.7:1 This is how 1st gear on a THM 700 R4 is calculated. (See figure)
When the ring gear is used as the input, then the ring gear +the Sun gear divided by the ring gear =Ratio.
EXAMPLE: 34 +20 divided by 34 =1.58 This is now 2nd gear on a THM 350 is calculated. (See figure)
FOR OVERDRIVE, the sum of the ring gear +Sun gear is used for the input tooth count.
So, IF THE SUN GEAR IS HELD, then the ring gear divided by (ring gear +Sun gear) =Ratio
EXAMPLE: 34 divided by (34 +20) =.63:1 Look familiar?
The A4LD, the THM 200-4R, the A-140E, the A-40D, the THM 325-4L are some of the units that use this method of getting overdrive. (See
figure)
If the ring gear is held, then the Sun gear divided by (ring gear =Sun gear) =Ratio
EXAMPLE: 20 divided by (34 +20) =.37:1 (See figure)
REVERSE IS THE EASIEST - THE PLANET IS HELD.
The Sun gear is the input, and the ring gear is the output. The formula for this is: The ring gear divided by the Sun gear =Ratio.
EXAMPLE: 34 divided by 20 =1.7 (See figure)
Occasionally, the ring gear is used as the input, and the Sun gear as the output.
The formula for this is: The Sun gear divided by the ring gear =Ratio.
EXAMPLE: 20 divided by 34 =.59
(See figure)
Notice that the output is overdriven.
A transmission using this method must use another planetary gear set to reduce the output. The Mercedes W3A-040 is a good example of this
To get more than one gear forward and a reverse, requires multiple, or compound planetary gear sets.
Two of the most common of these are the SIMPSON GEAR SET, used in transmissions like the THM 350, the Ford C-4, and the TF 6 & 8, and the
RAVIGNEAUX GEAR SET, found in transmissions such as the FMX, the AOD, and the T-35.
Figuring out all the ratios for these transmissions is a little tricky, so I'll give you the formulas, and let you figure out how these formulas were
derived.
THE SIMPSON GEAR SET:
For this example I'll use a THM 200, which has 74 TEETH ON THE FRONT RING GEAR, 42 TEETH ON THE FRONT SUN GEAR, 30
TEETH ON THE REAR SUN GEAR, AND 62 TEETH ON THE REAR RING GEAR.
The formula for 1ST GEAR is: rear ring divided by rear Sun x front Sun plus front Sun +front ring divided by front ring.
EXAMPLE: On the THM 200, it would be:
62 divided by 30 x 42 +42 +74 divided by 74 =2.74:1
SECOND GEAR is easy: Front Sun +front ring divided by front ring.
EXAMPLE: 42 +74 divided by 74 =1.57:1
THIRD GEAR is Direct Drive, or 1:1
REVERSE is rear ring divided by rear Sun
EXAMPLE: 62 divided by 30 =2.06
THM 440-T4 (BACKWARDS SIMPSON):
The THM 440 T4 is sort of a backwards version of a Simpson gear set, and although it looks complicated, it really is very simple.
The front Sun gear has 26 teeth, while the rear Sun gear has 42. The front ring gear has 62 teeth, but keep in mind that it is part of the rear carrier,
just as the rear ring gear is part of the front carrier, with a tooth count of 74.
As I said earlier, the THM 440 T4 is sort of a backwards version of a Simpson gear set, so in figuring the ratio for 1ST GEAR -- it is identical,
except you substitute the words "front" and "rear" in the appropriate places. Front ring divided by front sun x rear Sun +rear Sun +rear ring
divided by rear ring =Ratio
EXAMPLE: 62 divided by 26 x 42 +42 +74 divided by 74 =2.92:1
2ND GEAR: Rear Sun +rear ring divided by rear ring
Example: 42 +74 divided by 74 =1.57:1
3RD GEAR: Direct Drive, or 1:1
4TH GEAR: Front ring divided by (front Sun +front ring =Ratio
EXAMPLE: 62 divided by (26 +62) =.74:1
RAVIGNEAUX GEAR SET:
This is considered a compound gear set, and for this example I'll use an AOD, which has:
36 teeth on the front Sun gear
30 teeth on the rear Sun gear, and
72 teeth on the ring gear
The formula for first gear is: Ring gear divided by rear Sun gear =Ratio
EXAMPLE: 72 divided by 30 =2.4:1
SECOND GEAR formula is: Rear Sun +front Sun divided by rear Sun x Ring divided by (Ring +front Sun)
EXAMPLE: (30 +36) divided by 30 x 72 divided by (72 +36) =Ratio 66 divided by 30 x 72 divided by 108 =1.47
THIRD GEAR is Direct, or 1:1
FOURTH GEAR is: Ring gear divided by (ring gear +front Sun gear) =Ratio
EXAMPLE: 72 divided by (72 +36) =.67:1
REVERSE on a Ford AOD is: Ring gear divided by front Sun gear.
EXAMPLE: 72 divided by 36 =2:1
A/T - Choosing the Right ATF
TRANSMISSION: ALL
BULLETIN: #9002006
SUBJ ECT: Automatic Transmission Fluid
DATE: Feb 1990
AUTOMATIC TRANSMISSION FLUID
CHOOSING YOUR ATF
Different ATF's (Automatic Transmission Fluid) can have different frictional properties which can produce different shift characteristics. You may
have already experienced problems like lock-up shudder, or squawks on shifts and have corrected them by changing the fluid. This alone tells, you
that friction material and fluids are critical in today's cars.
MEETING THE O.E.M. SPECIFICATIONS
The first thing to consider when choosing an ATF is "Does it meet the O.E.M. specification?" ATF's wishing to be labeled as DEXRON II and/or
MERCON must first meet the respective minimum requirements. It's important to note that even though the specification for DEXRON II and
MERCON are currently very similar, THEY ARE NOT IDENTICAL. Also note, even fluids which meet the same specification may not be
identical. One fluid may just meet a specification and, another may far surpass it. You should know what your fluids properties are! You can get
that information from your fluid supplier.
EVALUATING YOUR FLUID
Ask your supplier to prove (certify) that the fluid meets O.E.M. specifications (MERCON OR DEXRON II). He will do that by supplying you with
the license (certification) number issued to him by the O.E.M.
A DEXRON-II license number (sometimes referred to as a "D" number) will always start D-2. A typical DEXRON license number can be seen in
Figure 2.
MERCON license numbers will be six digits starting with M as shown in Figure 3..
TRY TO MEET SEVERAL SPECIFICATIONS!
DEXRON II and MERCON have different minimum specifications, so a product that meets BOTH specifications may be better then those meeting
only one spec. Meeting other specs, in addition to the first two can be an added benefit. If a fluid is licensed as DEXRON II AND MERCON as
well as others like Allison C-4, or Caterpillar TO-2/TO-4, it means the fluid had to pass more tests and may be a better fluid.
Lastly, demand that the license numbers be placed on all your invoices especially if you buy in bulk. If your supplier is unwilling, it is very likely
that they are supplying you an unlicensed fluid. Licensed suppliers are required to supply the license numbers to their customers as part of their
agreement with the O.E.M.
OTHER THINGS TO CHECK
So now you've narrowed your choices down to a few suppliers that have O.E.M. license numbers. How do you compare two fluids that meet the
same O.E.M. Spec.? Ask your supplier to give you the viscometrics on the fluid you buy.
An excellent "bench mark of the overall quality of a fluid is its viscosity at -40 degrees. This is measured in "centipoise" or "cPs". DEXRON II
specification says viscosity will be no more then 50,000 cPs @ - 40 degrees. (Some poor fluids have tested at over 1,000,000 cPs) In general, the
lower the number, the better the fluid.
Keep in mind that as the number goes down the price of the fluid usually goes up. (You get what you pay for) Most good fluids will average around
35,000 cPs. Hydrotreated (or Hydrocracked) fluids average around 20,000 cPs or less. (Hydrotreating is a refining process done to the base oil to
clean out contaminants or impurities) Synthetic ATF's average 10,000 cPs or less, and some are as low as 5000 cPs. Viscosity at -40 degrees is a
function of the base stock from which the ATF is made. A low number indicates a premium base oil OR an expensive refining process.
(Hydrotreating)
FOR ADDITIONAL INFORMATION:
Transmission Digest August '89
Page 91 December '89 Page 51
BULLETIN RECAP
^ Only use fluids with O.E.M. approvals.
^ Try to get a fluid that meets more than one spec (e.g DEXRON II AND MERCON)
^ Check the viscosity at -40 degrees. The lower the number the better.
^ Avoid bargain basement fluids with no license numbers.
A/T - Fluid Application
Classification:
AT96-001
Reference:
NTB98-042
Date:
May 15, 1998
AUTOMATIC TRANSMISSION FLUID
This amended version of NTB95-055 updates information regarding the Recommendation ATF usage.
Please disregard previous NTB95-055 and NTB93-065.
SERVICE INFORMATION
IMPORTANT NOTE:
Nissan Matic "D" ATF must be used in performing repairs paid by Nissan, such as warranty, service contract, or goodwill repairs. Nissan will
not reimburse dealers for repairs when non-genuine Nissan Matic "D" is used.
For current and prior production Nissan vehicles, front wheel and/or rear wheel drive, only Nissan Matic "D", or other ashless petroleum based
ATF, is formulated to meet the requirements of Nissan automatic transmissions and automatic transaxles. Nissan Matic "D", or other ashless
petroleum based ATF, assists in ensuring transmission durability, smooth driveability, low exhaust emissions and customer satisfaction.
Only an ashless type petroleum based ATF should be used to repair Nissan vehicles because other types of ATF may contain compounds which
adversely affect transmission performance. Specifically, ash will impact friction response. In addition, ATF with ash is likely to have a higher Zinc
(Zn) content. Zinc will adhere to clutch linings and cause slippage, resulting in transmission damage.
For ordering procedures, please refer to the "Dealer Confidential Parts Price List".
A/T - Slow Shift In Cold Weather
Models All Models
Date April 20, 1987
AMENDMENT TO TECHNICAL BULLETIN ON A/T SLOW SHIFT
This amendment refers to Technical Bulletin TS87-010, issued on J anuary 30, 1987, which recommended DEXRON type automatic transmission
fluid as a remedy for slow shift symptoms during warm-up in cold weather operation.
The information published in that Bulletin has been superseded. Either genuine Nissan fluid or DEXRON are acceptable for use in Nissan
automatic transaxles and transmissions under all conditions. However, neither will completely relieve the slow shift symptom under extreme cold
conditions. A fluid that will meet the need is under development.
NOTE: Dexron II should not be used in Nissan vehicles.
Please disregard the earlier Bulletin, number TS87-010, on A/T Slow Shift.
Starting & Charging - Systems Description/Diagnostics
Classification:
EL94-002
Reference:
NTB94-011
Date:
February 1, 1994
STARTING & CHARGING SYSTEMS
GENERAL ELECTRICAL DIAGNOSIS

APPLIED VEHICLE(S):
All Models
SERVICE INFORMATION

The following bulletin provides a general description of the Starting and Charging systems, along with some service procedures for diagnosing
system failures

Starter Motor Operation
When the ignition switch is in the START position, battery voltage is supplied to the starter motor through the ignition switch. The plunger in the
motor is pulled to the left by a magnetic force as indicated in the following diagrams, then the contact plate of the plunger allows battery voltage to
be applied to the motor directly, and the starter motor rotates.
When the engine is running and the ignition switch is returned to the ON position, the magnetic force required to pull the plunger in is removed and
the plunger is returned to its resting position by the return spring in the starter motor. Battery voltage is no longer applied to the starter motor and
the motor stops.

Starting System Operation

AT MODEL
^ Without Theft Warning System

With the inhibitor switch in PARK or NEUTRAL and the ignition switch in ON or START, battery voltage is ready to be applied to the
starter motor through the inhibitor relay.

^ With Theft Warning System

With the inhibitor switch in PARK or NEUTRAL and the ignition switch in ON or START, without the interrupt relay (theft warning relay)
activated, battery voltage is ready to be applied to the starter motor through the inhibitor relay.

MT MODEL
For USA
With the clutch interlock switch in ON (clutch pedal depressed), battery voltage is ready to be applied to the starter motor through the
interlock relay.
With the clutch interlock switch in ON (clutch pedal depressed), without the interrupt relay (theft warning relay) activated, battery voltage is
ready to be applied to the starter motor through the interlock relay.
Except for USA
With the ignition switch in START, battery voltage is directly applied to the starter motor.
Without the interrupt relay (theft warning relay) activated, battery voltage is ready to be applied to the starter motor through the interrupt
relay (theft warning relay).
Checking Terminal Voltage

The following information contains techniques on how to perform a voltage drop test on a starter circuit. Performing a voltage drop test can aid the
technician in locating and correcting starter circuit problems.

NOTE: To prevent the engine from starting during testing, remove the fuel pump fuse and bleed-off the fuel pressure from the fuel system.
Before performing the following test, visually inspect the starter, battery, cables and any other related components to ensure that the problem lies
beyond a simple visual inspection.

Let the following chart serve as a diagnostic guide in troubleshooting a starting circuit.

NOTE: System voltage is 12.2 volts unless otherwise noted. Values may vary depending on ambient or engine temperature, engine condition, oil
viscosity, etc.
TEST POINTS
Voltage Drop Test Chart (Example)

Charging System Operation
When the ignition switch is in ON or START, current from the battery flows from the L terminal to the E terminal of the alternator, causing the
CHARGE lamp to light up.

Then when the engine is started, the voltage output increases as the alternator rpm increases. When the voltage output becomes greater than the
battery voltage, current for recharging flows from the B terminal. Simultaneously, voltage at the L terminal disappears, causing the CHARGE lamp
to go out.

Note: It is possible for the alternator to charge, with the "L" circuit in operation by accelerating the engine so the RPM's are above 3,600. The
current will raise high enough to complete the field current. The alternator will continue to charge until the engine is turned off. Alternator will not
charge below 3,600 RPM because the field current has not been turned on by current induced by residual magnetism.

Checking Terminal Voltage
When diagnosing the charging circuit the same precautions and test methods as used for the starting circuit should be followed. Visually checking
for wires and connections that are loose, corroded, chaffed, etc. can aid in the diagnosis process.

The voltage drop method can also be used to isolate poor connections and unwanted resistance just as in the starting circuit.
Voltage Drop Test Chart (Example)
For the chart charging voltage is 14.7 volts.

Battery, Starter, Alternator Incidents By Model

1991 Truck (D21) KA24E Engine

Customer Complaint: "The engine won't start. It doesn't turn over".
Dealer Verified Symptoms: Dealer verified battery was completely discharged.
Dealer Action: Dealer recharged battery. Battery failed load test. Dealer tested alternator output and found the alternator output 0.0V. Vehicle
was running on battery voltage. Dealer installed a new alternator and battery.
Dealer Test Procedure

Field Correction: Dealer found the "Y" wire at diode 59E broken. The wire had been installed on harness and not on diode. Dealer repaired the
"Y" wire and properly secured the diode to the engine harness. With damaged harness in "L" terminal circuit, the alternator will not charge below
3,600 RPM.

1992 Maxima (J 30) VE30DE Engine

Customer Complaint: "My lights went dim. The car stalled".
Dealer Verified Symptoms: Dealer verified battery voltage was low when vehicle was towed to Dealer.
Dealer Action: Dealer found battery specific gravity to be 1.150. Dealer recharged battery. Load tested battery after recharging. Alternator output
test showed alternator failure.

Field Correction: Dealer found the "W" Battery Voltage wire connector loose and burnt. Dealer removed and replaced section of damaged wire,
installed a new eyelet ring, and cleaned connection at alternator. Dealer reattached "W" wire to alternator to resolve incident.

1992 Maxima (J 30) VG30E Engine
Customer Complaint: "When I back up a hill, my car won't start".
Dealer Verified Symptoms: Dealer verified engine will not crank intermittently. Dealer could duplicate incident best when parking vehicle on a
slight incline.
Dealer Action: Dealer tested battery alternator, and starter. Dealer tested inhibitor switch and inhibitor relay circuit.

Field Correction: Dealer found the "G/B" power supply wire to the inhibitor switch damaged. The EFI/Engine harness wire tie was too tight and
was cutting wire. Parking vehicle on a hill put additional strain on harness creating an open circuit.
1989 Maxima (J 30) VG30E Engine

Customer Complaint: "Engine would not crank".
Dealer Verified Symptoms: Dealer verified customer complaint of "Engine will not turn over".
Dealer Action: Dealer tested battery and starter. Dealer performed battery test specific gravity and load test, starter draw test with ignition switch
in "Crank/Start position".

Field Correction: Dealer found Starter Motor armature burned. Brush holders bent over from heat. Dealer installed a rebuilt Starter Motor.
Wiring Diagram - How To Read Instructions
Models All Models
Date March 13, 1986
HOW TO READ WIRING DIAGRAMS
Effective with the publication of the recently distributed 1986 D21 Truck Service Manual, two changes have been incorporated to assist technicians
when servicing vehicle electronic components. In the future, these changes will be incorporated into all new model Service Manuals.
I. Because wiring diagrams are now found in more than just the EL Section, the "How to Read Wiring Diagrams" information has been moved
to the GI Section for ease of reference.
II. As shown in the example below, direction marks are now being used in various electrical service procedures. These marks will clarify the
connector side (terminal or harness) being serviced, and are used mainly in illustrations indicating terminal inspection.
Fuel - Recommendations
Classification: Section: GI89-015 General Information
Reference:
TECHNICAL BULLETIN TS89-169
Models:
All 1975-90 (2/gasoline engines)
Date:December 14, 1989
REVISED FUEL RECOMMENDATION
SERVICE INFORMATION
Nissan Owner's Manuals contain, fuel recommendations for gasolines which are blended with Oxygenates. The purpose of this bulletin is to
provide you, the Nissan dealer, with revised information to better respond to your customers' questions concerning these Oxygenate-blended
gasolines. Certain types of Oxygenate-blended gasolines may contain Methyl Tertiary Butyl Ether (MTBE). Your customers may notice a posted
MTBE level on the gasoline pump and ask about its safe usage in their Nissan vehicles.
Nissan has determined that MTBE may compose up to 15%, by volume, in each gallon of unleaded gasoline. Current editions of Nissan Owner's
Manuals cite allowable levels of 11%, by volume, of MTBE.
Recommendations for Oxygenate blends of Ethanol or Methanol remain unchanged from the levels currently published in the respective Owner's
Manuals:
^ Ethanol, up to 10%, by volume.
^ Methanol, up to 5%, by volume.
Antenna - Inoperative, Rod Maintenance & Replacement
CLASSIFICATION: EL95-008
REFERENCE: NTB95-074
DATE: August 2, 1995
POWER ANTENNA ROD MAINTENANCE AND REPLACEMENT
This Bulletin contains revised Warranty information. Please discard NTB94-019 dated February 17, 1994.
APPLIED VEHICLE: All models equipped with power antennas
SERVICE INFORMATION
Power antenna incidents for no operation or improper retraction are almost always caused by the following:
^ The antenna rod is broken or bent due to misuse. Common examples of this include the antenna contacts the top of a garage door opening or a
tree branch. Also, a customer may forget to lower the antenna before entering an automated car wash.
^ Dirt, road grime, and other foreign matter collects on the rod interrupting proper operational movement. This occurs most frequently during
winter months in areas where road salt and other chemicals are splashed onto the antenna rod.
REPAIRS COMPLETED FOR THE TWO CAUSES DESCRIBED ABOVE ARE NOT COVERED UNDER WARRANTY. ONLY REPAIRS
UNDERTAKEN DUE TO DEFECTS IN MATERIAL OR WORKMANSHIP WILL BE COVERED UNDER WARRANTY.
In a large majority of cases, the antenna motor is fully operational and receiving proper power. Therefore, replacement of the entire power antenna
assembly is not usually necessary to restore power antenna operation. Prior to removing any power antenna assembly, an attempt should be made to
repair the power antenna by removing dirt, road grime, and other foreign matter, and then lubricating the antenna rod sections as appropriate. if still
inoperative, replacement of the rod only should be made. A sample replacement procedure is provided on the following page. Check the EL section
under Audio and Power Antenna in the Service Manual for specifics on your respective vehicle.
SERVICE PROCEDURE
REPLACING THE ANTENNA ROD
1. Remove antenna nut and base. (Figure 1)
2. Turn the radio to "ON" and the antenna rod will extend*. Assist the antenna rod to fully separate from the antenna base. Note the direction of
the gear section on the antenna rope. [The new antenna rod must be installed in the same direction].
* If the antenna rod does not extend, always check the power supply to the power antenna before replacing the power antenna assembly.
3. Insert the replacement antenna rod with the radio in the "ON" position. Insert antenna rope with gear section facing the motor assembly
[Figure 2].
4. Turn the radio "OFF" to retract the antenna rod. If the antenna motor stops before the antenna has fully retracted, turn the radio switch "ON"
and immediately turn it "OFF" again. Guide the antenna rope and rod into the antenna assembly.
5. Reinstall the antenna nut and base. Check antenna operation by cycling the radio "ON" and "OFF".
Power Antenna Maintenance
Clean power antenna rods at every service opportunity by wiping with a damp cloth.
PRECAUTIONS
Please remind the customer to:
1. Always turn the radio "OFF" to prevent bending the antenna rod, whenever going through car washes or entering parking garages with low
ceilings or low hanging garage doors.
2. The antenna rod should be cleaned regularly by wiping off any dirt build up which may cause the antenna to bind. Customers should verify
that their car wash attendants do this regularly.
CLAIMS INFORMATION
NOTE:
The following Claims Information applies to antenna rod replacement for defects in materials and workmanship. Damaged (bent) rods are not
included.
Claim Information
Parts Information: Antenna Rod
Interior - Squeak and Rattle Repair Supplies
Classification:
BT98-041
Reference:
NTB98-110
Date:
J anuary 15, 1999
NISSAN VEHICLE SQUEAK AND RATTLE MATERIALS
APPLIED VEHICLES:
All
SERVICE INFORMATION
In support of the recent Squeak and Rattle Seminars, this bulletin provides part numbers, descriptions, dimensions and recommended uses for
materials which can be used to help eliminate noises in vehicle interior components. Many of these part numbers have been referenced in recently
released squeak and rattle bulletins.
These materials will also be included in a Squeak and Rattle Repair Kit that will be sent to every dealer in early 1999. The materials are currently
available and can be ordered separately as necessary for squeak and rattle repairs.
Please see the Parts Information Section for detailed parts information.
PARTS INFORMATION
CLAIMS INFORMATION
Please reference Nissan Claims Bulletin WB/98-021a and Section "UX - Squeak & Rattle Repairs" of the current Nissan "Warranty Flat Rate
Manual" for complete details regarding policy and claims coding applicable to the repair of squeaks and rattles.
Expense Details:
Pro-rate the bulk "Squeak & Rattle Repairs" material(s) and claim only the amount that is actually used in the repair. Claim this amount using
Expense Code: 022. Do not claim the repair material(s) part number(s) on the claims.
Audio - Radio Installation Precautions
EL89-013 Elect. System
Reference: TECHNICAL BULLETIN TS89-101
Models: All
Date: J uly 20, 1989
RADIO INSTALLATION:GENERAL INFORMATION
It is important to follow 4 basic guidelines when installing a radio. In many cases where a newly-installed radio had been declared defective,
subsequent examination of the vehicle and/or the radio chassis, disclosed certain installation shortcomings. This bulletin will remind dealership
personnel that the following basic installation procedures should be followed.
1. RADIO CHASSIS MOUNTING SCREWS
Do not use radio mounting screws other than the ones supplied in the installation package. A screw that is too long will damage the radio's
circuit board(s).
Figure 2
2. RADIO BACK-UP FUSE
In many cases, complaints of "radio has no power...will not turn on" can be traced to a simple pre-delivery error of not installing the radio
back-up fuse (Figure 2)
Figure 3
Prior to testing the radio, verify that the Radio Back-up Fuse has been installed.
3. CASSETTE CAPSTAN LOCK SCREW
It is necessary to remove the capstan lock screw prior to radio installation. This screw is utilized to lock the capstan (protecting it from
vibration damage) during transport. An identification tag is attached to this fastener (Figure 3).
Figure 4
4. ANTENNA GROUND CIRCUIT
If the radio has poor reception or static noise, especially noticeable in the AM band, check the antenna for a secure fit against the fender. The
antenna locking nut must be thoroughly tightened to ensure a proper ground (Figure 4).
Hitachi Radio - Return Address Change
Reference:
WARRANTY BULLETIN WB/90-007
Date:
J une 13, 1990
SUBJ ECT: HITACHI AUDIO RETURNED ADDRESS CHANGE
We have recently been informed by Hitachi Sales Corporation of America that their office building located at 612 West Walnut Street, Compton,
California has been closed.
Effective immediately, all defective Hitachi Audio chassis must be returned to the following address:
RADIO REMANUFACTURE DIVISION HITACHI SALES CORP OF AMERICA 401 WEST ARTESIA BLVD. COMPTON, CALIF. 90220
The toll-free telephone number for ordering audio chassis is (800) 523-7702. This toll-free number has not changed and can be found in the
Warranty Policy and Procedures Manual.
It is vital to inform the appropriate personnel at your dealership about this change to avoid any further delay on returning defective audio chassis to
Hitachi.
Should you have any further questions regarding the Radio Exchange Program, please contact your District Service Manager or your Regional
Parts & Service Department.
Paint - 2 and 3 Coat Pearlescent Finishes
Models:
All
Section:
Body & Frame
Classification:
BF88-004
Bulletin No.:
TS88-013
Date:
February 8, 1988
PEARLESCENT PAINT
APPLIED MODELS:
All
SERVICE INFORMATION
Pearlescent paints containing mica are now being used on some 1988 Nissan models. These paints differ from solid or metallic paints. Three types
of pearlescent paints are currently being used by Nissan; 2-coat pearl, 2-coat pearl metallic, and 3-coat pearl (see chart).
Application of 2-coat pearl and 2-coat pearl metallic is similar to that of other 2-coat metallic paints. However, repairs on 3-coat pearl require
special technique and experience since color matching is much more critical. Also, when spot or partial repairing is required, the full panel or
"Zone" must be repainted (see drawing).
If a Dealer requires assistance in 3-coat pearl paint procedure, the following paint manufacturers are willing to provide it.
^ Basf/Inmont/Glasurit
^ Dupont
^ P.P.G./Ditzler
^ Sherwin Williams
^ Sikkens
Or contact your local paint jobber.
^ Two types of mica are available, white and colored. They should be used properly to fit the base color.
^ Pearl mica has complex reflection characteristics without hiding power. This produces minute changes in color tone and luster as the painted
surface is viewed at different angles or under different lighting conditions. When matching color during repair, you should carefully observe
the paint color under direct sunlight (at a distance of 3 to 7 feet), from every direction.
REFINISHING GUIDE
CAUTION:
Air line respirator with full hood or half mask, or vapor/particulate type respirator that is recommended as effective for isocyanate vapor and mist,
must be worn during the entire painting process.
CAUTION:
When painting with pearlescent paint, be sure to keep the panel surface clean and free from dirt and dust as it will be very conspicuous and difficult
to remove.
2-Coat Pearlescent Paint
1. In general, use the same painting method which is used for metallic painting.
2. Use the same mica base which was originally used on the vehicle, and match the color by referring to the data and instructions given by the
paint manufacturer.
3. Apply paints to the vehicle body under the same conditions and using the same painting methods as those used to make the color comparison
board.
3-Coat Pearlescent Paint
1. It is necessary to match the color of the refinishing base color paint and the original body paint. On all cars, an exposed portion of the color
base coat will be found under the right and left hand sill plates.
2. The color tone of a pearl base coat varies with the number of overlapped spray strokes (film thickness). Use the same spraying conditions as
those for color matching.
3 Areas to be sanded and coated for Zone repairs.
PDI - Paint Guard Coating (PGC) Removal
Reference:
Models:
All Models
Date:
September 15, 1988
PAINT GUARD COATING REMOVAL
This Bulletin supersedes the previously issued "Paint Guard Coating Removal", BF88-006/TS88-043, dated May 5, 1988. Due to duplicate
numbering this Bulletin is being re-issued with new Classification/Reference numbers. There are NO changes to the contents of the Bulletin. Please
discard the original Bulletin.
SERVICE INFORMATION
The following information should be used to help your wash and detail personnel in the clean-up of vehicles delivered with PGC (paint guard
coating). The paint guard coating remover solution is supplied with each vehicle and can be found in the glove box. In order to make the removal
process easier, the Ports have improved the application process and are careful to avoid sags and thick coats of the material.
Please post these directions in your car wash area and review with clean-up personnel. A good understanding of the PGC and remover will greatly
speed your clean-up and preserve the new car finish.
A Material Safety Data Sheet on PGC has been distributed as part of a National Parts Bulletin.
1. Park vehicle in shade and rinse thoroughly using a spray of water. If the vehicle is extremely dirty, wash it with soap and water. This
will loosen dirt and cool the sheet metal. The surface must not be allowed to dry during the cleaning process.
When applying the remover solution in the next step, a pair of rubber gloves, eye protection, and boots should be worn for protection.
2. Mix a solution of water and remover into a bucket. The solution should be mixed at 1 part remover to 8 parts of water. Using a clean
wash mit, gently spread the solution onto the vehicle with long sweeping strokes.
The remover works chemically, so there is no need for rubbing the surface at this point.
Caution: the use of any chemical other than the one supplied to remove the paint guard coating, (KATS UL 6000), may make the
coating harder to remove and it could damage the paint.
3. Keep the solution wet for 3 to 5 minutes. Don't let it dry.
Apply additional solution to areas which begin to dry too quickly.
4. Rinse with water.
This rinses off the coating and remover.
5. Dry vehicle with a chamois.
6. After rinsing - inspect the surface for drips, sags, runs and missed areas.
7. Mix one part remover solution to one part water into a bucket. Spread solution directly onto runs, sags and thick areas of paint guard
coating.
Rewash those areas repeatedly with remover and light sponging. Coatings that smear but do not wash off are not PGC. They're probably
engine wax overspray or anti-corrosion wax drips. Use your normal solvent to remove these.
Caution: Do not let the remover dry.
Be especially careful to watch for drips onto the top surface of the bumpers when using the 1 to 1 mixture. If the solution is allowed to
dry on these surfaces, it may cause recoating of the PGC.
Force can damage the paint and other chemicals can make the coating more resistant to removal.
The mixture of 1 part remover to
1 part water is used only on thick areas. Do not use the remover without mixing it with water.
8. Thoroughly rinse and dry vehicle.
9. Give the vehicle a final inspection.
Paint - Contamination Identification and Repair
Classification:
BF94-003
Reference:
NTB94-O15
Date:
February 8, 1994
PAINT CONTAMINATION IDENTIFICATION AND REPAIR
This bulletin supersedes NTB93-058 / BF93-014 & NTB91-090 / BF91-023
APPLIED VEHICLE(S):
ALL
SERVICE INFORMATION
The following procedures and materials have been found effective in removing iron particles, water or chemical spots, scratches and/or swirl marks
which have not penetrated the clear coat/color coat of painted vehicle surfaces.
NOTE:
The updated repair procedures discussed in this Service Bulletin can be applied to all types of Nissan clear coat materials, including the new
Cross Link clear coat (NCLC)/hard clear coat.
*NOTE:
Measure the paint thickness before and after abrasive cleaning. If abrasive repair is not successful on the first panel tested, it must be tried on
each affected panel (hood, roof, trunk etc.,) to determine which panel(s) must be re-clear coated or re-color/clear coated and which may be
repaired by abrasive means.
Finish Kare Product Distributors:
1726 Floradale Ave., El Monte, CA 91733 (213) 686-0462
Finish Kare products are marketed by mobile distributors which will deliver the product directly to your dealership. If a Finish Kare distributor is
not located in your area, Finish Kare can be contacted at the number above for direct shipment from their national office.
CLAIMS INFORMATION
Repairs of environmental contamination discovered and reported at the time of vehicle delivery to the dealership can be claimed utilizing
procedures outlined in Warranty Bulletin WB92-003 dated J anuary 24, 1992.
Outline of Procedures
A. Wash with detergent such as (Nissan P/N 999MP-A3100), then dry.
B. Identify the type of contamination using fluorescent lights and magnification. If paint over-spray is found, a specialized repair process is
needed.
If paint contamination other than paint over spray is suspected, test a 2' x 2' section on each affected panel as follows to determine the
severity of damage and repair effort needed:
C. Re-wash several times to remove detergent and water soluble spots. If spots are removed, wash affected panels.
D. Clean with Nissan Bug and Tar remover for solvent soluble spots. If spots are removed, clean affected panels.
E. To remove iron particles and acid rain residue, use Finish Kare #1119 followed by #883 (apply #883 several times if necessary) and always
neutralize with #118SC.
F. Inspect for damage using fluorescent light source and magnification. If spots are removed, clean affected panels.
G. Use abrasive cleaning on test section to remove up to 0.5 mil of damaged top/clear coat.* If damage is less than 0.5 mil deep, clean affected
panels with abrasive method. After polishing, inspect for swirl marks using halogen lights. If damage is more than 0.5 mil deep, the affected
panels must be repaired either by re-clear, re-color/clear coat, or re-color coated (on vehicles with no final clear coat).
A. Wash Procedure
Wash Equipment and Materials:
Spray wash system (a mobile or stationary unit with hand held spray similar to a coin operated car wash that provides soap solution, rinse
water and de-ionized final rinse).
Car wash detergent containing no phosphates, (Nissan P/N 999MP-A3100).
Clean 100% cotton terry cloth towels.
De-ionized water for the final rinse. De-ionized water is highly recommended as it reduces water spotting. De-ionizing cylinders can be
purchased or rented from water purification companies
1. During the summer months, the early morning hours are the best time to wash a car unless you can wash and dry it in the shade. Never wash
a car under the hot sun. All paint is subject to water spot damage when washed under the sun due to high surface temperature.
2. Thoroughly rinse oft the surface dirt and foreign materials with a spray of clean tap water.
3. Gently apply detergent and water solution (Nissan P/N 999MP-A3100), keeping it wet for 4-5 minutes. To avoid scratching the finish, do not
rub, gently move the solution around with light pressure. Do not allow the solution to dry before rinsing. Use, clean warm water and a clean
terry cloth towel. Frequently rinse off the terry cloth towel to avoid scratches from entrapped dirt. Replace the towel with a clean one once it
becomes soiled.
Caution:
When washing a convertible rear window use gentle horizontal and vertical strokes, do not use a circular motion.Use a clean terry cloth towel.
Also refer to NTB92-092 for additional information on convertible wash procedure.
4. Rinse with a spray of clean tap water. Make sure all detergent is flushed off the body. If soap dries on the convertible rear window or some
moldings it may cause streaking. Use a spray of de-ionized water for the final rinse.
5. Use a clean damp terry cloth towel and gentle pressure to remove the majority of the rinse water allowing the remaining water film to air dry.
Replace the towel frequently to avoid scratches from entrapped dirt.
6. Always wash, rinse, and dry a vehicle beginning with the roof and glass. Then the hood and trunk followed by the vertical surfaces. Wash,
rinse, and dry one section at a time if low humidity causes fast drying. Do not allow soap solution or rinse water to dry on the finish.
B. Identifying Contamination
Examine the vehicle in both strong sunlight and indoor fluorescent lighting (inspection is easier with a hand held 500 watt halogen lamp or a hand
held fluorescent lamp) to identify which type of contamination may be affecting the vehicle. Magnified viewing of spots is most easily done with a
8X and 30X illuminated magnifier from Radio Shack (catalog no. 63-851).
The table provides a brief description of some types of paint contamination you may encounter.
Select a 2' x 2' test section to perform the following Contamination Test Removal.
C. RE-Wash
C. Re-Wash with detergent and water solution, keeping it wet for 4-5 minutes. To avoid scratching the finish, do not rub, gently move the
solution around with light pressure. Do not allow the solution to dry before rinsing. Use, clean warm water and a clean terry cloth towel.
Frequently rinse off the terry cloth towel to avoid scratches from entrapped dirt. Replace the towel with a clean one once it becomes soiled.
Rinse with a spray of clean water. Repeat up to four times.
D. Clean
D. Clean with Nissan Bug and Tar remover using a clean terry cloth towel and gentle pressure. Repeat up to four times.
E. Applying Finish Kare
E. Apply Finish Kare to remove iron particles and acids. See procedure below:
Caution:
Attempting to buff iron particles will cause severe scratching.
1. Apply Finish Kare #1119, solution, keeping it wet for 4-5 minutes. To avoid scratching the finish, do not rub, gently move the solution
around with light pressure. Do not allow the solution to dry before rinsing.
2. After the wash and rinse, gently dry the contaminated surfaces with the terry cloth towels to remove the majority of the water. Use gentle
pressure on the towel to avoid scratching the paint with any loosened iron particles.
3. Apply Finish Kare #883 directly from the bottle using the applicator provided. Keep the affected areas wet for 5 minutes and allow the
solution to lift the particles. Agitate gently, but do not rub as this will scratch the color coat or clear coat of paint. Reapply #883 to spots
which start to dry before rinsing
CAUTION:
Do not exceed the 5 minute soak time as this solution may damage the paint or trim.
4. Rinse thoroughly with tap water, dry and inspect the surface.
5. Reapply #883 as often as needed to remove more difficult spots.
6. When all iron particles are removed, wash with Finish Kare #118SC (Neutralizer and Shampoo) and rinse thoroughly. Gently dry with a
fresh towel. Do not use towels used in the above steps, as they may have iron particles in the nap and could scratch the color coat or clear
coat.
F. Inspect For Damage Severity
After washing and iron particle/chemical removal are performed on the test section, inspect the surface to determine the severity of damage. Levels
2 and 3 are determined using abrasive removal on test sections on each affected panel.
Examine the vehicle in both strong sunlight and/or indoor fluorescent lighting (inspection is easier with a hand held 500 watt halogen lamp and a
hand held fluorescent lamp) to identify which type of contamination may be affecting the vehicle. Magnified viewing of spots is easily done with an
8X and 30X illuminated magnifier from Radio Shack (catalog no. 63-851).
Level 1
No damage, the contamination did not penetrate the paint surface and washed off using the detergent and water and the iron particle remover.
Level 2
Minor damage, the contamination did not penetrate more than 0.5 mil of the color coat or clear coat. Abrasive cleaning will resolve.
Level 3
Substantial damage, the contamination penetrated more than 0.5 mil of the color coat or clear coat. Re-color and clear coat is necessary
G. Abrasive Cleaning
IMPORTANT:
All iron particles and acids must be removed and the surface neutralized with the above procedure before proceeding. Iron particles and acids
which remain will not be fully removed by abrasive cleaning. Small amounts of contamination will wick moisture into the clear coat or through
a re-color/clear coat and cause blistering
The goal of abrasive cleaning is to remove the damaged layer of color coat or clear coat (up to 0.5 mil in thickness) using the least abrasive process.
The steps below demonstrate the sequence of operations to use on the test section to identify the severity of damage and the repair needed.
1. Measure paint film thickness.
2. Polish and evaluate. If OK Polish all affected surfaces. If NG go to step 3.
Also determine film thickness removed.
3. Buff and evaluate. If OK Buff and then polish all If NG go to step 4.
affected surfaces.
Also determine film thickness removed
4. Wet sand and evaluate. If OK wet sand then buff and If NG go to step 5.
polish affected surfaces
Also determine film thickness removed.
5. Re-clear/color coat after neutralizing surfaces.
6. Apply color coat and clear coat if damage is completely through clear coat
NOTE:
Polishing to remove buffing or swirl marks requires a foam finishing pad on a dual action sander.
3M materials:
Meguiar's materials:
Misc:
8" buffer (1500-1750 RPM)
Dual action sander, variable speed
Terry cloth towels (100% cloth)
NOTE:
Always use separate pads for each liquid (mark the backside of each pad with the type of liquid used) and clean the pads frequently. Use of a
wool pad on clear coat is limited to the polishing type of pad and is always followed by a foam Dad on a dual action sander to remove swirl
marks.
Measuring Paint Film Thickness
Before any abrasive removal, measure the initial film thickness at several places to establish an average figure. After each abrasive step measure
several places again to determine how much paint film was removed. Follow the instructions provided by the manufacturer of the mil gauge you are
using for measurement and calibration. If you do not have a thickness gauge use the following rule of thumb during abrasive removal; When the
"orange peel" surface is removed, 0.5 mil has been removed.
Polishing
Polishing is done in two steps: The first step is with an 8" buffer and the second step with a dual action sander to remove buffing and swirl marks.
Low speed (1500-1750 RPM) is necessary to prevent overheating the surface.
CAUTION:
Do not polish or buff a surface dry. More than the usual quantity of liquid must be used to keep the paint surface cool. Wipe the excess material
off with a clean soft towel after each operation
1. Clean the surface of all residue before polishing.
2. Use an 8" buffer (at 1500 - 1750 RPM) with either a 3M wool polishing pad or a Meguiar's foam pad, apply polishing compound over the
work area (2' x 2' or less). Spread the liquid around with the pad before turning the buffer "ON". Use an overlapping pattern to assure even
polishing effort on all areas.
3. Second use a dual action sander with either a 3M foam pad or a Meguiar's foam pad, apply polishing liquid over the work area (2' x 2' or
less). Polish with the same technique as above. Do not polish dry, wipe off excess material with a clean terry cloth towel.
If build up occurs, cool the surface with clean water and dry with a clean terry cloth towel and clean the foam pad. Use a slower speed to prevent
heating the surface and ground the vehicle to a metal water pipe to reduce static electricity.
INSPECTION
Gently clean a small section with PPG DX330 Wax and Grease remover or similar wax remover, using a clean towel to remove any polish/filler.
Wipe in one direction to aid in distinguishing between buffing scratches and towel scratches. Inspect the surface for swirl marks under full sunlight
or with a 500 watt halogen work lamp held at an angle about an arms length away.
CAUTION:
If you clean with an alcohol and water cleaning solution it will cause damage to plastic lenses. The damage is not immediately visible, but
develops later
Buffing
Buffing is done with a 8" buffer at 1500-1750 RPM to remove sanding scratches.
1. Clean the surface of all residue before buffing.
2. Apply a buffing liquid and spread it over the work area (2' x 2' or less) with the buffing pad before turning the buffer "ON". Keep the pad
nearly flat and move it slowly but continuously over the area. Use an overlapping pattern to assure even buffing effort on all areas. Do not
buff dry, wipe off excess material with a clean terry cloth towel.
INSPECTION
Inspect the surface for sanding marks under full sunlight or with a 500 watt halogen work lamp held at an angle about an arms length away. If
necessary, gently clean a small section of the surface with PPG DX330 Wax and Grease remover or similar wax remover, using a clean towel to
remove any polish/filler. Wipe in one direction to aid in distinguishing between buffing scratches and towel scratches.
Sanding
1. Soak the sand paper in water with lubricant such as Meguiar's #0016, for at least 15 minutes before use. Mask the fenders and doors to
reduce cleanup time. Wet sanding with a lubricant prevents buildup on the paper and consequent gouging of the finish.
2. Sand with 2000 grit sand paper using a sanding pad, never by hand alone. Apply plenty of water while sanding in one direction only, no more
than 12-15 strokes. Do not sand in a circular pattern. Do not sand over body lines and panel edges. Rinse the paper frequently to prevent
gouging.
NOTE:
Wet sanding vehicles with the New Cross Link Clear Coat (NCLC) hard clear coat requires a more aggressive sanding stroke. Vehicles with a
conventional clear coat require a normal sanding stroke.
3. Rinse with water and squeegee gently. As the squeegee clears the water, inspect for damage.
INSPECTION
Inspect the surface for damage under both strong fluorescent lights and full sunlight (a 500 watt halogen work lamp held at an angle about an arms
length away is necessary on cloudy days). A smooth dull sanded surface is expected at this time. Bright spots or other irregularities indicate the
damage needs more sanding, up to the 0.5 mil standard.
4. After the damage is removed, measure the paint thickness in several places to determine if less than 0.5 mil has been removed.
5. If the damage was deeper than 0.5 mil, the surface must be re-clear coated, or re-color coated on vehicles with no clear coat. Refer to the
Warranty Paint and Body Self-Study Course, or the Warranty Flat Rate Manual for assistance.
6. If the damage has been removed with less than 0.5 mil of the color/clear coat removed, buff and polish to remove the sanding marks.
Paint - Spotting Prevention & Repair
Classification:
BF87-030
Reference:
TS87-145
Date:
September 28, 1987
PAINT SPOTTING REPAIR PROCEDURE
APPLIED VEHICLE(S):
All Models
SERVICE INFORMATION
Paint spotting incidents occurring in the U.S. market are not unique to Nissan, but are being experienced by all manufacturers. To date, two
separate types of paint spotting incidents have been identified as follows:
1. Particulate Fallout - Tiny solid particles which collect on horizontal panels, causing a dark stain which will penetrate into the paint if not
cleaned.
2. Water Spotting - A ringlet or multiple water-drop-shaped light discoloration on dark painted horizontal panels.
THESE TYPES OF SPOTTING ARE NOT DUE TO PAINT DEFICIENCY, AND CAN BE PREVENTED THROUGH PROPER CARE.
SERVICE PROCEDURE
Particulate Fallout
Ash, dust, soot and other tiny solid particulate matter from industrial and other sources can be carried many miles. Particulate fallout is most
noticeable on the horizontal surfaces (hood, luggage compartment lid, and roof) of the vehicle.
If left on a moist, painted surface, the particles will slowly dissolve and bond to the paint, frequently leaving a red stain. This stain can be present
even on plastic surfaces such as bumpers if the fallout has an iron content. These spots may be visible on both solid and metallic paints (especially
light colors). The particulate can be felt as a sharp point on the paint surface. When viewed through a magnifying lens, the staining may be evident.
VEHICLE CARE
Every 10 days, or more frequently depending upon local conditions, particulate fallout must be washed off with mild detergent and water to prevent
its bonding and staining action. A good carnuba wax coating can help protect against damage from particulate fallout.
PARTICULATE FALLOUT REPAIR PROCEDURE
In most cases, thoroughly washing the affected area with a water and mild detergent solution (to avoid scratching the finish with dislodged
particles) will remove the particulates.
After washing the vehicle, a stain, generally orange or red, may still be visible on white or other light colored vehicles. This stain can be removed
with a fine compound material. DO NOT APPLY THE COMPOUNDING MATERIAL BEFORE ALL PARTICLES IN THE AFFECTED AREA
ARE REMOVED BY THOROUGH WASHING.
Water Spotting
A photograph of typical water spotting is shown on page 26 of the Nissan Paint Refinishing Guide* (PIN 5REFGD). The spots are most visible
when viewed at an angle, usually under fluorescent light. The paint surface is usually smooth to the touch because the spotting is a change in the
top surface itself. This is not hard-water residue which will wash off with soap and water. These spots are visible on both solid and metallic paints
with dark colors.
VEHICLE CARE
When a vehicle is stored outside and unprotected, dust patterns develop on the painted surfaces. These patterns guide moisture droplets from a light
rain or morning dew to the same location each time. The strong sunlight, repeatedly concentrated on these water droplets, greatly contributes to the
spotting. When storing a vehicle unprotected, where the painted surface is repeatedly exposed to a combination of sunlight and light rain (or
morning dew), the vehicle MUST be washed AND thoroughly dried at least every two weeks, or more frequently if there is light rain or dew
followed by strong sunlight.
When washing any vehicle, it must be out of direct sunlight and the painted surfaces should be cool to the touch.
WATER SPOTTING REPAIR PROCEDURE
The method of repairing a water spotted finish varies with the severity (depth of spot in finish) of the spotting. After a thorough washing, perform
the following:
1. Water spots on light colored vehicles and some vehicles which have had minimal exposure to the elements can be repaired by buffing. First,
apply a fine cutting compound using an orbital buffer to remove a thin layer of the top coat or clear coat. After removal of the spots, buff
with glazing compound to remove the fine scratches.
2. More severe spotting can be removed with a coarser cutting compound followed by finer compound and glazing compound to remove the
scratches.
3. The most severe water spots on clear coated, dark vehicles can be repaired by wet sanding the affected areas with 1200 grit sandpaper to
prepare the surface then spraying a fresh clear coat on those areas. Non-clear coated vehicles should be repairable with either step 1 or 2.
* Available through Dyment Distribution Services.
Audio - Cassette Tape Player Maintenance
Classification:
EL90-002
Reference:
NTB90-044
Date:
May 24, 1990
CASSETTE TAPE PLAYER MAINTENANCE
APPLIED VEHICLE(S)
All Nissan vehicles equipped with a cassette tape player
SERVICE INFORMATION

The playback head, capstan, and roller will attract dirt or residues from the tape material each time a cassette is played. This causes a deterioration
of sound quality (i.e. distortion, reduced frequency response, and reduced clarity/fullness). If residues and dirt are not removed, loss of channel(s)
or tape continuity (also referred to as: "tape eating") may occur.

SERVICE PROCEDURE

To ensure the optimum performance from a cassette tape player, the following Periodic Maintenance guidelines should be observed:

^ Clean the cassette tape player (specifically, the tape head and capstan rollers) after 10 hours of play or once a month (whichever occurs first).
^ Use a cassette cleaning kit (such as: Nissan Cassette Deck Cleaning System, P/N 999U2-A7000 or equivalent), being careful to follow the kit
manufacturer's instructions.

Additionally, the following Cassette Tape Care guidelines should be observed:

^ Before turning off the radio, eject the cassette being played. Leaving the tape mechanism stopped while a tape is engaged can damage the tape,
pinch roller, or capstan. Use tapes which are 90 minutes or less in play time.
^ Store cassette tapes properly, when not in use;
1. Use protective plastic case to prevent tape from unwinding and accumulating dust.
2. Protect tapes from extreme heat, direct sun light, and extreme cold. After turning off the radio, do not leave the tape in the cassette door
pathway. Remove it to allow the tape slot door to close and keep out airborne dirt.
^ Do not use tapes that are more than 5 years old. Older tapes suffer from stretch and increased tape head residue.

The preceding information should be given to the customer at the time of vehicle purchase (Sales Department) and during vehicle servicing
(Service Department).

Cassette - Poor Sound Quality/Loss of Channel/Jamming
REFERENCE:
NTB93-017
CLASSIFICATION:
EL93-004
DATE:
J anuary 21, 1993
TITLE:
All Nissan vehicles equipped with cassette tape players
SERVICE INFORMATION

In normal use, the playback head, capstan and rollers of any cassette tape player will attract dirt or residues from the tape material each time a
cassette is played. This causes a deterioration of sound quality (i.e., distortion, reduced frequency response, and reduced clarity). If residues and
dirt are not removed, loss of channel(s) or "tape eating" may occur. In order to help your customers to avoid these incidents and ensure optimum
performance from their cassette tape players, please advise them of the need to perform the following maintenance procedures:
SERVICE PROCEDURE

Use a cassette cleaning kit to clean the cassette tape player (specifically the tape head and capstan rollers) after every 30 hours of play or once a
month, whichever comes first. You may use the Nissan Cassette Deck Cleaning System, P/N 999U2-AD010 or equivalent. Be careful to follow
the kit usage instructions.

CASSETTE TAPE CARE GUIDELINES:

- Before turning off the radio, eject the cassette being played. Allowing the tape mechanism to stop while a tape is engaged can damage the
tape, pinch roller or capstan. After turning off the radio, do not leave the tape in the cassette door pathway.

- Use tapes which are 90 minutes or less in play time.

- Use protective plastic cases to store cassettes when not in use. This will prevent them from unwinding and collecting dust.

- Protect tapes from extreme heat, direct sunlight, extreme cold, and from foreign material such as liquids or sticky substances. Discard
damaged or contaminated tapes.

- Do not use tapes that are more than 5 years old. Older tapes suffer from stretch and increased tape residue.

NOTE: If your customer complains of deterioration of sound quality, loss of channels(s) or "tape eating," please clean the cassette tape player
using the Cassette Deck Cleaning System as described above. In most cases, this procedure will return the cassette deck to full efficiency.
Audio - Cassette Tape Player Diagnosis & Maintenance
EL88-021 Electrical System
Reference:
Models:
All
Date:
November 10, 1988
CASSETTE TAPE PLAYER DIAGNOSIS & MAINTENANCE
SERVICE INFORMATION
A recent survey has shown that a majority of customer complaints about cassette tape player performance can be resolved by cleaning the tape
head. Some of the symptoms of a dirty tape head are:
^ One channel out
^ Low sound
^ Distortion
^ The cassette deck "eats" tapes
^ No high frequency
If a customer's cassette player exhibits any of these symptoms, please perform the following before removing the unit:
1. Clean the tape head using Nissan Cassette Deck Cleaning System, P/N 99902-A7000.
2. Test the unit to see if the problem is resolved.
3. If the problem is not resolved, conduct further diagnosis.
In addition, please coordinate with your Sales Department to provide the customer with the following recommendations for optimum sound quality
and system performance:
To prevent heavy accumulation of dirt, clean the tape head at least once every month or after 10 hours of play.
^ Use brand name quality cassette tapes that are 90 minutes or less in play time (120 minute cassette should not be used).
^ Store cassettes in their protective cases and away from direct sunlight and heat. Direct sunlight can cause the cassette to become deformed,
and a deformed cassette may jam in the player.
^ Do not use extremely old tapes. The presence of a brownish powdery substance, or small pieces of magnetic tape on the front of the cassette
tape indicates that the cassette tape is too old to use.
^ Refer to the Owner's Manual for more information on proper maintenance and operation of the sound system.
Audio - Cassette Player Maintenance
EL90-002 Electrical
Reference:
Models:
All with cassette
Date:
May 24, 1990
APPLIED VEHICLES: All Nissan vehicles equipped with a cassette tape player
The playback head, capstan, and roller will attract dirt or residues from the tape material each time a cassette is played. This causes a deterioration
of sound quality (i.e. distortion, reduced frequency response, and reduced clarity/fullness). If residues and dirt are not removed, loss of channel(s)
or tape continuity (also referred to as: "tape eating") may occur.
MAINTENANCE PROCEDURE:
To ensure the optimum performance from a cassette tape player, the following Periodic maintenance guidelines should be observed:
^ Clean the cassette tape player (specifically, the tape head and capstan rollers) after 10 hours of play or once a month (whichever occurs first).
^ Use a cassette cleaning kit (such as: Nissan Cassette Deck Cleaning System, P/N 999U2-A7000 or equivalent), being careful to follow the kit
manufacturer's instructions.
Additionally, the following Cassette Tape Care guidelines should be observed:
^ Before turning off the radio, eject the cassette being played. Leaving the tape mechanism stopped while a tape is engaged can damage the
tape, pinch roller, or capstan. Use tapes which are 90 minutes or less in play time.
^ Store cassette tapes properly, when not in use;
1. Use protective plastic case to prevent tape from unwinding and accumulating dust.
2. Protect tapes from extreme heat, direct sun light, and extreme cold. After turning off the radio, do not leave the tape in the cassette
door pathway. Remove it to allow the tape slot door to close and keep out airborne dirt.
^ Do not use tapes that are more than 5 years old. Older tapes suffer from stretch and increased tape head residue.
The preceding information should be given to the customer at the time of vehicle purchase (Sales Department) and during vehicle servicing
(Service Department).
A/C - System Changes As Result of R-134A Refrigerant
Classification:
HA92-OO1
Reference:
NTB92-OO1
Date:
J anuary 1992
A/C SYSTEM CHANGES FOR R-134A REFRIGERANT
(ALL MODELS)
APPLIED VEHICLE(S):
All Models
Service Information
Introduction
Due to its harmful effect on the ozone layer, R-12 is being phased out and replaced by R-134a, which does not harm the ozone layer. While the
R-134a A/C system is very similar to an R-12 A/C system, the differences in the refrigerant, lubricants, and service equipment are important.
Nissan A/C systems will change from R-12 to R-134a at the time of new vehicle (full model change) introduction, or in some cases by model year
update to an existing model line.
This bulletin describes all of the general differences between the R-12 and R-134a systems. For details of an R-134a system for a specific model,
refer to that model's service manual or new product information.
Refrigerant Handling Precautions
^ R-12 refrigerant and R-134a refrigerant must never be mixed, even in the smallest amounts, as they are incompatible with each other. If the
refrigerants are mixed, compressor failure is likely to occur.
^ Use only specified lubricant for the R-134a A/C system and R-134a components. If lubricants other than those specified are used, compressor
failure is likely to occur.
^ The specified R-134a lubricant absorbs moisture from the atmosphere at a rapid rate, therefore the following handling precautions must be
observed:
^ When removing refrigerant components from a vehicle, immediately cap (seal) the component to minimize the entry of moisture from the
atmosphere.
^ When installing refrigerant components to a vehicle, do not remove the caps (unseal) until just before connecting the components. Also,
complete the connection of all refrigerant tubes and hoses without delay to minimize the entry of moisture into the system.
^ Use the specified lubricant from a sealed container only. Containers must be re-sealed immediately after dispensing the lubricant. Lubricant in
containers which are not properly sealed will become moisture saturated. Such lubricant is no longer suitable for use and should be properly
disposed.
^ Avoid breathing A/C refrigerant and lubricant vapor or mist. Exposure may irritate eyes, nose and throat. Use only approved service equipment
meeting SAE standards to discharge R-134a Systems.
^ If accidental system discharge occurs, ventilate the work area before resuming service.
^ Do not store or heat refrigerant containers above 125 (52C).
^ Do not heat a refrigerant container with an open flame; if container warming is required, place the bottom of the container in a pail of warm
water.
^ Keep refrigerant away from open flames: hazardous gas will be produced if refrigerant burns.
^ Do not introduce compressed air to any refrigerant container or refrigerant component, because contamination will occur.
^ R-134a in the presence of oxygen and under pressure may form a combustible mixture. Therefore, never introduce compressed air into any
R-134a container, cylinder, A/C component, recover/recycle equipment, or other service equipment. This includes "empty" containers.
Refrigerant Terminology
Please use the correct name or names when specifying refrigerants. The guidelines are listed below:
^ Freon -->is a registered trademark of DuPont, and should only be used if referring to DuPont R-12.
^ DuPont's trade name for R-134a (automotive use) is Suva-->Trans A/C.
^ When referring to refrigerants, the terms Freon-->and Suva-->should not be used as a general reference. The proper terms are R-12 and R-134a
Comments regarding refrigerants:
^ R-12 and R-134a are not compatible with each other and should never be mixed, even in the smallest amounts.
^ R-134a for automotive use has a special tank fitting size (1/2" - 16 ACME) which is compatible with automotive service equipment
^ When purchasing R-134a, be certain that the fitting size on the tank is 1/2" - 16 ACME. This thread size is easy to recognize by the square
thread, as shown.
^ Although R-134a has no ozone depletion potential (ODP), it does have a slight global warming potential (GWP). Due to this slight GWP, as
well as its high cost, venting of R-134a into the air is not recommended.
^ Recovery/recycling of R-134a will be required by U.S. Federal Law, Clean Air Act Amendments of 1990.
Comments regarding PAG refrigerant oils:
^ PAG oil absorbs moisture from the air at an exceptionally fast rate, and moisture can damage the A/C system.
^ The graph on the following page shows that PAG oil left open to air (e.g. in an unsealed container) will absorb 2% moisture (by weight) in 120
hours (5 days).
^ PAG containers, and any A/C component which contains PAG oil (such as the compressor) should remain tightly capped and sealed until ready
for use.
^ If you believe that a container of PAG oil may not have been adequately re-sealed after opening, dispose of the oil properly and use oil from a
new sealed container.
^ When installing or servicing an A/C system, the refrigerant tube and hose connections should be sealed (all connections made and tightened to
specification) without delay.
^ The above precautions will keep the absorption of moisture into the system to a minimum. Using moisture saturated PAG oil in R-134a systems
may lead to the formation of acids and related system damage or failure.
^ Do not allow refrigerant oil (Nissan A/C System Oil Type S) to contact styrofoam, as the lubricant will damage this material.
Comments regarding condensers:
^ The parallel flow condenser can be identified by the refrigerant end tanks, and smaller, more closely spaced center section tubes.
Comments regarding liquid tanks:
^ For R-134a, the sight glass has been deleted. Refer to the service procedures section of this bulletin for additional information regarding the
refrigerant charge determination. Pressure switches are not interchangeable between R-12 and R-134a systems.
Comments regarding tubes and hoses:
^ Some R-134a tubes and hoses have reversed male/female connections to prevent interchangeability with R-12 components.
R134A Service Tools & Equipment
^ R-12 and R-134a require separate and non-interchangeable sets of recovery, recycle, and recharge equipment, because the refrigerants and
lubricants are not compatible and cannot be mixed even in the smallest amounts.
^ DO NOT attempt to use one set of equipment for both R-12 and R-134a, as all equipment contains residual amounts of refrigerant and/or
lubricant, which will result in contamination, and damage to recovery/recycle equipment.
^ Use equipment designed to meet Society of Automotive engineers (SAE) standards, which specify R-134a service equipment fitting size (1/2" -
16 ACME), and service hose identification (black stripe on hose).
^ Adapters to convert from one size fitting to the other must never be used; refrigerant/lubricant contamination will occur and system failure may
result.
^ The use of incorrect equipment will result in refrigerant and/or lubricant contamination, which may cause A/C system or equipment failure.
^ ACR(4) machine will perform all required service functions (recovery, evacuation, recycle, recharge).
^ High volume A/C service facilities may benefit from "component" A/C service equipment (vacuum pump, weight scale, manifold gauge set) to
supplement the ACR(4).
Comments regarding recovery/recycling equipment:
^ Be certain to follow the manufacturer's instructions for machine operation and machine maintenance.
^ Never introduce any refrigerant other than that specified into the machine.
^ Only R-134a containers with a 1/2"-16 ACME can be used to add R-134a to the ACR4 recovery/recycle machine.
^ Periodic maintenance of this equipment is required; follow the manufacturer's recommendations as described in the equipment instruction
manual.
Comments regarding R-134a manifold gauge set:
^ Be certain that the gauge face indicates R134a or 134a.
^ Be certain that the manifold gauge set has the 1/2" - 16 ACME threaded connections for service hoses, ensuring that only R-134a service hoses
are used.
^ Be certain that no refrigerants other than R-134a (along with only specified lubricants) are used with the manifold gauge set.
Comments regarding vacuum pump use:
^ The lubricant contained inside the vacuum pump is not compatible with the lubrication for R-134a A/C systems.
^ The vent side of the vacuum pump is exposed to atmospheric pressure, causing the vacuum pump lubricant to migrate out of the pump if the
pump is switched oft after evacuation (vacuuming) and there is no shut off valve between the pump and the hose.
^ To prevent the migration of vacuum pump lubricant into service hoses, it is necessary to use a valve (which can be manually opened or closed)
near the connection of the service hose to the pump.
^ On a vacuum pump which is equipped with an isolation valve (usually part of the vacuum pump), closing this valve will isolate the service hose
from the pump.
^ For pumps without an isolation valve, be certain that the service hose is equipped with a manual shut off valve near the pump end of the hose.
^ Hoses which contain an automatic shut off valve at the end of the service hose must be disconnected from the vacuum pump to prevent the
migration of lubricant; as long as the hose is connected, the valve is open and lubricant may migrate (with pump off).
^ One-way valves which open when vacuum is applied and close under a no vacuum condition are not recommended, because this valve may
restrict the pump's ability to pull a deep vacuum.
Comments regarding leak detector use:
^ Existing R-12 leak detectors currently will not detect R-134a.
^ Many R-134a leak detectors will detect R-12; check with the equipment manufacturer.
^ Always refer to and follow the equipment manufacturers recommendations when operating leak detectors.
Comments regarding weight scale use:
^ If the scale allows electronic control of the flow of refrigerant through the scale, (i.e. internal solenoid valves) be certain that the hose fitting
size is 1/2"-16 ACME, and that no refrigerant other than R-134a (along with only specified lubricant) have been used with the scale.
Charging Cylinder
^ The use of a charging cylinder is not recommended because:
^ The refrigerant may be vented into the air from the top valve of cylinder when filling the cylinder with refrigerant.
^ The accuracy of a charging cylinder is generally less than that of an electronic scale or of quality recycle/recharge equipment.
Service Procedures
^ The service procedures for R-134a A/C systems are basically the same as for R-12 A/C systems, however, the following should always be kept
in mind:
^ Avoid breathing A/C refrigerant and lubricant vapor or mist. Exposure may irritate eyes, nose, and throat. Use only approved
recovery/recycling equipment to discharge R-134a systems.
^ If accidental system discharge occurs, ventilate the work area before resuming service work.
^ R-134a and R-12 A/C components are not interchangeable. Cleaning of used (in service) components for use with another type of refrigerant
and/or lubricant is not an acceptable practice, and may result in A/C system failure.
^ Always use the proper PAG oil when servicing an R-134a A/C system. The Nissan part number for the appropriate PAG compressor oil can be
found on the A/C specification label in the engine compartment, and also in the Factory Service Manual, and on the label on the compressor.
These oils are only available from your Nissan Parts Department.
^ When leak checking an R-134a system, be certain that you are using a detector which will detect R-134a.
^ As mentioned previously in this bulletin, the R-134a PAG lubricants absorb moisture; PAG oil containers and A/C components containing PAG
oil must remain tightly sealed until ready for use.
^ Unlike R-12 systems, R-134a systems do not exhibit a "clear sight glass", even when properly charged. For this reason, the R-134a A/C systems
have no sight glass.
^ With R-134a systems it is important to properly control the amount of refrigerant charged into the system during system charging. A charging
machine or weight scale must always be used during charging for proper charge determination.
^ Questions regarding R-12 or R-134a should be addressed to your Regional Service Staff or the FIXS Hotline.
Technical Service Bulletin #
WB90010 Date: 900625
A/C Refrigerant - Warranty Claim Reimbursement
Reference:
WARRANTY BULLETIN WB/90-010
Date:
J une 25, 1990
SUBJ ECT: REFRIGERANT REIMBURSEMENT WARRANTY POLICY
As a result of the implementation of the new refrigerant recycling equipment, the National Warranty Department has adopted the following policy
pertaining to warranty claim refrigerant reimbursement.
1. When requesting reimbursement for newly added refrigerant, reimbursement use the special part number LOCALFREON.
2. When requesting reimbursement for use of recycled refrigerant, use the special part number LOCALRECYC.
3. In both cases, up to $4.00 may be claimed for each quantity of one (1).
Note: Quantity 1 =1 lb.
4. A quantity of two (2) is the maximum allowed per repair ($8.00 total).
This policy is effective immediately. Should you have questions pertaining to refrigerant reimbursement, please contact your District Service
Manager or Regional Parts & Service Department.
R12 Refrigerant - Conservation/Recycling
HA90-006 Air Conditioning
Reference:
Models:
All Models with A/C
Date:
March 15, 1990
CFC REFRIGERANT CONSERVATION AND RECYCLING
APPLIED MODELS: All models equipped with air conditioning.
Because of environmental concerns, it is extremely important that we all take every precaution to reduce or eliminate the release of CFC refrigerant
(R12) into the air.
Recycling Equipment In Your Dealership
If your dealership has not already received one, you will receive a Kent-Moore ACR(3) J - 38100-NI Refrigerant Recovery and Recycling System
within the next few days. This machine will recover the refrigerant from any vehicle you service, clean the refrigerant, remove all moisture and oil,
and place the refrigerant into a 30 lb. container for re-use. To save our atmosphere, you must use the machine every time you perform A/C service
that requires a purge of the refrigerant.
Maintenance Is Essential
If the recycling equipment is maintained properly, it can clean and purify the removed refrigerant so that it will exceed the SAE standards for
content of moisture, oil, air and noncondensibles. Like any equipment, however, this machine will operate at its best efficiency only if it is
maintained properly. This means you must check the moisture indicator often and replace the filter drier core whenever necessary. You must make
sure the correct manifold gauge and hoses are used in all cases, and that the valves in the hoses are working properly. Make sure the unit stays clean
and that the hoses are always hung up away from contamination when the unit is not in use.
Destruction of the Earth's Ozone Layer
Chlorofluorocarbons (CFCS) are chemical compounds made up of molecules that contain atoms of chlorine and fluorine bonded to carbon atoms.
CFCs are used in a number of applications, the most common of which are in automotive air conditioners, in the blowing of plastic foam products,
and as solvents in electronic component manufacturing. Ozone is a special form of oxygen which combines three oxygen atoms into O3. Ozone in
the Earth's upper atmosphere serves as a shield from harmful ultra violet solar radiation by reflecting the rays back into space.
When CFCs are released into the air, here's what happens: the molecules work their way upward in the atmosphere slowly, taking as long as ten
years to reach the middle stratosphere, 20 to 40 kilometers above the surface of the earth, where the "ozone layer" resides. The CFC molecules are
bombarded by ultra violet light from the sun, which tends to break the chemical bonds that hold chlorine and fluorine to the carbon. The fluorine
atoms can combine with moisture to form acids. When the chlorine breaks away, it becomes a chemical "catalyst," which means that it can cause
chemical reactions to occur rapidly. Thus, a chlorine atom can break the chemical bonds that hold O3 together and O3 becomes O2 and O. It is now
no longer "ozone" and it no longer has its reflective quality to turn ultra violet radiation away from the earth. Given the right conditions, the
chlorine from one CFC molecule could destroy up to 100,000 ozone molecules.
A Dangerous Trend
By the most reliable estimates, the total ozone level in the Earth's upper atmosphere decreased about 2.5% between 1978 and 1985. A 1% loss of
ozone results in an estimated 2% increase in the amount of ultraviolet radiation (UV) that reaches the surface of the earth. This has dangerous
implications for life as we know it. A 2% increase in UV will increase the number of human deaths from skin cancer by approximately 5%. UV
also increases
the number of eye cataracts, causes damage to the human immune system, damages crops and marine life.
The Montreal Protocol
An agreement, called the Montreal Protocol, signed in 1987 by representatives of 31 countries including the United States, limits world production
of CFCs to 1986 levels and calls for further reductions of 50% by 1999. Another International Conference will be held in J une, 1990, with the
likelihood that the schedule for a complete phase-out of CFCs will occur even earlier. This means that the supply of R12 refrigerant will decrease
dramatically over the next few years and the cost will increase.
Recycling Makes Good Sense
It's already established that making sure CFCs are not vented to the atmosphere is essential for the environment. With the supply of R12 decreasing
and the cost increasing, recycling all of the refrigerant you remove from vehicles during repairs or before a vehicle is crushed will make more and
more economic sense.
M/T - Shift Fork Installation Cautions
Reference: Date:
TECHNICAL BULLETIN TS86-039 March 21, 1986
TM86-005 Transmission 1986.5 Truck
SPECIAL TRANSMISSION SERVICE CAUTIONS, 1986.5 TRUCK
This bulletin supplements Technical Bulletins TM86-002 and TM86-003. DO NOT discard the original bulletins.
SERVICE INFORMATION
This bulletin contains more detail and additional cautions of the shift fork replacement procedures in Technical Bulletins TM86-002 and
TM86-003. The procedures in this bulletin when replacing the 1st/2nd and reverse shift forks. Use the procedure in the original bulletins to remove
and replace the transmission.
SHIFT FORK REPLACEMENT PROCEDURES
NOTE: Items that are double underlined are revisions or additions to the original procedure.
INTERLOCK STOPPER
1. Remove the check ball plug (14 mm), check spring and check ball. Then remove the 14 mm mounting bolt and interlock stopper from the
transmission case (not in rear extension). Save the check ball plug and discard the mounting bolt.
CAUTION: If the interlock stopper is not removed, the striking interlock will be damaged during case removal.
2. Remove the clutch release lever from the transmission case.
RETURN SPRING
3. Remove the return spring and check ball from the control housing.
4. THIS STEP IS FOR 2WD VEHICLES ONLY.
Remove the speedometer pinion from the rear extension.
RETAINING PIN
5. Drive out the retaining pin from the striking arm.
6. Remove the ten bolts (14 mm) between the rear extension and transmission case (on 4WD some bolts are 8 mm internal hex).
REAR EXTENSION
7. Remove the rear extension together with the striking arm by tapping with a soft hammer.
CAUTION: When removing the rear extension, make sure the neutral switch plunger does not fall out.
FRONT COVER
8. Remove the nine bolts (12 mm) on the front cover. Then remove the front cover.
RINGS
9. Remove the snap ring stopper ring and the front main drive bearing snap ring.
CAUTION: If the snap ring and stopper ring are not removed, the striking lever will be damaged during case removal.
TRANSMISSION CASE
10. Remove transmission case by tapping with a soft hammer.
11. Mount the adapter plate in a vise using soft jaws to protect the adapter plate.
O.D./REVERSE ROD
12. Remove the bolt (12 mm) on O.D./REVERSE rod and then remove the rod.
RETAINING PIN
13. Drive out the retaining pin from the striking lever.
CAUTION: The retaining pin must be completely
removed from striking lever and striking rod before moving striking rod, or damage to the striking lever may occur.
STRIKING ROD
14. Slide out the striking rod enough to free the 1st/2nd shift fork. Install the new 1st/2nd shift fork and slide the striking rod through it, the
striking lever, striking interlock and 3rd/4th shift fork.
NOTE DIRECTION of striking interlock. Make sure striking rod moves smoothly.
15. Slide the striking rod the other way to free the reverse shift fork.
REVERSE COUPLING
16. Slide the reverse coupling sleeve off the mainshaft.
COUPLING SLEEVE
17. Install the new reverse coupling sleeve onto the mainshaft.
CAUTION: Splines on coupling sleeve should point towards the adapter plate.
INSTALLING RETAINING PIN
18. Install the new reverse shift fork and slide the striking rod through the hole. Then install a new retaining pin into the striking lever. NOTE
DIRECTION of striking interlock. Make sure striking rod moves smoothly.
CAUTION: Use the correct factory retaining pin (2 pins, one inside the other).
19. Install the O.D./reverse fork rod and retaining bolt.
Apply lock sealant to threads of bolt.
ADAPTER PLATE
20. Apply Three Bond sealant 1215 or equivalent formed-in-place type gasket/sealant to the rear extension/adapter plate mating surface.
21. Install rear extension to adapter plate/gear assembly.
CAUTION: If the rear extension is stood on end and the adapter plate/gear assembly is installed into it as shown below, apply oil soluble
grease to the reverse idler needle bearings and reverse idler rear thrust washer before assembly. This will hold them in place
when installing the adapter plate/gear assembly.
RETAINING PIN
22. Install the original retaining pin into striking arm.
Make sure roll pin head is even with striking lever surface.
23. Apply Three Bond sealant 1215 or equivalent formed-in-place type gasket/sealant to transmission case/adapter plate mating surface.
COUNTER GEAR THRUST BEARING
24. Make sure the counter gear thrust bearing is installed. Then make sure all gears are in "neutral".
NOTE: The 4th balk ring should be lined up with the shifting inserts in the 3rd and 4th synchronizer hub.
25. Install transmission case onto adapter plate/gear assembly. Then install the ten attachment bolts.
NEW MOUNTING BOLT
26. Install the interlock stopper with a new mounting bolt included in repair kit. The mounting bolt and check ball plug have a diifferent pitch
size and are not interchangeable.
27. Install check ball and check spring into interlock stopper. Use the original short spring (free length: 1.291 in.).
Apply multi-purpose grease to check ball.
ORIGINAL INTERLOCK CHECK BALL PLUG
28. Install the original interlock check ball plug.
Apply Three Bond sealant 1215 or equivalent formed-in-place type gasket/sealant to the threads of check ball plug.
SNAP RINGS
Install the speedometer pinion into the rear extension.
30. Install stopper ring with the new snap ring included in repair kit. Install main drive bearing snap ring.
CAUTION: Make sure snap rings are secure in grooves.
FRONT COVER WITH A NEW GASKET
31. Install front cover with a new gasket.
Apply Three Bond sealant 1215 or equivalent formed-in-place type gasket/sealant to the threads of the three bolts indicated below.
CLUTCH RELEASE LEVER
32. Install the clutch release lever.
Install the new clutch release lever rubber dust cover using Three Bond sealant 1212 or equivalent RTV silicone type sealant.
SELECT CHECK SPRING
34. Remove the select check plug and select check spring from the left side of the rear extension. Replace the one original check spring
with the two new springs (one inside the other) in the kit. Install the check plug.
Apply lock sealant to the threads of select check plug.
RETURN SPRING AND CHECK BALL
NOTE: Illustration is of 2WD transmission
35. Install the original long return spring and check ball.
Spring Free Length:
2WD Model: 1.866 in. 4WD Model: 1.984 in.
A/C - New Connections & O-Rings
Classification:
HA97-O12
Reference:
NTB98-005
Date:
February 1, 1998
NEW A/C CONNECTION 0-RINGS
APPLIED VEHICLES:
All Nissan (except Quest)
SERVICE INFORMATION
This service bulletin identifies differences in A/C 0-rings as they apply to the NEW and FORMER type A/C connections.
The NEW type connection has a groove in the tube end in which the 0-ring is seated. The FORMER type connection does not have a groove but
instead has an inflated portion on the tube end to support the 0-ring. Refer to Figure 1 for illustrations identifying each connection type.
When servicing the A/C refrigeration loop, refer to the charts (Figure 2 and 3) to identify the correct 0-ring type. The charts list both NEW and
FORMER 0-ring types and illustrates the 0-rings in full-scale size.
IMPORTANT POINTS
^ There is NO interchangeability between NEW and FORMER connection type 0-rings. Improper use will cause refrigerant leaks. Therefore, the
correct type 0-ring must be used with each application.
^ Nissan vehicles requiring A/C 0-ring replacement should be checked for proper 0-ring part numbers through the applicable parts microfiche.
^ Insure correct 0-ring installation onto tube (see Figure 1).
CAUTION:
When installing high pressure tubes (with flange connections) to their mating parts, make sure the flange is fully seated onto the mating part
before the securing bolt is installed and tightened (see Figure 4). If the securing bolt is installed and tightened before the tube flange is seated
onto its mating part, 0-ring damage and leaks can result.
M/T Shift Boot - Loose
Reference: Date:
TECHNICAL BULLETIN TS87-122 September 7, 1987
MT87-006 Manual Transmission 1980-1986 720 Trucks
TRANSMISSION SHIFT BOOT
APPLIED MODEL: 1980-1986 720 Trucks with 71B Manual Transmission
FIGURE 1
SERVICE INFORMATION
The shift boot on some 720 trucks with the 71B manual transmission may become loose due to oil and/or ozone contamination. When this condition
occurs, dust and water may enter the transmission through the striking rod guide (see Figure 1).
FIGURE 2
To correct this condition, tighten the shift boot with two plastic tie wraps (see Figure 2). If the shift boot is cracked or damaged, replace it with a
new boot, and tighten it with two plastic tie wraps.
PARTS INFORMATION
NEW
PART DESCRIPTION PART NUMBER PART NUMBER
Plastic tie wrap (2.5 mm x 90 mm) 24216-V5000 -
Plastic tie wrap (2.5 mm x 200 mm) 24216-33G00 -
Shift boot -
^ Vehicles produced from 11/82 - ^32862-E9801 32862-E9800
^ Vehicles produced from 6/79 - 10/82 ^ Use same boot as original P/N 32862-E9300
Refer to 1st Revision 1987 Warranty Flat Rate Manual, Section HF, Key 2.
Fluids - Recommended Fluids, Lubricants & Chemicals
Models: All
Date: November 8, 1994
RECOMMENDED FLUIDS, LUBRICANTS, and CHEMICALS FOR NISSAN VEHICLES
APPLIED VEHICLES:
All
Included in this bulletin are lists of component-specific fluids, lubricants and chemicals which are recommended for service repairs.
In some cases, a Non-Nissan chemical product has been identified which is equivalent to the Factory product in application, material compatibility,
temperature range, and solvent-resistance.
If other products are selected, they must be equivalent to Nissan's specifications in order to assure appropriate performance.
Always refer to the Material Safety Data Sheets for these products for more complete information about them.
Brakes - Silicone and PBC Greases
Classification:
BR89-007
Reference:
TS89-131
Date:
AUGUST 31, 1989
SILICONE & PBC GREASES

APPLIED VEHICLE(S)
All Models
SERVICE INFORMATION

Silicone grease (P/N 99990-00974) and PBC grease (P/N 99990-00939) are available and recommended for use on Nissan brake components.

NOTE:
^ Silicone grease may be applied to all brake grease points on disc and drum brakes. Silicone grease is very effective at the contact point
between brake shoes and brake backing plate, to reduce squeaking.

^ PBC grease may be applied to pad shim-to-pad contact surfaces on disc brakes. PBC grease in these areas can help reduce brake squeal.

^ DO NOT use Silicone or PBC greases where rubber greases are specified.

^ Use all safety precautions when using these products. Read the labels thoroughly before using.

See the Brake Section of the appropriate Service Manual for specific application points of these products. Service Bulletin BR81-004A
(TS81-040A) describes specific application points for 1981 vehicles and older. Service Bulletin BR89-005 (TS89-106) describes specific
application points for 1985-88 Maxima, 1987-89 Stanza and 1984-89 300ZX.
Brakes - Silicone & PBC Greases
Models All Models
Section Brake
Classification BR89-007
Date August 31, 1989
SILICONE & PBC GREASES
SERVICE INFORMATION
Silicone grease (P/N 99990-00974) and PBC grease (P/N 99990-00939) are available and recomended for use on Nissan brake components.
NOTE:
^ Silicone grease may be applied to all brake grease points on disc and drum brakes. Silicone grease is very effective at the contact point
between brake shoes and brake backing plate, to reduce squeaking.
^ PBC grease may be applied to pad shim-to-pad contact surfaces on disc brakes. PBC grease in these areas can help reduce brake squeal.
^ DO NOT use Silicone or PBC greases where rubber greases are specified.
^ Use all safety precautions when using these products. Read the labels thoroughly before using.
See the Brake Section of tne appropriate Service Manual for specific application points of these products. Service Bulletin BR81-004A
(TS81-040A) describes specific application points for 1981 vehicles and older. Service Bulletin BR89-005 (TS89-106) describes specific
application points for 1985-88 Maxima, 1987-89 Stanza and 1984-89 300ZX.
Technical Service Bulletin #PI95-006 Date: 950322
Brakes - Noise Explanation
Classification:
Reference:
PI95-006
Date:
March 22, 1995
BRAKE NOISE
APPLIED VEHICLE(S):
ALL MODELS

SERVICE INFORMATION

This bulletin has been released to assist dealership service managers, service advisors and technicians in identifying factors which may contribute to
brake system noise complaints.
Some noises are normal and no repair action should be taken by dealers. Noises not considered normal should be investigated and repaired
according to approved methods (refer to applicable released Technical Service Bulletins). When necessary, dealers should request support from
regional technical staff members.

^ Brake Materials
During normal operation various noises may be emitted by the brake system whether equipped with disc brakes, drum brakes, with or without
ABS.

Nissan, along with other automotive manufacturers, has significantly reduced the amount of asbestos used in its products. As a result, Nissan
adopted semi-metallic brake linings with excellent performance.

However, because of the metal-to-metal contact with semi-metallic pads, the noises generated from the brake system are greater than vehicles
equipped with the previous asbestos linings. Semi-metallic brake linings are characteristically more noisy under normal operation than were
asbestos linings.
To reduce the noise level of the braking systems, especially for disc brakes, Nissan has begun introducing non-asbestos organic (NAO) brake
pads on several models and will phase in additional models as soon as possible (refer to applicable Technical Service Bulletins).
Brake Design

Brake designs must meet very tight operating specifications and Federally mandated requirements. And they must do this under a variety of
operating conditions without compromising safety. A few of the factors considered when designing a brake system are:
- stopping distances
- extreme hot and cold temperature
- dry/dusty and wet/mud conditions
- pedal travel and effort
- front/rear brake proportioning
- parking brake effort/function
- pad/lining wear and service life
- road salt corrosion
- humidity, etc..
Depending upon the local environment, weather conditions and customer driving patterns, there may be occurrences of noises from the braking
system. The following section addresses some of the noises.

^ Common Brake Noises

The following noises are normal and are considered generally characteristic of all braking systems (including competitors). These noises do not
indicate any malfunction in the brake system or improper operation.
- Loud Squeal Noise
For disc brake pads with wear indicators, an audible continuous warning noise is made when the pads need replacement.

- Grinding Noise
- Noise common primarily on rear brake drums and on some front disc brakes during first few stops. This is primarily due to formation of
trace corrosion occurring at the metal surfaces during vehicle non-use or storage.

- Trace Squeak/Squeal Noise
Normally occurs with front semi-metallic brake linings at medium speeds with light/medium pedal force.
This can occasionally occur on rear brakes during the first few stops with cold brakes (especially morning) and/or high humidity.

- Groan Noise
On automatic transmission equipped vehicles, a slight groan may be heard when coming to an abrupt stop or when allowing the vehicle to
creep forward slowly from a stop.
- ABS Self Check
This noise will occur when the vehicle is initially started and will be felt as a slight pulsation at the brake pedal.
^ Dealer Investigation

In all of the above cases, dealer personnel must verify the customer complaints and fully understand the noise and the condition under which the
noise occurs. The following factors should be considered:

- Verify the Complaint

Customers typically will complain of a brake noise and may not be able to distinguish whether it's from the front or rear. An unnecessary
repair and unsatisfied customer will result if a misdiagnosis occurs.

- Inspect for Unusual Use

Any unusual vehicle use should be identified. Presence of mud, excessive salt, flooding damage or other contaminants can be significant
factors.

- Collision Damage

Inspect the vehicle for presence of related collision damage. Advise customer if the noise results from a vehicle collision.

- Improper Use

If a rear noise complaint, inspect for evidence of heat effects from a hand brake (parking brake) inappropriately engaged or dragging during
driving.

Handling Customer Comments

In all cases, dealers must verify the noise and establish whether it is normal or not. When the noise is considered normal and characteristic of that
vehicle the customer should be carefully advised that the brakes are operating properly and provided with a careful explanation based on the
information in this bulletin. Dealers should explain to the customer that Nissan brake materials have been carefully designed to provide optimum
braking performance under various driving conditions and that this noise does not indicate a malfunction in brake system function or performance.
There are no known repair procedures to eliminate these normal noises which are the result of removing asbestos from brake pads as required by
current law.
When the noise is not one of the normal noises mentioned in this bulletin, appropriate repairs should be taken as required and/or regional staff
advised.
Brake System - Noise Concern Explanation
Date: March 22, 1995
Reference: PI95-006
BRAKE NOISE
This bulletin has been released to assist dealership service managers, service advisors and technicians in identifying factors which may contribute to
brake system noise complaints.
Some noises are normal and no repair action should be taken by dealers. Noises not considered normal should be investigated and repaired
according to approved methods (refer to applicable released Technical Service Bulletins). When necessary, dealers should request support from
regional technical staff members.
^ BRAKE MATERIALS
During normal operation various noises may be emitted by the brake system whether equipped with disc brakes, drum brakes, with or without
ABS.
Nissan, along with other automotive manufacturers, has significantly reduced the amount of asbestos used in its products. As a result, Nissan
adopted semi-metallic brake linings with excellent performance.
However, because of the metal-to-metal contact with semi-metallic pads, the noises generated from the brake system are greater than vehicles
equipped with the previous asbestos linings. Semi-metallic brake linings are characteristically more noisy under normal operation than were
asbestos linings.
To reduce the noise level of the braking systems, especially for disc brakes, Nissan has begun introducing non-asbestos organic (NAO) brake
pads on several models and will phase in additional models as soon as possible (refer to applicable Technical Service Bulletins).
^ BRAKE DESIGN
Brake designs must meet very tight operating specifications and Federally mandated requirements. And they must do this under a variety of
operating conditions without compromising safety. A few of the factors considered when designing a brake system are:
- stopping distances
- extreme hot and cold temperature
- dry/dusty and wet/mud conditions
- pedal travel and effort
- front/rear brake proportioning
- parking brake effort/function
- pad/lining wear and service life
- road salt corrosion
- humidity, etc.
Depending upon the local environment, weather conditions and customer driving patterns, there may be occurrences of noises from the braking
system. The following section addresses some of the noises.
^ COMMON BRAKE NOISES
The following noises are normal and are considered generally characteristic of all braking systems (including competitors). These noises do not
indicate any malfunction in the brake system or improper operation.
- Loud Squeal Noise
For disc brake pads with wear indicators, an audible continuous warning noise is made when the pads need replacement.
- Grinding Noise
Noise common primarily on rear brake drums and on some front disc brakes during first few stops. This is primarily due to formation of
trace corrosion occurring at the metal surfaces during vehicle non-use or storage.
- Trace Squeak/Squeal Noise
Normally occurs with front semi-metallic brake linings at medium speeds with light/medium pedal force.
This can occasionally occur on rear brakes during the first few stops with cold brakes (especially morning) and/or high humidity.
- Groan Noise
On automatic transmission equipped vehicles, a slight groan may be heard when coming to an abrupt stop or when allowing the vehicle to
creep forward slowly from a stop.
- ABS Self Check
This noise will occur when the vehicle is initially started and will be felt as a slight pulsation at the brake pedal.
^ DEALER INVESTIGATION
In all of the above cases, dealer personnel must verify the customer complaints and fully understand the noise and the condition under which the
noise occurs. The following factors should be considered:
- Verify the Complaint
Customers typically will complain of a brake noise and may not be able to distinguish whether it's from the front or rear. An unnecessary
repair and unsatisfied customer will result if a mis-diagnosis occurs.
- Inspect for Unusual Use
Any unusual vehicle use should be identified. Presence of mud, excessive salt, flooding damage or other contaminants can be significant
factors.
- Collision Damage
Inspect the vehicle for presence of related collision damage.
Advise customer if the noise results from a vehicle collision.
- Improper Use
If a rear noise complaint, inspect for evidence of heat effects from a hand brake (parking brake) inappropriately engaged or dragging
during driving.
HANDLING CUSTOMER COMMENTS
In all cases, dealers must verify the noise and establish whether it is normal or not. When the noise is considered normal and characteristic of
that vehicle the customer should be carefully advised that the brakes are operating properly and provided with a careful explanation based on
the information in this bulletin. Dealers should explain to the customer that Nissan brake materials have been carefully designed to provide
optimum braking performance under various driving conditions and that this noise does not indicate a malfunction in brake system function or
performance. There are no known repair procedures to eliminate these normal noises which are the result of removing asbestos from brake pads
as required by current law.
When the noise is not one of the normal noises mentioned in this bulletin, appropriate repairs should be taken as required and/or regional staff
advised.
Technical Service Bulletin #BR86001 Date: 860422
Brakes - Automatic Parking Brake Adjustment
Sentra/Pulsar/Stanza/
Models Stanza Wagon/Truck
Section Brakes
Classification BR86-001
Date April 22, 1986
AUTOMATIC PARKING BRAKE ADJ USTMENT, SENTRA/PULSAR/STANZA/STANZA WAGON/TRUCK
APPLIED MODELS: Sentra, Pulsar, Stanza, Stanza Wagon and Truck
SERVICE INFORMATION
Nissan passenger vehicles with drum rear brakes and some trucks have an automatic brake adjuster that operates by applying and releasing the
parking brake. On other Nissan trucks, the adjuster operates when the service brakes are applied while the vehicle is moving in reverse. These
mechanisms will automatically adjust the rear brakes and, providing the parking brake cable is properly adjusted, maintain the proper number of
"clicks" at the parking brake lever.
IMPORTANT: Rear brake performance and brake shoe life are not affected by parking brake adjustment.
The number of clicks at the parking brake lever depends on the model and parking brake lever type. It is measured by pulling on the lever with 20
kg (44 lb) of force and counting the "clicks".
"CLICK" SPECIFICATIONS
PARKING BRAKE ADJ USTMENT CHECK
Use the flow chart to check the adjustment of the parking brake.
CHECK PROCEDURE
Oil - Recommended Fluids, Lubricants and Chemicals
Classification:
G193-004
Section:
General Information
Reference:
Models:
All
Date:
April 1993
RECOMMENDED FLUIDS, LUBRICANTS, and CHEMICALS FOR NISSAN VEHICLES
APPLIED VEHICLES: All
Included in this Bulletin are lists of component-specific fluids, lubricants, and chemicals which are recommended for usage during service repairs.
In some cases, a Non-Nissan product is referenced. However, in those cases, a chemical product has been selected which is equivalent to the
Factory product in application, material compatibility, temperature-range, and solvent-resistancy.
Alignment - Toe Specification Clarification
Models All Models
Classification G191-005
Date May 16, 1991
A CLARIFICATION OF TOE SPECIFICATIONS FOR WHEEL ALIGNMENT
APPLIED MODELS: All
Toe, front or rear, is the position of the tire and wheel assembly in relation to the center line of the vehicle, as viewed from the top. This alignment
measurement influences the track holding characteristics of the vehicle. Incorrect Toe alignment can cause excessive tire wear.
Nissan service manuals give toe specifications as either "total toe-in" or "total too-out." Total toe-in or -out, means that one-half (1/2) of the listed
dimension should be applied, equally, to each wheel.
^ Toe-In is present when the tire is closer to the center line at the front (Figure 1a).
^ Toe-Out is present when the tire is closer to the center line at the rear (Figure 1b).
ADJ USTMENTS
1. Toe should be the last alignment specification adjusted. Refer to the Front Axle (FA) and Rear Axle (RA) sections of the appropriate Service
Manual to determine the proper locations to adjust the front and rear Toe.
2. Toe should be equal, side-to-side.
3. Toe-In
When the specification is labeled "Toe-In" and dimensions are negative numbers (ie: -6 to -2 mm), the wheels should be adjusted to the
"Toe-Out" position (Figure 2).
NOTE: Positive (+) Toe-In specification =Toe-In wheel setting.
Negative (-) Toe-In specification =Toe-out wheel setting.
Toe-Out
When the specification is labeled "Toe-Out" and the dimensions are positive (+) numbers (ie: 2 to 6 mm), the wheels should be adjusted to
the "Toe-Out" position (Figure 3).
NOTE: Positive (+) Toe-out specification =Toe-Out wheel setting. Negative (-) Toe-Out specification =Toe-In wheel setting.
4. Rear Toe is adjustable on some Nissan vehicles with independent rear suspensions. Usually, the adjustment, itself, is not difficult but, it is
extremely important.
Nissan uses two (2) different terms to describe "Rear Toe". "Toe-In" and "Toe-Out". Contemporary wheel alignment equipment measures rear
"Toe-In" and, if the wheels are actually "Toed-Out", displays the measured values as a negative (Figure 4).
5. Toe is measured as a distance or as an angle. When measuring toe as a distance, it is found by measuring the difference between the center of
the front of the tire and the center of the rear of the tire at spindle height. The difference between the distances is Total Toe.
When measured as an angle, the center line of the vehicle is zero degrees (0~, 0.00~, or 0~00') and the angle of a line drawn through the
center of the tire and wheel, as viewed from the top, is the Toe angle for the individual wheel.
6. Nissan Total Toe specifications are given two (2) ways:
Distance: Millimeters and Decimal Inches
Angle: Degrees and Minutes
The chart (Figure 5) shows the relationship between the common units of Total Toe measurement. Conversions vary with wheel size. Reference the
appropriate service manual for exact specifications.
NOTE: When adjusting Total Toe on a vehicle with oversized tires, use the angle values on the alignment machine. Oversized tires have a larger
diameter.
Seat Belts - Extender Availability
Models All Models
Date J uly 27, 1987
FRONT SEAT BELT EXTENDERS, LONGER FRONT SEAT BELTS
This Technical Bulletin contains a complete list of seat belt extenders and longer seat belt sets currently available for use on all Nissan Models
except 1987 Maxima vehicles with automatic seat belts. These assemblies should be used when body size or driving position do not allow for
proper fit of the factory installed lap-shoulder belts. Use the information in this bulletin in place of that found in previously issued Technical
Bulletin BF86-012 (TS86-082). Make note of this on page BF-30 of the 1986 Technical Bulletin Reprint Manual.
When a customer requests information regarding better fitting seat belts:
^ Inspect the original lap-shoulder belt assembly to ensure proper function. Refer to Section MA of the appropriate model Service
Manual.
^ Inform the customer that the extenders/longer seat belts are designed for his/her specific use only. Individuals who can use the standard
seat belt may not receive full restraint system protection when using an extender/longer belt.
^ If a longer belt is installed, return the old belt to the customer for use if and when the extended length belt is no longer required.
Listed below are the revised part numbers for the extenders and longer seat belts with the applied models. These belts should be provided to the
customer free of charge, and should be ordered through the Parts Department system. They are available only in black.
I. EXTENDERS
PART NUMBER APPLIED MODEL
86848-01A00 *1974-78 B210 (NSK Warner) 1975-78 280ZX
1974-76 610 1976-78 F10
1974-77 710 1977-80 810
86848-01A01 1979-81 210 (2-Door) 1979-81 280ZX
1979-81 310
86848-01A02 1981 Maxima
I. EXTENDERS (CONTINUED)
86848-01A03 1982 210 (2-Door) 1982-84 Maxima
1982 310 1982-83 280ZX
86848-01A04 1984-86 300ZX 1986-87 Stanza Wagon
1985-87 Maxima
86848-01A05 *1974-76 B210 (Takata)
1976-78 620
86848-01A06 *1977-78 B210 (Takata) 1979 Truck
1977-79 200SX
86848-01A07 1979-82 210 (4-Door)
1980-81 200SX
86848-01A08 1982.5-86 Sentra (4-Door) 1987 Pathfinder
1983-86 Pulsar (4-Door) **1983-87 Truck 1982-86 200SX (Applied date: prior to 2/86)
86848-01A09 1980-82 Truck
86848-01A10 1978-81 510
86848-01A11 1987 Sentra 1987 Van
1986-87 200SX (Applied Date: from 2/86)
86848-01A12 1987 Pulsar NX 1987 300ZX
1987 Stanza
II. LONGER SEAT BELTS (CONTINUED)
86840-D0124 (R.H.) 1982-86 Stanza (4-Door/5-Door)
86841-D0124 (L.H.)
86840-D1024 (R.H.) 1982-84 Stanza (2-Door)
86841-D1024 (L.H.)
86840-37A24 (R.H) 1982.5-86 Sentra (2-Door)
Complete Belt Set ONLY 1983-86 Pulsar NX (2-Door)
86841-37A24 (L.H.) Complete Belt Set ONLY
* 1974-78 B210 - Two seat belt manufacturers were used: NSK Warner and Takata. Be sure to check the belt for the manufacturers name
before ordering.
**No special extenders are available for 1984-1986 720 and some 1986.5 D21 U.S.A. produced trucks. However, the extender listed for
1983-1987 trucks on page 2/3 can be used if a replacement seat belt set is ordered from the parts catalogue as noted below:
1984-86 720 Truck
For U.S.A. produced 720 trucks (VIN prefix 1N6...) order the belt set for the equivalent J apanese produced 720 truck (VIN Prefix J N6...) and
the extender listed on page 2/3 will fit. Do not order any replacement seat belt set with an "S" in the 6th digit of the part number. Example: For
a 1984 Brown 2WD (K/Cab) order (Brown C-134) P/N 86840-10W11. Do not order (Brown C-134 USA make) P/N 86840-S3601.
1986.5 D21 Truck
Check the manufacturer's identification on the female buckle in the D21 truck. If the buckle is marked "TK - ", no new belt set is needed, just
order the extender listed on page 2/3 of this bulletin. If the buckle is marked with "NSK/Warner", order the correct color replacement seat belt
set (male and female halves) listed in the D21 parts catalog, and the extender listed on page 2/3 will fit. All replacement seat belt sets listed in
the D21 catalog are compatible with the extender.
NOTE:
If an extender is needed for a U.S.A. produced 720 or D21 truck, the replacement seat belt set and the installation is available at no charge to
the consumer.
CS PNC CT OPERATION OP CODE FLAT RATE
9Y 868EX 99 Install Longer Belt SH99AA 0.4/hr.
9Y 868EX 99 Install Extender(s) SH16AA 0.2/hr.
A/C - Refrigerant Oil Availability/Recommendation
Models: All Models
Section: Heater & Air Conditioner
Date: May 23, 1991
A/C COMPRESSOR OIL - NISSAN
The recommended refrigerant oil for all Nissan A/C systems is SUNISO 5GS. SUNISO 5GS is now available from SUNISO distributors in one
quart containers. When ordering the oil, specify part number L315, which is the number for a single, one quart container.
Dealers are encouraged to use one quart containers to prevent oil contamination. When left open to the atmosphere, compressor oil will absorb
moisture that renders it unfit for use. To avoid this, order one quart containers, open only one at a time, and keep them tightly sealed when not in
use.
Due to the higher operating temperatures of our latest generation of A/C compressors, a 5GS oil is required to ensure optimum compressor
performance. The use of lighter viscosity oil commonly found at auto parts supply stores can cause premature compressor failure.
A list of J ohnstone Supply outlets who stock SUNISO 5GS oil in one quart containers . There may also be other oulets in your area that carry
SUNISO 5GS. This would most commmonly be a firm specializing in industrial A/C and refrigeration supplies.
WARRANTY INFORMATION:
When billing for "SUNISO 5GS" on warranty claims, use "local" part number: LOCALCOMPR.
A/C - Refrigerant Oil Identification
AIR CONDITIONING (A/C) LUBRICANT/OIL FOR NISSAN VEHICLES
This bulletin supersedes HA94-001. (94-013, 02/01/94)
APPLIED VEHICLES: All equipped with A/C
SERVICE INFORMATION
Nissan has four different A/C lubricant/oil products available. Different systems will require different types of lubricants/oils. All R134a equipped
vehicles have a label under the hood that specifies the type of lubricant required for the system on that vehicle. A description of the type of
compressor and lubricant/oil required is also listed in the Service Data and Specifications at the end of the HA section in the appropriate service
manual. During A/C servicing, if lubricant/oil needs to be added to the system, please refer to the list of PAG (poly alkaline glycol) lubricants and
refrigerant oils listed in this bulletin.
NOTE:
Quest vehicles produced on or after November 29, 1993 with R134a refrigerant, will require a special compressor lubricant. The recommended
compressor lubricant for this vehicle only is: Type F-R134a PAG lubricant, part number KLH00-PAGQF.
A/C - Refrigerant Oil Recommendations
Section: Heater And Air Conditioner
Models: ALL MODELS
Date: FEBRUARY 14, 1991
A/C SYSTEM REFRIGERANT OIL
APPLIED MODEL: All Models equipped with A/C System
When service repairs on a Nissan A/C system require that lubricant be added to the system, please be advised that the recommended refrigerant oil
for all Nissan A/C systems is SUNISO 5GS. This oil applies to all rotary, lateral piston, and variable displacement Nissan A/C compressors.
SUNISO 5GS is available throughout the continental U.S. The name and location of the nearest SUNISO 5GS distributor may be obtained by
contacting the Virginia KMP Corporation at 1-800-527-7960.
Towing Information - Trucks With Manual Transmission
Models 1986.5-1987 Trucks
Date May 4, 1987
TOWING TRUCKS WITH MANUAL TRANSMISSION
SERVICE INFORMATION
We have received several inquiries about the limitations on speed and distance when towing Nissan manual transmission Trucks with four wheels
on the ground (such as towing vehicle behind a motorhome).
The Service Manual and Owner's Manual state that speeds below 30 m.p.h. and distances of less than 40 miles should be observed when towing
with four wheels on the ground. However, the Factory informs us that there are no limitations on speed or distance when towing 1986.5 and 1987
2WD or 4WD manual transmission Trucks. On 4WD models, tow with the manual front hubs unlocked and the transfer case in the Neutral
position.
Please note that the restrictions on towing automatic transmission vehicles are correct, and should be observed to prevent damage to the
transmission.
The Service Manual and Owner's Manual are being revised.
Exterior Trim - Cleaning Textured Plastic Surfaces
Reference:
Models: All Models
CLEANING TEXTURED PLASTIC SURFACES
SERVICE INFORMATION
The white streaks caused by car wax left on the textured plastic surfaces on some vehicles, can be removed with a small bristle brush using Vinyl
Cleaner (Nissan P/N 999MP-A5060).
^ Spray the Vinyl Cleaner onto the white streaked area.
^ Scrub the surface in a circular motion with a small, soft bristle brush (e.g., a toothbrush).
^ Wipe the surface with a clean towel.
For additional protection from streaking, apply Vinyl Protectant (Nissan P/N 999MP-A5055) according to the directions on the container.
Fuel System - Cold Weather Engine Starting Tips
Classification: PI95-005A
Reference: NTB95-120A
Date: J anuary 10, 2003
COLD WEATHER STARTING TIPS
This bulletin supersedes PI95-005. The Service Information has been amended. Please discard all paper copies of PI95-005
APPLIED VEHICLE(S):
All models
SERVICE INFORMATION
In case a vehicle is hard to start during cold weather, we suggest the following procedure.
^ These steps are a review of the procedure outlined in the Owner's Manual.
^ Use these steps when the weather is cold and the engine is hard to start.
1. Press the accelerator pedal down approximately 1/3 of the way to the floor.
2. Hold the accelerator pedal in this position while cranking the engine.
3. Once the engine has started release the accelerator pedal.
NOTE:
Do not race the engine while warming it up.
4. If the engine does not start within 15 seconds, stop cranking, wait at least 10 seconds. Then repeat steps 1 through 3.
Once an engine is started in cold weather condition:
^ You should keep the engine running for a minimum of 2-3 minutes before shutting it off.
^ Starting and stopping of the engine over a short period of time may make the vehicle more difficult to restart.
^ It may also adversely affect a vehicle's fuel economy.
Another factor which may affect a vehicles "startability" is the viscosity or thickness of the oil that is used.
^ SAE 5W-30 viscosity engine oil is preferred for all temperatures, all year-round for most models.
^ SAE 5W-30 viscosity oil makes it easier to start the engine and maintain a stable idle during warm-up.
Please communicate these cold weather starting tips to your customers.
Disclaimer
Wheels - Chrome Wheel Handling When Mounting Tires
Classification: WT06-002
Date: November 7, 2006
PRECAUTIONS FOR HANDLING CHROME TYPE WHEELS
APPLIED VEHICLE:
All Nissan vehicles with chrome type wheels
SERVICE INFORMATION
The appearance of chrome type wheels can be damaged if they are not handled correctly during wheel and tire service.
Tire Changing:
^ Make sure to use tire changing equipment that clamps (secures) the wheel from the inside (internal jaws).
^ Do not use any metal tools that may touch the outside of the wheel.
^ Tools and machine equipment that touch the outside of the rim should be made of plastic, or have rubber/plastic protective covers.
Wheel Balancing:
^ Any tools, equipment cones, or other wheel balancing equipment items should not touch the outside surface of chrome type wheels.
Wheel Alignment:
^ Alignment sensors with metal mounting hooks should not be used on chrome type wheels.
^ Some alignment equipment manufacturers may have protective rubber pads available that can be used to cover the metal mounting hooks.
Disclaimer
Technical Service Bulletin #00-033D Date: 070808
Brakes - Judder/Pedal Feel/Noise Diagnosis/Repair
Classification: BR00-004d
Reference: NTB00-033d
ALL NISSAN; BRAKE NOISE/J UDDER/PEDAL FEEL DIAGNOSIS AND REPAIR
This bulletin has been amended. The Applied Vehicles have been updated. Please discard all previous versions of this bulletin.
APPLIED VEHICLE(S):
All Nissan
SERVICE INFORMATION
^ This bulletin is to assist you in responding to customer questions about brake operation, and provides diagnostic and repair information for each
item listed, if any should occur.
^ Most brake incidents fall into the following categories:
a. Brake Noise: A squeak, squeal, clunk, or groan that occurs when the brakes are applied or released.
b. Brake J udder: A vibration that can be felt in the vehicle, steering wheel or brake pedal when the brakes are applied.
c. Pedal Feel: The effort needed to operate the brakes is too high or too low.
SERVICE PROCEDURE
1. Verify the condition by road testing the vehicle with the customer.
2. Determine the specific brake incident based on the description in the Service Information above.
3. Follow the appropriate repair procedure(s), shown below, for your specific incident.
BRAKE NOISE
^ Brakes can make a range of noises when applied or released. Some noises are normal and no repair action should be taken.
^ Use the following descriptions to identify the specific type of brake noise and the appropriate repair:
Squeak noise when the brakes are cold:
^ Usually occurs during the first few stops in the morning.
^ This is a normal condition. No service action is necessary.
Squeak noise with the brakes at normal operating temperatures:
^ Refer to technical bulletins specific to the model of vehicle regarding this incident.
^ If there are no bulletins for the car you are working on, install OE type pads using the information listed under Brake Service shown
in this bulletin and the appropriate Service Manual procedures.
Notes about brake pads and brake noise:
Original Equipment (OE) brake pads are installed on all current Nissan vehicles at the factory.
^ The OE pads use a Non-asbestos Organic (NAO) compound. The NAO material provides state of the art resistance to squeal noise.
^ These pads are available as service parts and must be used if replacing brake pads under the terms of the Nissan new car warranty.
Key Value brake pads are also available as a high quality service replacement part at a very attractive price.
^ These pads use a semi-metallic compound, similar to the material used in Nissan OE pads prior to the introduction of the NAO
compound.
^ Key Value semi-metallic pads offer excellent braking performance but do not offer the same level of noise resistance as the OE-NAO
pads.
^ Service customers have varying sensitivity to brake noise and the individual customer must decide which product best suits his or her
requirements, balancing price and noise resistance.
^ Make sure the Service Advisor adequately explains the differences between Key Value brake pads and Nissan OE-NAO brake pads to
the customer when discussing brake service.
Loud continuous squeak/squeal noise:
^ Occurs with or without braking.
^ This is a normal brake function. It occurs when the brake pad wear indicators contact the rotor.
^ It indicates the brake pads are worn out and need to be replaced. Install new brake pads using the information listed under Brake Service
shown in this bulletin and the appropriate Service Manual procedures.
Groan noise when slightly releasing the brakes after coming to a stop:
^ This is sometimes called "creep groan".
^ It is a normal condition. No repair or service is necessary.
Groan noise during stopping:
^ Usually caused by glazing of the rotor's surface as a result of heavy or frequent braking.
^ Refer to technical bulletins specific to the model of vehicle regarding this incident.
^ Replace the brake pads, then resurface the rotors and finish them with sand paper. Refer to Brake Service shown in this bulletin for
additional detail.
Single clunk noise from front suspension when applying the brakes:
^ The noise is a result of the brake pads shifting in the direction of rotor rotation when the brakes are applied.
^ Can be duplicated by lightly touching the brake pedal.
^ If the brake pedal is pushed hard, the noise is less likely to occur.
^ Make sure the brake pads and pad hardware (shims, springs, clips, etc) are installed correctly.
^ Refer to ASIST for vehicle specific brake service information.
^ Refer to Brake Service shown in this bulletin for additional detail.
Multiple clunk noise and/or pedal pulsation that occurs only one time after the engine is started:
^ This is a normal ABS Self Check noise. No service action is necessary.
^ The vehicle's ABS system performs a self check. On some models this self check occurs with the first application of the brakes after the
engine is started. On other models the self check occurs the first time the vehicle reaches 5 mph after the engine is started.
Rear Brake Squeal:
^ Usually due to an accumulation of brake dust and dirt between the pads/shoes and rotors or drums.
^ Clean all dust and dirt from the brake shoes, backing plates and related components.
WARNING:
Brake dust may be hazardous if inhaled. Refer to the Service Manual (ESM) for brake dust precautions and use approved brake cleaning
equipment.
^ Refer to ASIST (Service Bulletins and ESM) for correct installation and lubrication of brake pads, caliper parts, and hardware.
CAUTION:
Do not get grease on the brake pad friction surface.
BRAKE J UDDER
^ Brake J udder is caused by rotor thickness variation and/or rotor run out.
Rotor Thickness Variation: When the inner and outer surface of the rotor are not flat and not parallel, the brake pads will travel in and out
as they follow the low and high spots on the rotor (see Figure 1).
Rotor Run Out: If the brake rotor is not true to the hub center, the brake pads contact one point on each side of the rotor with each wheel
rotation, even if the brakes are not applied. Over time, this point contact will cause the rotor to wear more in these areas and cause rotor
thickness variation (see Figure 2).
^ This motion of the brake pads is transferred through the caliper pistons and is felt in the brake pedal as a pulsation. In severe cases it
can also cause a back and forth oscillation in the steering wheel.
Vehicle Storage:
^ If the vehicle is not operated for periods of time, the area of the brake rotors not covered by the brake pads will rust.
^ The friction characteristics between the rusted and un-rusted areas of the rotor braking surface will be different.
^ This difference may cause brake judder at low and/or high mileage, even after the rust wears off.
Lug Nut Overtorque:
^ Another contributor of brake judder is lug nut overtorque. This can occur if the lug nuts are over tightened, especially with an air impact
wrench.
Brake J udder Repair
^ Brake judder incidents must be corrected by turning the rotors with a ProCut(TM) PFM series On-Car Brake Lathe.
^ Refer to NTB04-094 for information on using this lathe.
^ If the rotors are replaced, make sure you index them to the axle hub to ensure minimum runout (see Rotor Indexing shown in this
bulletin).
PEDAL FEEL
^ Some customers may say that the brake pedal feels too high or low when applying the brakes.
^ This may indicate the brake system needs service or it may be the result of the customer comparing the feel of the brakes in a new car
with the feel of the brakes in a previous car.
^ Road test the vehicle with the customer. Compare brake operation to a "know good vehicle and determine if brake service is necessary. If
so, refer to the following service items:
a. Inspect the brake calipers and make sure they are correctly installed and sliding freely.
b. Inspect the front and rear brakes and make sure the brake pads and/or shoes are properly installed.
c. Bleed all air from the brake system.
d. Make sure the brake pedal stroke and free play are adjusted correctly. Refer to the BR section of the appropriate service manual.
NOTE:
Use Essential Tool J -46532 (Brake Pedal Height Tool) for brake pedal height check and adjustment. This tool is available from
TECH-MATE.
BRAKE SERVICE
To ensure a high quality brake service be sure to:
1. Finish rotors properly.
^ This is one of the most important aspects of preventing and eliminating brake noise.
^ Use the ProCut(TM) PFM series on-car brake lathe. It has been chosen as the approved tool for rotor resurfacing (refer to NTB04-094 for
additional information).
2. Correctly install pads and shims.
IMPORTANT:
Correct installation and lubrication of brake pads and all caliper parts and hardware is essential for proper brake operation and will help
dampen noise-causing movement and vibrations.
^ Refer to ASIST (Service Bulletins and ESM) for correct installation and lubrication of brake pads, caliper parts, and hardware.
CAUTION:
Do Not get grease on the brake pad friction surface.
3. Perform the following post-installation checks.
^ Confirm that brake pads fit snugly in the calipers. Replace worn components as necessary.
^ Test drive after repairs and burnish the new brakes. This will influence brake performance, including noise.
a. Drive the vehicle on a straight smooth road at about 30 mph (50 kph).
b. Use medium brake pedal/foot effort to bring the vehicle to a complete stop from about 30 mph (50 kph). Adjust your pedal/foot
pressure so that the vehicle stopping time is 3-5 seconds.
c. Cool the brake system by driving at about 30 mph (50 kph) for approximately one minute without stopping.
d. Repeat steps 1, 2, and 3 ten times to complete the burnishing process.
4. Follow-up to ensure customer satisfaction, safety, and proper brake performance.
^ Confirm the procedures described in steps 2 - 4 above have been strictly followed.
ROTOR INDEXING
When installing a new rotor, a rotor that has been surfaced off the car, or a rotor that has been removed for any reason, use the following
indexing procedure to ensure the minimum amount of rotor run-out.
1. Make sure the rotor is fully contacting the hub. Clean the rotor-to-hub surface if it is rusty.
NOTE:
For cleaning the hub surface, specifically around the wheel studs, it is recommended to use the Wheel Hub Cleaning Kit #J -42450-A,
which can be ordered from Nissan TECH-MATE.
2. Install the rotor and all lug nuts. Tighten the lug nuts to 40 ft-lbs (for this indexing process only).
3. Place a reference mark on the rotor and hub.
4. Measure rotor run-out with a dial indicator. If the run-out is above limit continue with step 5.
For more detail of the run-out limit refer to the ESM.
5. Remove the lug nuts and shift the position of the rotor one lug clockwise, then reinstall the lug nuts and torque to 40 ft-lbs (again, for this
indexing process only).
^ Repeat step 4 and 5 until the rotor is positioned with the least amount of runout.
6. After you find the position with the least amount of runout, if the runout is still more than the limit, you'll need to turn (resurface) the new
rotors using the ProCut(TM) PFM Series on-car brake lathe.
CLAIMS INFORMATION
Please reference the current Nissan "Warranty Flat Rate Manual" and submit your claim(s) using the Operation Code (Op Code) or combination of
Op Codes that best describes the operations performed.
Disclaimer
Technical Service Bulletin #99-048U Date: 080808
Battery/Starting/Charging System - Testing
Classification: EL99-016U
Reference:L NTB99-048U
BATTERY / STARTING / CHARGING SYSTEM TESTING
This bulletin has been amended to apply to all current production models. Please discard all earlier versions.
APPLIED VEHICLES:
All Nissans including Altima Hybrid HEV* 12 volt battery
*For information on using this tool with Altima Hybrid 12 volt batteries, refer to NTB07-007.
SERVICE INFORMATION
The Midtronics GR-8 Battery and Electrical Diagnostic Station is the factory-approved battery, starter, and alternator tester.
^ For warranty documentation purposes; as of September 30, 2008 the GR-8 is the only approved diagnostic tool for batteries, starters, and
alternators.
^ Print-outs from this tester are required for claim reimbursements related to batteries, starters, and/or alternators.
^ For additional information regarding claims reimbursements refer to the current Nissan Assurance Products Resource Manual.
^ For the complete GR-8 User Guide, refer to ASIST - TOOLS & EQUIPMENT.
^ Additional tools and replacement parts can be ordered from TECH-MATE option 1.
^ This essential tool was shipped to your dealership and invoiced to your Nissan Non-Vehicle account in three equal installments of $641.00 (plus
applicable taxes) in accordance with your dealer agreement with Nissan North America, Inc. This price includes both the GR8-1200-NI and the
EXP-800-NI shipped in April 2008.
Disclaimer

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