Of course, the Nissan X-Trail can also be front-wheel drive, but unlike its “relative” in the face of the Nissan Qashqai, there are very few single-wheel drive cars. And the all-wheel drive with the electromagnetic clutch that has become familiar to Japanese and Asian cars in the rear axle drive is made as simple and quite effective as possible. It is enough to overcome small obstacles, although it does not tolerate long-term slippage and tightness on heavy ground. After a run of 50-70 thousand kilometers, the clutch usually requires flushing and reassembly, otherwise by the end of the same run, damage to the electromagnet, and possibly bearings due to corrosion, can be expected, and this will cost at least 50 thousand rubles for a new clutch and bearings, and the work is not worth a penny.
The clutch together with the main gear should be opened and cleaned immediately after overcoming deep fords: the breather often lets water through. However, in this case, the wheel bearings, most likely, will not last long either, and it is better to once again treat the body with anticorrosive and wash it from below. Yes, this car is not intended for such tests.
On the mechanical part of the complaints about the transmission at least. But something still needs to be done.
On running cars, you need to carefully check the anthers of the CV joints. And after one and a half hundred thousand mileage, it is worth proactively updating the lubricant in the hinges, without waiting for the start of their overheating and the appearance of noise.
The cardan shaft after the same one and a half to two hundred thousand mileage will require the replacement of an intermediate support, and in case of severe operating conditions, also crosses, since non-original parts are inexpensive.
The transfer case, which is actually just a bevel gear here, holds up well. If you change the oil and do not overload, then there are no special problems with it. With a gasoline 280-horsepower turbo engine, it can be “rolled up”, and in all other cases, damage to the shafts and bearings is associated with untimely maintenance, leaks and water ingress into the mechanism, or with an imbalance in the cardan shaft. By the way, gearboxes from cars before and after restyling are conditionally compatible: the cases differ minimally, but when replacing, you may need to work as a grinder.
The gear selection mechanism of manual transmissions loses a lot of selectivity with age due to stretching of the cables and loosening of the ball joint of the lever. And the dual-mass flywheel has a poorly predictable resource. It is good that, if desired, it is possible to change the clutch to a conventional damper one.
After 200 thousand mileage, one can expect a deterioration in the inclusion of the third or fourth gear due to aging synchronizers, and those who like to drive with noticeably lower mileage often suffer from the second gear synchronizer. On this, with careful maintenance and maintaining the oil level, everything ends, but remember that in a manual transmission, you also need to change the oil sometimes.
Most of the cars are equipped with automatic transmission. Here is installed a box of a Nissan subsidiary - Jatco model RE4F04B, which is rightfully considered one of the most successful automatic transmissions of its time. True, there are only four steps, and by the middle of the 2000s it was already obsolete, but it is reliable and provides good dynamics and comfort. I would say that it is eternal, but the operation in Russia makes it possible to doubt the reliability of anything.
For most drivers, with a run of over 250 thousand kilometers, they will require replacement of the gas turbine engine blocking lining. But there are always chances that the mileage is rolled up or a "racer" was driving that made the box literally "burn at work".
In twitching or slipping in third or fourth gears, the brake band is usually to blame. It is here that it ages first of all, and is very sensitive to oil pollution: it starts to work harshly.
A set of solenoids can fail prematurely due to excessive contamination or overheating, and the automatic transmission selector quite often causes a transition to emergency mode.
All other repairs are the consequences of either a very high mileage, or operation on dirty oil with overheating. The box rises completely only when half of the friction clutches “die”, or pieces of metal have destroyed the planetary gear or valve body. That's good, but only if you don't buy a "slightly twitchy" box. It is usually already a complete "corpse" inside, so almost everything will have to be changed. However, this is the fate of almost all reliable equipment: there will always be someone who will purposefully look for something that can be “killed” for a long time, and that will not break from his style of handling equipment right away.
Frequent oil changes, an additional radiator and an external filter are recommended but not absolutely necessary.
Motors
Nissan X-Trail was equipped mainly with two engines: gasoline engines of 2.0 and 2.5 liters of the QR20DE and QR25DE series. It is very rare to find supercharged engines of the SR20VET series (2 liters and 280 forces) and a 2.2-liter diesel engine of the YD22DDTi series. We have such motors - exotic. I can only say that the Nissan turbo engines of this generation are considered very successful, but the diesel engines of our own design are capricious in terms of fuel equipment and very leisurely even in the DCi version, although they are quite strong.
The general difficulties of Nissan engines on the X-Trail are rather weak radiators, unstable pressure in the cooling system due to an unsuccessful plug, often leaking system pipes, somewhat capricious ignition coils and an intake system with weak corrugations prone to depressurization.
Radiator
original price
11 707 rubles
Of the most dangerous troubles for the engine and the car, I will name the loss of tightness of the gas line under the hood at the place of the quick-detachable connection: the seal ring “dubs”, and leaks gradually appear. The second is weak and corroding spring clamps on almost all elements of the cooling system, which over time can simply fall apart. On older cars operated in the northern regions, after 5-6 years, engine mounts suffer greatly.
Almost all aging problems begin to show up after 150,000 miles. On this run, the chances of overheating and simply failures of the control system increase dramatically. All this does not have the best effect on the condition of the motors, especially when operating in our northern regions. Winter starts at a temperature of -30-35 degrees are quite affordable for these motors, but the chances of ruining the motor increase dramatically, which is reflected in the failure statistics.
Atmospheric gasoline 2.0 and 2.5-liter engines are close relatives, although the degree of their unification should not be overestimated. They differ in the cylinder block, the location of a number of nodes, intake, camshafts and auxiliary systems.
The resource of a larger engine is in fact less than a two-liter one. There is a greater tendency to overheat and a higher load on the piston and crankshaft. But in any case, it all depends on the style of operation. When changing the oil at least once every 10 thousand, if the engine is not raped with cold starts all winter, and in the summer they do not overheat in endless traffic jams and trips through the sands, the two-liter engine will start eating oil at a run of 250-280 thousand kilometers, and the appetite will grow steadily due to piston wear. If you do not miss the oil level, and replace the catalyst with a European metal one or remove it altogether, then the motor will almost certainly last up to 350-400 thousand mileage, which is an undoubted indicator of success for such a simple and cheap design.
In the photo: under the hood of the Nissan X-Trail FCV (T30) "2003–07 The 2.5-liter engine acquires an oil appetite a little earlier. Cases of its occurrence with runs significantly less than 200 thousand mainly appear for the following reasons: either the mileage is twisted, or the catalyst was not changed in time for a recall campaign, or the engine overheated. Because it seems to be a reliable motor, but it has enough nuances.
Ignition coil
original price
2 670 rubles
First, the catalyst. The design with a catalytic converter and a ceramic catalyst on Nissan cars turned out to be not very resourceful, and after hundreds of thousands of runs, especially with winter starts, the catalyst began to “dust”. And some of the dust was sucked back into the cylinders, contributing to a sharp increase in wear on the piston rings and the top of the cylinder and increasing the chances of scoring. The problem was noticed, and since 2003-2004, all cars received a catalyst on a metal substrate, which is noticeably more resistant to overheating and almost does not produce dust during destruction. The measure turned out to be effective, so restyled engines without major repairs with high mileage are much more common than pre-styling ones.
At the same time, they also abandoned a strange solution in the cooling system, which contributed to the early coking of the rings. In addition to the standard thermostat, which, at an opening temperature of 82 degrees and a full opening of 96, maintains a very gentle temperature regime of the motor, another one is installed here, which provides accelerated heating of the cylinder block to 95 degrees. The idea is quite simple: until full warm-up, there is practically no circulation of liquid in the block, and only after 95 degrees does the antifreeze go through the block in full. This helps to quickly reach the optimal temperature regime for the engine to meet environmental standards, but this technology has its own unpleasant features. Firstly, most of the time of operation there is a large temperature gradient between the cylinder head and the cylinder block, which increases the load on the gas joint and leads to its depressurization. Hence - the regularly "blowing" cylinder head gasket on cars before restyling. Secondly, an increase in the temperature of the block to hundreds of degrees increases the temperature of the piston rings and the piston itself, which is expressed in a tendency to coking. Well, and the last thing: the circulation of the liquid with the second thermostat closed is less, and in cars the stove in the cabin does not heat well until it is completely warmed up.
Pictured: Nissan X-Trail (T30) "2001–04 Cylinder blocks and cylinder heads before and after restyling have differences in the design of the cooling jacket. On a pre-styling engine, you can simply remove the second thermostat without any obvious negative consequences. But putting a thermostat in a new cylinder head will not work. But you can put the old cylinder head on a new block - in this case, installing an additional thermostat is simply harmful.
But with runs above 250-280 thousand, the engine eats oil not only because of the cooling system and catalyst. Despite the low opening temperature of the main thermostat, the temperature of the cylinder head in many modes still remains quite high. And valve stem seals after 5-6 years of operation are already starting to leak. Oil leakage from above contributes to the occurrence of compression rings, which increases the risk of occurrence of oil scraper and increases the flow of crankcase gases through the ventilation system. And this speeds up the coking process.
The design of the piston is also not perfect: the rings are thin, the oil drain is designed for low-viscosity oils, and the motor does not like operation with constant underheating. In the presence of a serious oil appetite, sloppy owners almost always bring the matter to the lifted liners and the killed oil pump. The oil level sensor is too low, and the crankcase has a weak anti-drain system, so in sharp left turns with a low level, the pump draws air.
Structurally, the motor is not complicated. Its block is made of aluminum, the sleeves are cast iron, the timing drive is chain, there is only one phase shifter.
Timing chain 2.0 QR20DE
original price
2 039 rubles
At 170-200 thousand timing chains usually need to be changed, and with stars. With good oil, the resource is longer. There are cases when chains pass more than 250 thousand, but this is rare.
With a run of about 80-120 thousand kilometers, the valves will have to be adjusted, and then every 50-60 thousand kilometers the procedure will need to be repeated.
The motor really does not like old candles and dirty fuel. Everything is clear with old candles, no one likes them. And the fuel is often very dirty due to the nature of the fuel tank. The fuel system requires periodic flushing, and nozzles even need to be replaced.
It is worth noting that the prices for even original parts are low, and a typical overhaul is almost cheaper than on domestic engines.
SR20VET is a legendary motor, it is the most powerful production version of the motor on the SR20 block. The variant with the Garrett T28 turbine with a power of 280 horsepower is notable for its reliability, which is quite good by the standards of highly accelerated engines. There is also an aluminum block and cast-iron sleeves, the camshafts are also driven by a chain, but there are hydraulic lifters. And he has no problems in the cooling system. And an oil burner for him on a stock piston is a rarity, usually this motor dies for a different reason.
In the photo: under the hood of the Nissan X-Trail (T30) "2000–2003 The diesel engine YD22DDTi is rare and only on European cars. The motor is chain and quite strong mechanically. The main engine problems are either related to the fuel equipment, or exhaust manifold cracks, EGR system, dirty intake or clogged injectors.
Here is the Common Rail system of one of the first generations, and it is quite capricious. Dirt in a diesel fuel tank is even more of a threat than for a gasoline engine, so filters need to be changed often, and the cleanliness of the tank must be carefully monitored.
original price
3 681 rubles
High mileage engines can have severe cylinder head corrosion with cracks between valve seats and gas leaks into the cooling jacket. We strongly recommend that you examine the motor with an endoscope when buying. True, the glow plugs sometimes stick here so that they cannot be removed.
On a car after restyling, you can find a particulate filter. Do not expect good from him, he is not very well compatible with this motor.
In general, a diesel engine is not at all bad, but due to the low prevalence and capriciousness of fuel equipment, it is highly not recommended for purchase.
Summary
Nissan was very late with the launch of the crossover, but took into account the mistakes of competitors and tried to do everything “right.” In many ways, this is why a car with a far from ideal technical side has managed to become quite popular in Russia.
Pictured: Nissan X-Trail (T30) "2004–07 The balance between "jeep" and "minivan" was chosen very precisely, besides, the car is really inexpensive to operate and repair. Of course, the body slowly but surely rots, and the engines of early releases are prone to the appearance of an oil appetite with low mileage, but car owners are usually satisfied with them. At least until they switch to something more reliable or more comfortable.
I can only recommend that you carefully check the body when buying and try to buy a car after restyling or with an already overhauled engine, without a problematic ceramic catalyst and without an extra thermostat. You can not be afraid of automatic boxes and all-wheel drive. Unless, of course, they work, and you are ready for the fact that they will have to be serviced.
Would you take the first generation Nissan X-Trail?
Modifications Nissan X-Trail T30
Nissan X-Trail T30 2.0MT
Nissan X-Trail T30 2.0AT
Nissan X-Trail T30 2.2 DMT
Nissan X-Trail T30 2.2D MT 136 hp
Nissan X-Trail T30 2.5MT
Nissan X-Trail T30 2.5AT
Odnoklassniki Nissan X-Trail T30 for the price
Unfortunately, this model has no classmates...
Owner reviews Nissan X-Trail T30
Nissan X-Trail T30, 2002
We took a Nissan X-Trail T30 with a mileage of 115 thousand kilometers, but the previous owner was a "pilot", and we got a technically flawless car. Within six months, we wound 10 thousand kilometers on a variety of roads. Feelings are mostly positive. The car holds the road more than perfectly: on ice or in a downpour, the ride is as predictable and confident as on a dry road. The feeling of complete security, as in an armored personnel carrier. There were no breakdowns. Unless he changed the "signal". The automatic transmission is somewhat thoughtful, but when you start at a traffic light, it is optimal to start moving a second after changing gear from neutral, in which case everything is fine. The power is sufficient, although the Nissan X-Trail T30 does not climb well. On steep climbs it slows down. The motor is not noisy and does not differ in appetites: it consumes 12 liters in the urban cycle and 10 liters on the highway. Slightly eats up oil - about 100 grams per thousand kilometers. The interior design of the Nissan X-Trail T30 is quite good: light leather trim, comfortable seats, an unusual and convenient location of the instrument panel in the center. True, there are also disadvantages: there are no armrests, even if there is a place to install them.
Advantages : reliability, fuel consumption, review, head lighting.
Flaws : stock audio system.
Alexander, St. Petersburg
Nissan X-Trail T30, 2003
The car was assembled in late spring in 2003. Acquired at a dealership showroom in 2003 in the fall. Production - Japan. 2.0-liter naturally aspirated engine, four-speed automatic transmission, three connection modes and an overdrive option. With a range of 147 thousand kilometers with active driving on a variety of roads, there were almost no interruptions in the technical part. For 140 thousand kilometers, the anthers on the shock absorbers, rear wheel bearings, front brake discs with pads, alternator belt were replaced. The excellent build quality of the Nissan X-Trail T30 from Japan cannot but rejoice, the parts are also good, especially the plastics and gaskets.
The cabin of the Nissan X-Trail T30 is comfortable and has a lot of space, five adults and luggage can easily fit for a long journey. A well-organized luggage compartment with convenient transformation options - if you fold both rear seats, you can put your skis. I especially like the huge sunroof. Actual fuel consumption: on the highway - from 8 to 9 liters per hundred, in the city - from 12 to 13 liters per 100 kilometers, in the combined cycle - from 9.5 to 11 liters per "hundred". The Nissan X-Trail T30 is controlled easily and clearly, the steering wheel is informative, the power steering does not limit the possibilities for dynamic driving. Tight turns can be entered well thanks to the ESP system. In short, there are more than enough positive qualities.
Advantages : like almost everything.
Flaws : interior soundproofing.
Valery, Moscow
Nissan X-Trail T30, 2004
I own a 2004 Nissan X-Trail T30. Panoramic sunroof - that's certainly a thing. When fireworks were fired, a brother of 100 kg in weight and with the appropriate dimensions leaned out and watched without any problems. Cool arrangement of adjustments for the music system and cruise on the steering wheel. Cruise control on the highway is often very handy, it is possible to relax the lower limbs, in addition, you can adjust the gas manually. I often ride in the mountains and the 2.5-liter engine does an excellent job with the image of a very nimble car. Not so long ago I rode a new version of RAV-a, which pleased me - the interior, but there is nothing special in it, unlike the Nissan X-Trail T30, as for me, it is not too good. The car is useful in any situation, on any road. A huge number of boxes are great opportunities to change the luggage compartment and easy to clean. Overcame 22,000 kilometers there are no problems. By winter, I bought promotional tires with alloy wheels, albeit without spikes, but they show themselves well on domestic, let's put it this way, difficult routes.
Advantages : body design, power, dynamics, reliability.
Flaws : hard plastic interior.
Pavel, Novosibirsk
The first generation Nissan X-Trail crossover was introduced by a Japanese company in 2001, and it was based on the Nissan FF-S platform (on which Primera and Almera had previously been created).
The production of the car was carried out until 2007, when it was replaced by the second generation model.
The "first" Nissan X-Trail is a compact crossover with a five-seat interior layout. The length of the car was 4510 mm, width - 1765 mm, height - 2625 mm, wheelbase - 2625 mm, and its ground clearance was 200 mm.
In curb condition, the "first X-Trail" weighed from 1390 to 1490 kg, depending on the configuration, engine, gearbox and transmission.
For the first generation X-Trail, two petrol engines of 2.0 and 2.5 liters were offered, producing 140 and 165 horsepower, respectively. There was also a 2.2-liter turbodiesel, the return of which was 136 "horses". The motors worked in tandem with a 5- or 6-speed "mechanics" and a 4-band "automatic", with front or all-wheel drive.
An independent spring suspension was installed front and rear on the X-Trail T30. Ventilated disc brakes are used on the front wheels, and disc brakes on the rear wheels. The steering was supplemented by an amplifier.
The first generation Nissan X-Trail crossover is well known to Russian motorists, as it was in good demand in our country. Among the advantages of the car, one can note an attractive and brutal appearance, general reliability, good off-road qualities for an SUV, a roomy interior, confident behavior on the road, comfortable suspension, good dynamics and controllability, maintainability and relatively affordable spare parts.
The disadvantages of the crossover include the average quality of the paintwork, the presence of unnecessary noise at high speeds, not too fast automatic transmission and uncomfortable seats.
Modifications Nissan X-Trail T30
Nissan X-Trail T30 2.0MT
Nissan X-Trail T30 2.0AT
Nissan X-Trail T30 2.2 DMT
Nissan X-Trail T30 2.2D MT 136 hp
Nissan X-Trail T30 2.5MT
Nissan X-Trail T30 2.5AT
Odnoklassniki Nissan X-Trail T30 for the price
Unfortunately, this model has no classmates...
Owner reviews Nissan X-Trail T30
Nissan X-Trail T30, 2002
We took a Nissan X-Trail T30 with a mileage of 115 thousand kilometers, but the previous owner was a "pilot", and we got a technically flawless car. Within six months, we wound 10 thousand kilometers on a variety of roads. Feelings are mostly positive. The car holds the road more than perfectly: on ice or in a downpour, the ride is as predictable and confident as on a dry road. The feeling of complete security, as in an armored personnel carrier. There were no breakdowns. Unless he changed the "signal". The automatic transmission is somewhat thoughtful, but when you start at a traffic light, it is optimal to start moving a second after changing gear from neutral, in which case everything is fine. The power is sufficient, although the Nissan X-Trail T30 does not climb well. On steep climbs it slows down. The motor is not noisy and does not differ in appetites: it consumes 12 liters in the urban cycle and 10 liters on the highway. Slightly eats up oil - about 100 grams per thousand kilometers. The interior design of the Nissan X-Trail T30 is quite good: light leather trim, comfortable seats, an unusual and convenient location of the instrument panel in the center. True, there are also disadvantages: there are no armrests, even if there is a place to install them.
Advantages : reliability, fuel consumption, review, head lighting.
Flaws : stock audio system.
Alexander, St. Petersburg
Nissan X-Trail T30, 2003
The car was assembled in late spring in 2003. Acquired at a dealership showroom in 2003 in the fall. Production - Japan. 2.0-liter naturally aspirated engine, four-speed automatic transmission, three connection modes and an overdrive option. With a range of 147 thousand kilometers with active driving on a variety of roads, there were almost no interruptions in the technical part. For 140 thousand kilometers, the anthers on the shock absorbers, rear wheel bearings, front brake discs with pads, alternator belt were replaced. The excellent build quality of the Nissan X-Trail T30 from Japan cannot but rejoice, the parts are also good, especially the plastics and gaskets.
The cabin of the Nissan X-Trail T30 is comfortable and has a lot of space, five adults and luggage can easily fit for a long journey. A well-organized luggage compartment with convenient transformation options - if you fold both rear seats, you can put your skis. I especially like the huge sunroof. Actual fuel consumption: on the highway - from 8 to 9 liters per hundred, in the city - from 12 to 13 liters per 100 kilometers, in the combined cycle - from 9.5 to 11 liters per "hundred". The Nissan X-Trail T30 is controlled easily and clearly, the steering wheel is informative, the power steering does not limit the possibilities for dynamic driving. Tight turns can be entered well thanks to the ESP system. In short, there are more than enough positive qualities.
Advantages : like almost everything.
Flaws : interior soundproofing.
Valery, Moscow
Nissan X-Trail T30, 2004
I own a 2004 Nissan X-Trail T30. Panoramic sunroof - that's certainly a thing. When fireworks were fired, a brother of 100 kg in weight and with the appropriate dimensions leaned out and watched without any problems. Cool arrangement of adjustments for the music system and cruise on the steering wheel. Cruise control on the highway is often very handy, it is possible to relax the lower limbs, in addition, you can adjust the gas manually. I often ride in the mountains and the 2.5-liter engine does an excellent job with the image of a very nimble car. Not so long ago I rode a new version of RAV-a, which pleased me - the interior, but there is nothing special in it, unlike the Nissan X-Trail T30, as for me, it is not too good. The car is useful in any situation, on any road. A huge number of boxes are great opportunities to change the luggage compartment and easy to clean. Overcame 22,000 kilometers there are no problems. By winter, I bought promotional tires with alloy wheels, albeit without spikes, but they show themselves well on domestic, let's put it this way, difficult routes.
Advantages : body design, power, dynamics, reliability.
Flaws : hard plastic interior.
Pavel, Novosibirsk
OPTICAL ILLUSION
A formidable appearance is deceptive - sometimes they remember this too late, when they tear off a hanging neutralizer or rear suspension arms off-road. The latter often suffer because of the hack-work of the “dismantling-collapse” masters who do not bother to check the condition of silent blocks. If the connection is soured, which often happens already by 40–60 thousand km, the rubber, additionally twisted with such an adjustment, works at extreme angles and quickly breaks. Tip: if we do not plan to adjust the angles of the wheels, we mark the position of the fastener relative to the subframe, turn it inside out and generously lubricate it, for example, with Movil. We collect, of course, by labels. The corners will remain unchanged, and now you can forget about internal silent blocks up to 120-130 thousand km. External ones, although they last longer, will also have to be changed - the levers are sold only as an assembly. By 80–100 thousand km, the stabilizer will remind you of itself with a clatter of broken bushings, shock absorbers with sweaty rods, and double-row ball bearings of the hubs with a rumble. The latter, however, may vote earlier. Change bearings separately. They cost a lot - 3800 rubles, so it's a sin to save on hundred-ruble retaining rings.
The front suspension is more durable. Up to 150 thousand km, only penny stabilizer bushings will have to be changed. Racks (bones), silent blocks, ball and steering tips easily nurse up to 160–180, and sometimes up to 200 thousand, of course, if you don’t finish them in a rut. Surprisingly, aluminum levers are not afraid of salt - unlike some European ones.
ARMOR STRONG
The body has also proven itself well: it does not creak, does not rust. The front fenders are completely plastic - they don’t care about anything, except for ... severe frosts. It happened, burst almost spontaneously, but this rarely happens. The paint holds up well, but the chrome on the door handles, grille and molding above the rear number peels off quite often. It's a shame that Nissan does not offer alternatives - painted parts or simply "in plastic". You have to put up with a shabby look.
We also put up with the potential for safety - according to the results of EuroNCAP, the model earned only 9 points for a frontal impact. Summed up a significant displacement of the pedals and a high load on the chest from the straps of the belts. However, taking into account the well-tolerated side crash test and an additional two points for the seat belt warning indicator, the result was four stars. Not bad for those years.
On the cars of the first batches, there were problems with the hatch, which sometimes began to open and close itself. The drive was changed under warranty, so the old design is unlikely to be found. Sound signals rot regardless of the year of manufacture, but they are not so expensive, and changing it yourself is not a problem. But the howl of the heater, especially in the cold, is much more difficult to treat - you need to disassemble half the cabin. If you can’t stand the squealing anymore, don’t spend money on a new motor - it’s expensive, it’s better to lubricate the rotor bushings in the old one. From experience: after such prevention, the node sometimes calms down forever.
VOLVO FIRE SYSTEM
On cars before 2004, there were problems with the converter (the so-called catolector), caused by a non-optimal program of the engine control unit. In some transient conditions, the mixture was excessively enriched, which is why the converter was not able to burn the excess, overheated and collapsed. Since it is located close to the engine (to warm up faster), ceramic particles also flew into the cylinders, leading to wear of the cylinder-piston group and, as a result, to increased oil appetite.
Front suspension, rear view. In addition to the stabilizer bushings (circle), it is unlikely that it will require investments of up to 150 thousand km. Brake pads serve 30-40 thousand km (AKP-MKP), discs - twice as long.Front suspension, rear view. In addition to the stabilizer bushings (circle), it is unlikely that it will require investments of up to 150 thousand km. Brake pads serve 30-40 thousand km (AKP-MKP), discs - twice as long.
The antidote was soon found - the control units were reflashed en masse. Since 2004, the converter itself has also been changed, moving the honeycomb away from the “spider” and making the cells larger - if a grain comes off, it will most likely fly into the pipe, and not into the engine. Such cars, of course, are preferable. However, many old neutralizers are still working to this day - if the intervention in electronics turned out to be timely, there were no fatal consequences in the future. The craftsmen solved the problem simply - they removed the honeycombs, but such a number passed only on a car for our market. European and American systems of management are “sharpened” for more stringent environmental standards; there the second oxygen sensor just can not be deceived.
STOP, TANKER!
2.0 liter engines (QR20) on machines with an automatic machine often started to triple when gas was released due to abundant carbon deposits on the exhaust valves. The drivers themselves (more often ladies) are to blame for this - they drive very carefully, and the automatic machine, when driving calmly, shifts gears at too low speeds, and soot simply does not burn out. It is worth "lighting up" - the problem goes away, but in advanced cases, even flushing the nozzles directly on the motor does not save - while the resins are partially washed off from the valves. Fortunately, there were no cases of burnout of plates and saddles, and the repair was limited to mechanical cleaning of carbon deposits and grinding. After it, do not forget to adjust the valve clearances by selecting the height of the pushers.
If the idle speed began to float, we flush the throttle assembly and be sure to calibrate it - we “acquaint” the control unit with the new limit positions of the damper, for which we need a dealer scanner. If the engine "eats" oil, for example, because of the converter mentioned above, then flushing will be required almost at every maintenance - another argument to give the engine to the bulkhead.
HEAVY FUEL
Diesel versions were not in great demand with us. There are about 15% of them in the secondary market - mainly from Europe. When buying this option, do not skimp on the diagnosis. In addition to the body (it's no secret, they often bring broken ones), we check the characteristic diesel sores, first of all, the boost pressure sensor and the bypass valve - both, which pleases, are relatively inexpensive. On Russian cars, a charge air cooling radiator is added to them.
The rear suspension arms are more often either bent in a rut by the owners themselves, or their silent blocks (circle) are torn in the workshops of "dismantling". Brake pads run up to 40-50 thousand km, discs - up to 80-100.The rear suspension arms are more often either bent in a rut by the owners themselves, or their silent blocks (circle) are torn in the workshops of "dismantling". Brake pads run up to 40-50 thousand km, discs - up to 80-100.
It is difficult to systematize other problems - the sample is small, but cases of failure of the turbine and fuel equipment are known. Failures of the latter even led to the destruction of the pistons, because of which the motor was changed under warranty - an indirect sign of the owner's innocence.
AT THE TOP CORNER
The angular gearbox, which docks to the box and diverts momentum to the rear wheels, often annoys oil leaks. There are five oil seals in the unit, and the most expensive one costs 780 rubles. The bulkhead work is not cheap, therefore, if the flow is not strong, just add oil (the crankcase is separate from the gearbox). It is better to change the seals as a set.
There are no special complaints about the boxes themselves: both the mechanics and the automatic are quite reliable, of course, if you change the oil on time. The clutch usually runs 120 thousand km, but with frequent outings "into nature" it may require replacement even earlier. In an advanced case, it comes to replacing the flywheel, which is very expensive - almost 53,000 rubles! He doesn’t really like increased loads and the rear axle coupling: it’s worth skidding, it will quickly overheat.
The conclusion is obvious: firstly, the T-30 is not suitable for the role of a “heavy tank”, it is only a light weapon for fighting, for example, with a well-trodden country road. Secondly, before buying a used copy, we will certainly check the components and assemblies described above, because the repair or replacement of some can ruin the future “tanker”.
We thank the company "GENSER-NISSAN on Lobachevsky" for their help in preparing the material.
HISTORY OF THE MODEL
2001 Nissan X-Trail debuts in Europe. Body: 5-door station wagon. Engines: gasoline QR20 P4, 2.0 l, 103 kW / 140 hp; QR25 P4, 2.5 l, 121 kW / 165 hp; diesel YD22 with common rail injection system and turbocharging P4, 2.2 l, 84 kW / 114 hp Full drive with automatic or manual connection of the rear axle with an electromagnetic clutch, M5 or A4 (for diesel M6).
2002 EuroNCAP crash test: 9 points for a front impact, 15 for a side impact, plus 2 points for a seat belt warning device. The result is four stars. New engines: Turbocharged SR20ET petrol with VVL variable valve timing and P4 lift, 2.0L, 206 kW/280 hp; diesel YD22D with common rail injection system and turbocharging P4, 2.2 l, 100 kW / 136 hp
2003 Light facelift. Changed: bumpers, instrument panel center console, upholstery materials. On gasoline units, the control unit and converter have been changed. Instead of conventional LFR5A-11 spark plugs, platinum PLFR5A began to be installed.
2007 Second generation "X-Trail" introduced (model code T31).
