28.02.2018
Infiniti QX56 is Infiniti's full-size luxury SUV, which was created specifically for the American market. The Infiniti brand appeared on the world market not so long ago, but this did not stop Nissan's luxury division from creating the largest passenger car of all officially supplied to us. Usually Infiniti cars have a feminine and sophisticated appearance, which cannot be said about the QX series - a large, brutal car that terrifies drivers moving with it in the same stream. Despite the premium status of this model, it quickly depreciates in the secondary market, but now we’ll try to figure out why this happens and whether it is related to the reliability of this “giant”.
A bit of history:
The QX series first debuted on the market in 1996. In fact, it was the same Nissan Pathfinder of the second generation, but only with a slightly modified appearance and richer equipment. This model was a real SUV with impressive ground clearance, downshift and differential locks. Infiniti QX56 was introduced in 2004, unlike its predecessor, the body of the more expensive and high-quality Nissan Armada was taken as the basis for the development of this car. Despite this, the novelty was built on the same platform as the Nissan Titan pickup truck - F-Alpha. In general, the appearance of the car turned out to be more aggressive than the original. This result was achieved thanks to the impressive hood and chrome grille. The car was assembled only at Nissan's American plant in Mississippi. The main sales markets were the USA, Canada and some countries in the Middle East.
In the CIS, official sales of this model started not so long ago, in 2007, before that cars were imported to us by the so-called gray dealers. The premiere of the next generation of the Infiniti QX56 SUV took place in March 2010. Unlike the previous generation, the platform was borrowed from the 2011 Nissan Patrol Y62 for the development of the new product, and the assembly was moved from the USA to Japan. Despite current trends, the Japanese decided to keep the frame structure of the body, impressive dimensions and high quality finishing materials. In 2012, a SKD assembly of cars was launched at the Nissan plant in St. Petersburg, and already in 2013, the model was renamed Infiniti QX80 due to a change in the brand index system.
Weaknesses and shortcomings of the Infiniti QX56 with mileage
The paintwork on Japanese-made cars has never been known for its reference quality, and the QX is no exception. In addition, certain miscalculations in the creation of the front of the car do not contribute to the long service life of the paintwork, due to which the body begins to sandblast over time. Despite this, the body staunchly resists the onslaught of the red disease, due to which even the cars of the first years of production often do not even have a hint of rust. As for the problem areas of the body, there are few of them.
The most common ailment is fogging of the front optics, fortunately, the problem is solvable - additional sealing of the headlight block seams is required. Another disadvantage is the frequent failure of the button responsible for opening the trunk window. The reason - the wiring becomes unusable. It is also worth noting the tendency to sour the mechanism for lowering the spare wheel. To avoid trouble at the most inopportune moment, it is necessary to periodically lower the spare tire and lubricate the mechanism. With the advent of frost, door handles may stop working due to freezing cables.
Power units
On the Infiniti QX56, only a 5.6-liter V8 gasoline engine with a capacity of 320 hp was installed, with a torque of 529 Nm. This motor is very reliable, but demanding on the quality of lubricants. If you pour anything into it, then serious problems with its performance and expensive repairs of the unit will not take long. The biggest drawback of this motor is unreliable chains in the timing system (thin), which tend to stretch. Some servicemen say that a chain from is used here. Manufacturers are well aware of this problem, so they have released reinforced chains that run for a relatively long time - 150-180 thousand km.
It is also worth noting the oil burner of the power unit, due to which it may additionally require up to 1 liter of oil per 1000 kilometers. The increased oil consumption of this model is a platform for disputes and discussions, since some motors eat oil only at high speeds and dynamic movement, while others are the other way around. In any case, this is not the norm and serves as a reason for diagnosing (first of all, you need to measure the compression in 7-8 cylinders - it should be at least 13.5 kg, the standard value is 15.5 kg).
Also, catalysts can be attributed to weaknesses, which are quickly destroyed when using low-quality fuel. The main symptoms indicating the need to urgently replace the catalysts will be: loss of traction, unstable engine operation, errors in lambda probes appear. This disease is exacerbated by the fact that when the catalyst is destroyed, its particles (ceramic dust) enter the cylinders, the lubrication system and damage them. If this happens, you will only have to buy a new engine, since no amount of flushing will completely remove such dust. To permanently solve the problem, it is necessary to replace the catalysts with flame arresters.
You can also note the unreliability of the injection pump, which requires replacement every 80-100 thousand km. The servicemen call the reason for the short pump resource insufficient cooling, due to the small amount of fuel in the gas tank and the use of low-quality gasoline, which clogs the fuel filter at the pump inlet. Symptoms - failures appear during sharp acceleration, which eventually develops into a decrease in power throughout the entire range of engine operation.
It is also worth noting the tendency of the motor to overheat, so it is necessary to monitor the condition of the cooling system and periodically clean the radiator under high pressure. It is not recommended to use Karcher-type systems for washing the radiator, as they are not effective. Electrical wiring under the hood is exposed to chemicals, because of this, its contacts oxidize over time, which leads to malfunctions of the engine control system. For cars of the first years of production, the electric fan of the air conditioner radiator is installed directly behind the radiator grille and is exposed to all winds, because of this, it can jam over time. This trouble can cause the wiring harness to burn out. To minimize the risks of various malfunctions of the unit, use only high-quality gasoline, original oil and do not delay car maintenance.
Transmission
Paired with the engine, only a 5-speed automatic transmission was installed. This unit is reliable, but the hoses of its cooling system often lose their tightness (flow at the junction of rubber with metal). Tightening with the replacement of hoses is not worth it, as this can cause early failure of the box. There are also complaints about the incorrect operation of the transfer mode selection switch (“buggy” due to the failure of the electronic servo drive). The transmission is afraid of overheating, so it is recommended to install an additional cooling radiator on cars that are often used in off-road mode or in regions with a warm climate.
Most of the Infiniti QX56 on our market are equipped with all-wheel drive, however, there are also mono-drive versions brought from the USA. In the all-wheel drive system, the weak point is the crosses of the front and rear driveshafts, they fail during active city driving - about once every two years. Symptoms - clicks (clatter) appear when switching the automatic transmission selector from "R" to "D". In the front axle, breakdowns are possible and more serious: the destruction of the gearbox, the twisting of the axle shaft (CV joint), as a rule, the right one and the left one falling out. Experts say that such troubles are often caused by abrupt starts in 4H and Auto modes with the wheels turned out. The cardan shafts are impressively thick, and are also made with interchangeable crosses, only the front crosses are only supplied complete with a shaft.
Chassis, steering and brakes Infiniti QX56 with mileage
Despite the fact that the suspension of the Infiniti QX56 is completely independent, one cannot call the car very comfortable - the suspension does not always smoothly work out even small bumps. But the handling here is at a high level, which cannot but rejoice, especially considering the weight (almost 2.5 tons) and the dimensions of the car. As for the reliability of the suspension, there are no serious complaints about it. Due to the high center of gravity, it is often necessary to change the rubber bands of the front stabilizer (every 20-30 thousand km), fortunately, they are inexpensive (about $ 5 for the original). Once every 100-120 thousand km, the front shock absorbers need to be replaced (about 150 USD), and closer to 150,000 km, the rear ones. On the same run, the wheel bearings also fail (they change as an assembly with the hub). If wheels of 20 diameters are installed on the car, the resource of wheel bearings will be significantly less.
Regularly, air bellows are installed on the rear axle, which do not allow shock absorbers to sag when heavily loaded. The weak point in the “pneuma” is the compressor, which suffers from the effects of moisture and reagents (oxidizes and wedges). The cost of a new compressor is unreasonably high (about 400 USD), therefore, many owners change it to a cheaper analogue. The steering system is reliable; the only thing that requires special attention here is the power steering hoses - it happens that they flow. The brakes also cannot be called problematic, however, on cars of the first years of production, they were quite unsuccessful - they quickly overheated and warped. After restyling in 2008, the manufacturer eliminated this problem by installing reinforced brakes, but they are not always enough to stop such a large car with confidence.
Salon
Salon Infiniti QX56 is striking in its size, but this is the beauty of these cars. As for the quality of finishing materials and sound insulation, they are at a high level. Among the shortcomings here, one can note the weak lateral support of the seats, because of this, while driving on rough roads, you have to constantly hold on, and this quickly tires. Infrequently, electrical equipment also annoys, here only the poor quality of the dashboard can be noted, besides, it constantly requires repair - the instrument lights go out. Some owners blame the appearance of "glitches" in the control unit of the multimedia system. In both cases, resoldering the board tracks is required to fix the problems. After 100,000 km of run, the heater motor starts to mope - a rattle (knock) appears after switching modes. The elimination of this trouble will cost 60-100 USD.
Outcome:
Despite the age of the Infiniti QX56 is still quite an interesting option to buy, which will pleasantly surprise you with its quality and comfort. Most of the problems inherent in this model are associated with poor quality or untimely service. If you think that this is not a killable car that does not require special attention, the consequences can be dire.
If you are the owner of this car model, please describe the problems that you had to face during the operation of the car. Perhaps it is your review that will help readers of our site when choosing a car.
Sincerely, editorial Autoavenue
Malfunctions in the mechanisms, units of fuel pumps and regulators manifest themselves in
violation of the initial adjustments from wear of parts in the occurrence of extraneous
noise, overheating of movable mates and fuel leakage.
The main cause of failure pump is the wear of its parts. At the same time, tensions in fixed landings are weakened and the gap in movable mates increases, the correct relative position of parts is violated, the surface hardness of parts changes, foreign deposits accumulate in the form of dirt, soot, etc.
One of the most common pump failures is a decrease in fuel supply and an increase in its unevenness. Violation of the fuel supply is caused by wear of plunger pairs, delivery valves, plunger drivers and associated rack collars, rack teeth and ring gear of the bushing (pumps of the UTN-5, YaMZ-238 NB type), a change in the throughput of the injectors and other factors. With these violations, the power and efficiency of the engine are reduced.
Uneven fuel supply to the engine cylinders leads to its unstable operation at low speeds, interruptions in the operation of individual cylinders, and significant vibration of the engine block.
Another fuel pump malfunction is manifested in delay of the injection moment and uneven start of injection at a multi-section pump.
Injection timing delay is a consequence of the wear of a number of parts. Of the simple details, these include: the plane of the pusher adjusting bolt; the roller axis and the pusher housing and roller mating with it; ball bearings and mating sockets of the pump housing; camshaft.
The change in the fuel injection advance angle is significantly affected by the wear of plunger pairs and delivery valves.
Consider the main operational malfunctions of parts and assemblies of the pump and regulators.
At the camshaft and mating parts The most common faults are:
Shearing of the splined bushing of the pump drive;
Shearing of the splined gear of the regulator drive;
Breakage of the camshaft;
Camshaft bearing failure;
Breakage of the key and roller of the camshaft of the pump (ND-21, ND-22).
As a rule, the listed malfunctions cause a complete failure of the pump or a significant deviation in its functional characteristics.
In case of insufficient tightening torque of the camshaft nut, the fit of the splined bushing of the drive of pumps of the UTN-5, TsTN-8.5, -10 type and the automatic injection advance coupling for YaMZ pumps can weaken and key cutting.
Another reason for the cut of the key is the increased resistance to turning the camshaft of the pump due to jamming of the plunger pushers, which is caused by the ingress of foreign particles and water into the pump and regulator, as well as improper assembly and installation of high pressure sections. The pump drive is broken, the fuel supply stops, and the engine does not start.
If the cut of the key is not determined in time, then during further attempts to start the engine from friction, welding of the splined sleeve or automatic injection advance clutch with the camshaft may occur. In this case, the fuel supply of the pump is restored, but the setting of the fuel supply advance angle will be violated. There is smoke from the exhaust gases and in some cases certain flashes in the cylinders. The latter depends on the position in which the splined bushing and the camshaft seized.
It is possible to detect a broken key without disassembling this mate. To do this, a hatch is removed from the engine (pumps of the UTN-5, ND-21 type) on the cover of the timing gears, through which the advance angle of the fuel supply is adjusted. By turning the camshaft of the pump to the position of the beginning of the supply by the first section, pay attention to the position of the blind spline of the splined sleeve. With an intact key, the missing spline should be in the middle of the lower left quarter of the circle (when viewed from the drive end).
For the same reasons, there gear key failure regulator drive, resulting in failure of the regulator. If at the same time the lever is in the position of maximum speed of the crankshaft, and the load on the engine is not significant, then the engine will go into overdrive. An increase in engine speed can be prevented by moving the governor lever or yoke bracket to the feed off position. Breakage of the camshaft most often occurs with YaMZ-240B pumps. Breakdown occurs in the most loaded places of the automatic fuel injection advance clutch, much less often in the middle part.
Camshaft bearing failure most often occurs due to increased contamination of the oil. In the crankcase of the high-pressure pump, metal chips, sawdust, particles of silica and aluminum oxide, as well as water accumulate. In the absence of oil in the crankcase, the intensity of wear of bearings, pushers and other parts increases.
With significant wear of the bearings, the alternation of fuel supply and injection in individual sections is disrupted. The fuel injection advance angle in all sections is late. Engine power is reduced, exhaust smoke occurs. The engine at a low frequency of the crankshaft is unstable (growls). Smoke can come out of the breather and drain pipe of the pump, while at the locations of the bearings there is a strong heating of the pump housing.
Wear and destruction of bearings is observed in the following way:
remove the low pressure booster pump;
through a window in the housing, they are inserted under the camshaft - a small hard bar;
shaking the shaft up and down, assess the technical condition of the bearings. There should be no noticeable movement of the shaft.
For pumps of the ND type, the booster pump is driven by a separate eccentric shaft, which is coaxial with the cam shaft and is connected to it through a key and a bevel gear. Since the pressure of the fuel supplied to the head of the distribution pumps can reach 0.35 MPa, there are cases of cutting off the key of the eccentric shaft drive, as well as its breakdown.
At the pusher, in addition to wear on the working surface, the following malfunctions occur:
Jamming of rollers, bushings, axles;
Disruption of the thread of the adjusting bolt;
Loosen the nut and adjusting bolt.
Jamming of rollers, bushings, pusher axles occurs, as a rule, in the absence of lubrication and oil contamination. High loads on these parts and friction cause them to heat up and seize. The rollers stop rotating, and flats form on their surface. At the same time, the pump shaft cams wear out intensively.
Detect jammed rollers possible when disassembling the fuel pump, an indirect sign of this malfunction is local heating of the pump housing. Flats on the roller can occur when the pusher is rotated relative to the housing. The formation of flats on the rollers leads to a delay in the fuel injection advance angle at the faulty section. If a partial seizure occurs between the axle, roller and pusher bushing, then several flats are formed on the surface of the roller with rotation. With each new stroke of the pusher, the roller rotates, and the fuel injection advance angle changes. The engine starts to work unstably, its increased vibration is observed.
The appearance of flats is possible by the height of the protrusion of the pusher relative to the pump housing.
sometimes happens jamming (jamming) of the pusher in the pilot hole of the pump housing, often resulting in broken parts. Jamming of the pusher in the upper position leads to a section failure, i.e. to a fuel supply cutoff.
Breakage of the thread of the adjusting bolt of the pusher, its unscrewing leads to the fact that the height of the pusher assembly changes.
Screwing in the bolt causes the fuel injection advance angle to be delayed. When the nut of the pusher bolt is loosened, it can spontaneously turn out. When the critical height of the pusher is reached, plunger strikes against the delivery valve body. If you do not eliminate this malfunction, other malfunctions and breakdowns may occur. In particular, failure of the camshaft bearing, plunger drive, etc. may occur. The tightening state of the adjusting bolt, its position relative to the pusher can be checked by inspection, trying to turn it with an open-end wrench, as well as turning the pump camshaft.
One of the causes of pump failure is jamming of plunger pairs.
Hanging of the plunger relative to the sleeve causes jamming of the rack. The engine will not start. With partial setting, an unstable crankshaft speed is observed.
There are cases of failures of the 240B pump plungers due to an increase in the size of the pin or shank of the locking screw or large tightening forces.
The most common cause of sticking and immobility of plunger pairs is water entering the gap of precision parts. In this case, the lubricating fuel film is broken on the rubbing surfaces, the plunger starts to work without lubrication. Friction causes scuffing of precision surfaces, their heating and jamming. The presence of water in the fuel causes corrosion of the plunger and sleeve.
For the same reasons, the dispenser jams in the plunger pair of distribution pumps of the ND type. When the plunger is jammed in pumps of the ND type, the intermediate gear, roller, regulator, key connections break
Detect stuck plunger possible with partial disassembly of the pump. To do this, remove the pump cover and, observing the position of the plungers, turn the camshaft several times. It is more difficult to determine the partial hanging of plunger pairs. In pumps of the TN type, a violation of the mobility of the plunger can be detected by unscrewing the collars of the drivers in turn. By turning the camshaft of the pump, the ease of rotation of the plunger relative to the sleeve is controlled. Partial jamming of the plunger in the sleeve is expressed in the form of interruptions in the supply of fuel by individual sections and unstable operation of the regulator.
The main failure of the plunger return springs is their failure, which leads to partial, and if the failure occurred in several places, to the complete failure of the pump section.
At the discharge valve, jamming is quite rare. The loss of mobility of valves, as well as plunger pairs, occurs from the ingress of large mechanical particles into the gap; deformation of the valve body from increased mounting forces, fuel temperature, dynamic loads that occur during valve operation, corrosion of its parts, misalignment of the valve relative to the seat.
If the valve is stuck in the seat in its upper position, the fuel section will fail, and if the valve is stuck in the lower position, hydraulic shocks are heard. Sometimes large mechanical particles get into the gap between the shut-off cone and the housing seat. Breakage of the valve stem causes the fuel supply to be cut off.
The reasons for the failure of the discharge valve can also be a decrease in stiffness, a breakdown of the valve spring, the absence of a valve stroke limiter in the fitting. Valve failure when it is skewed, dirt getting into it, hanging in the upper position can be easily detected without disassembling the high pressure fuel pump.
To check the tightness of the valve:
Unscrew the high pressure pipe from the faulty section.
The pump rail is moved to the off-feed position.
A manual booster pump creates excess fuel pressure.
Leakage of fuel through the opening of the pressure fitting indicates a malfunction of the delivery valve.
The pressure fitting has thread breaks, mainly for high-pressure pipes, as well as wear in the form of crushing and deepening of the seat for the high-pressure pipe tip.
With a significant deepening of the seat, the reliability of the seal and the pressure fitting is not ensured, fuel leaks through this connection, a partial or complete failure of this section is observed.
Defective fittings replaced or restored by slightly shortening the sealing surface on a lathe or grinder.
When the seat is crushed, the flow area of the hole decreases, the resistance to movement increases, and as a result, the cyclic feed decreases. To eliminate this defect, a hole in the pressure fitting is drilled.
Fuel pump rack malfunctions and the parts associated with it are as follows: jamming, self-loosening of the collars of the plunger drivers, the coupling screws of the gear rims, disconnecting the rail from the regulator parts.
The most dangerous malfunction of the high pressure pump occurs due to a violation of the mobility of the rack.
When the rack is jammed in the maximum feed position, if the regulator's effort is not enough to move it, an emergency increase in the crankshaft speed occurs, the engine goes into overdrive. If sticking occurs in the feed-off position, the engine cannot be started.
There are cases partial jamming of the rack in certain operating modes or increased resistance to its movement. In these cases, the rail moves sharply in the form of a jump, the fuel supply changes accordingly. The engine runs unsteadily "growls". The jamming of the rail occurs from the high contamination of the crankcase oil (in pumps UTN-5, YaMZ). Abrasive particles, getting into the gap between the rail and the ring gear, cause a violation of its mobility.
Another cause of rack sticking is water ingress especially in winter time. When the engine is running, water, together with air, enters the pump and is deposited in the form of dew on its walls, rail, crowns during parking. At low temperatures, water freezes, the rail turns out to be frozen together with the gear rims. The engine won't start or stalls. This malfunction is most common in YaMZ-238NB, YaMZ-240B multi-cylinder engines.
Moisture can get into the pump when the engine is warmed up in winter with hot water. The presence of water causes corrosion of the rack teeth and rims, which leads to increased resistance, rack movement and, in unfavorable cases, jamming.
Jamming of the rack in pumps of the TN type can occur due to biting in the clamps of the plunger leads in their extreme positions. To eliminate this defect, it is necessary to limit the movement of the rail. To do this, a split ring is placed on the pump rail of the TN type between the clamp and the housing, which, after installation, is bent to the normal position. Usually installing one or two old sealing washers is enough to eliminate the sticking of the rack.
If dirt gets into the rail-crown interface, it is enough to flush the pump to eliminate jamming.
For pumps of the UTN-5 and YaMZ types, jamming of the plunger swivel sleeve-bushing joint is possible, as a result of which the rail and the pump as a whole fail.
Indirect reasons for the loss of rail mobility are also jamming of the plunger pairs, the dispenser, its drive (for pumps of the LP type), malfunction of the regulator, 15% of the failure of the LP pump is due to jamming and breakdown of the dispenser drive.
For that to detect the seizure of the rail, the rods are disconnected from the regulator lever and the stop bracket. Then, using the pump control levers, move the rail to its extreme position. The movement of the rail is determined by characteristic clicks in its extreme positions. It is advisable to rotate the camshaft several times. There should be no jamming and increased resistance to movement of parts.
The movement of the pump rack can be seen directly if you unscrew the YaMZ limiter housing or plug. For other brands of pumps, you need to remove the cover to do this. To eliminate jamming of the rail, it is necessary to find the place of tacking. You can determine the seizing section by pumping up the ring gear relative to the rack. In a good pairing, a slight gap should be felt.
Freezing the pump is removed from the engine, brought into a warm room, the covers are removed. After thawing and restoring the mobility of the rails, the oil is drained and the pump is washed with diesel fuel. After pouring fresh oil into the crankcase, the pump is installed on the engine.
In more complex cases, sequential disassembly of the pump is required.
Self-loosening of collars, coupling screws, gear rims leads to section failure, resulting in irregular fuel supply. The cyclic feed in the failed section changes arbitrarily, the cylinder is unstable. When the fuel supply is turned off, the engine may continue to run on one of the cylinders. The screws are loosened because they are insufficient.
Determine the loosening of the tightening screws can be done by removing the pump covers. In exceptional cases, you can restore the adjustment approximately. To do this, the position of the plunger relative to the sleeve is fixed identically with other properly working pairs. If there are matching marks on the ring gear and the rotary sleeve, troubleshooting is simplified. Fine adjustment can only be made on the fuel stand.
Disconnecting the pump rack from the regulator can lead to emergencies. In case of significant wear of the thrust cam and the rack hole (in the pump type ND), it is possible to separate these mating parts, then the running engine sharply increases the crankshaft speed, which also leads to engine overshoot. Disconnection of the rail at the UTN-5 and YaMZ pumps occurs when the cotter pins fall out and break. This malfunction can be detected in the same way as the jamming of the rail.
One of the vulnerable units of the fuel equipment type ТН8,5+10 - regulator. The presence in the kinematic chain of the regulator of a large number of movable mates, which have small bearing surfaces and perceive significant variable pressures, leads to rapid wear of parts and, consequently, to an increase in gaps in their mates. One-sided and increased gaps in all mates contribute to the occurrence of axial play (dead running of the rack), reaching 3 ... .5 mm.
Due to uneven wear of parts, such as the guide grooves of the movable coupling and the pins of the regulator fork, the rail and its guides, bushings and others, mating parts sometimes seize. In this case, if the engine is running at a high fuel supply and the load is suddenly removed, the crankshaft develops a high speed, which can lead to engine failure.
Increased noise, unusual knocks occurs when parts of the regulator fail. In cases of a significant increase in the movable and weakening of the tightness in the fixed mates, the vibration and movement of the moving parts in the regulator increase, overheating of the rubbing surfaces occurs, which causes even greater wear. Outwardly, these faults are expressed smoke from the regulator and pump. Rack oscillation leads to unstable operation of the engine both at constant speed and when the load changes. Overheating of parts is facilitated by heavily contaminated oil or its absence.
“Driving” of the rail and increased noise, as a result of unstable operation of the diesel engine, are possible in case of incorrect adjustment of the regulator, for example, if the backstage screw (YaMZ pump) is turned too far, a small range between the revolutions of the beginning and end of the regulator action.
In regulators, breakage and deformation of the following parts are possible:
The teeth of the drive gears and the regulator roller;
Teeth of the bevel gear for the drive of the booster pump and the regulator (LP pumps);
Intermediate gear teeth (LP pumps);
Regulator roller, keys, teeth (LP pumps);
Dispenser drive;
Roller bearings (thrust, etc.);
Spiral and cylindrical springs.
Gear tooth breakage causes increased noise, knocking, beating, vibration of the pump rack. In most cases, further operation is not possible.
In the event of a regulator drive failure for in-line pumps, the relationship maintained by the regulator is broken: flow and speed. If you do not reduce the maximum supply of the nominal or starting mode manually, an emergency increase in engine speed will occur.
The ingress of water, large abrasive particles into the pump causes jamming of precision pairs and, as a result, breakage of the regulator parts.
Breakage of the teeth of the bevel and intermediate gears in the LP pump regulator, as well as deformation of the regulator shaft, shearing of the keys, breakage of the dispenser drive causes the high pressure section to cut off the fuel supply. Engine stalls and won't start.
Failure of the regulator roller bearings(TH pump) causes the rack to beat, and the main characteristics of the regulator are violated. With a decrease in the stiffness of the spring, the purity of rotation of the beginning of the action of the regulator to turn off the feed decreases, and the feed correction coefficient also changes.
Leads to serious malfunction of the regulator wear of the legs of the weights and the release bearing. With these malfunctions, the gaps in the kinematic circuit of the regulator increase, and the "dead play" of the rack increases. The loads turn to a larger angle, their centrifugal force increases, as a result of which the fuel supply is turned off faster.
The degree of unevenness of the regulator for the nominal mode can be determined by the formula:
(Pm. Xx - Pp) * 2
Q= ---------------------- * 100%
(Pm. Xx + Pp)
Q- the degree of unevenness of the regulator;
Pm xx- the maximum frequency of rotation of the crankshaft at idle;
Pp- nominal speed of the crankshaft;
For a new pump, the degree of unevenness of the regulator in the nominal mode should not exceed 10%. During operation, the degree of unevenness of the regulator increases by increasing the idle speed while reducing the rated engine speed.
The change in fuel supply is carried out with increased efforts in the regulator. Increased clearances and friction force in the interfaces leads to the fact that the regulator does not have time to respond to changes in load and crankshaft speed, as a result of which the engine runs unstably, and the range of change in crankshaft speed increases. When idling, the engine "growls".
Another common malfunction of the high-pressure fuel pump is the leakage of seals, which is expressed in the leakage of fuel and oil.
When fuel passes through the front oil seal, the oil in the engine liquefies. Fuel leakage can cause the pump and regulator crankcase to overflow and result in engine overshoot.
An overflow of the crankcase of the high pressure pump can occur for the following reasons:
Increased wear of the booster pump;
Destruction of the sealing ring or its dimensions that do not correspond (LP pump);
Compressive wear of plunger pairs;
Defect of the seat of the plunger pair;
Crack in the hull.
To determine the cause of a fuel leak, you need to find the location of the leak. To do this, remove the side cover and create excess fuel pressure with a booster pump in the pump head.
In TN and UTN-5 pumps, fuel leakage is most often observed in the seats of plunger pairs, which is caused by the absence of a copper sealing ring or the ingress of foreign particles between the sleeve and the seat, as well as risks and burrs on the seat.
For distribution type pumps, the crankcase is overfilled with fuel through the dispenser drive, and the plunger pair is sealed in case of violation of the tightness of their fit. In addition to fuel getting into the pump, it may leak outside in places between the high-pressure sections and the housing (LP pump) along the thread of the pressure fitting. The cause of fuel leakage at the LP pump is the small tightening of the studs, the insufficient thickness of the rubber sealing ring.
It is possible to replace both the upper and lower rubber o-rings on the rubber pump without disturbing its adjustments. To do this, remove the dispenser drive, unscrew the four nuts of the tie rods and carefully press out the section sleeve. The plunger and drive gears remain in place. After replacing the sealing rings, carefully press the sleeve into the housing. At the same time, special attention is paid to the fact that the plunger, sleeve and dispenser take the correct working position. Then they put the dispenser drive on the pump, check the ease of its movement and tighten the nuts of the tie rods.
Seal leaks could be causing air to enter the system. More often, the places for air leakage are the fittings of the low-pressure fuel supply pipe going to the booster pump from the suction side, the bypass valve, and the bursting bypass pipeline. In these cases, failures of some pumping elements occur, interruptions in the supply of fuel by individual sections. When the engine is started, misfires are observed, not all of its cylinders work.
In case of loss of tightness of the bypass valve in the pump head, the pressure in the U-shaped channel decreases, and as a result, the filling pressure of the over-plunger chamber decreases. This malfunction of the pump is manifested in a decrease in power, difficult starting, and interruptions in the operation of the engine.
Violation of the normal operation of the bypass valve occurs when dirt gets into it, the spring breaks.
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Common problems and illnesses Infiniti QX56 Z62
How problematic is Infiniti with mileage?
The first and main thing that is full of all the reviews of the owners is increased wear of timing chains. In fact, this problem is not related to any miscalculations of engineers in the engine, but is simply the result of the supply of defective chains to the manufacturer's factory.
This shortcoming is recognized by the Infiniti representative office as massive and a free replacement of timing chains is carried out under a recall campaign. In other words, defective fast-stretching timing chains on the QX56 are NOT a problem. You can find out if a certain Infiniti QX56 or QX80 is eligible for chain replacement by calling any Infiniti OD.
When inspecting the Infiniti QX56 before buying it using computer diagnostics, you need to find out the angles of the intake and exhaust camshafts under load and idle time - this will allow you to find out the degree of stretching of the timing chain and the need to replace it. It is also worth bothering to ask the seller (if he is the owner) about the documents for replacing the chain, if it was carried out. Without documents, there is no point in believing sellers, as well as believing outbids.
We emphasize that the replacement of timing chains at the Official Dealer is free of charge, you are not obliged to agree to the replacement of any other parts that the dealer “recommends” to be replaced. Usually, ODs try to lure customers into additional work to replace oil scraper rings and caps. In addition to the chains, there is a recall campaign to replace the rear control arms and fuel gauge on the QX56 and QX80.
Important! Only "racing" operation on a stretched chain leads to chain jumping and further internal damage.
The second widely discussed problem of the Infiniti Qx56 is the oil burner and oil starvation. There are a lot of unconfirmed and invented cases about this. First of all, it must be said that oil waste for VK56VD engines is the norm. The average oil consumption for 100 thousand kilometers of the real run of the Infiniti Qx56 car is 1-1.5 liters of oil per 10,000 km.
Because of what happens oil starvation QX56 Z62 (VK56VD)? Infiniti QX56 and QX80 do not have an electronic engine oil level control system, i.e. no electronic probe, therefore, it is not uncommon for owners or repurchases, riding before sale, to Infiniti QX56 with high mileage do not monitor the oil level and are not interested in it in principle. As a result, you can get scoring of the working surfaces of the cylinders or beds of the RV or liners of the CV.
Low oil level and/or constant aggressive operation leads to local engine overheating. Overheating is very unpleasant for this motor, because. in addition to standard troubles and increased wear, direct injection and catalysts suffer. To check for symptoms of an overheated engine before buying, you need a long test drive, as well as an inspection of the inside of the engine with an endoscope through the oil filler neck.
QX56/QX80 Z62 Catalyst Problems
Ceramic crumb in cylinders and badass
Does VK56VD pick up motors? Despite the alusil coating of the cylinder walls of the aluminum block head, this otherwise cast-iron engine has few cases of scuffing and is associated with high mileage and overheating, and not wear of the catalysts.
There are numerous reviews from Infiniti Qx56 owners with mileage indicating more frequent death of catalysts on this car than on the rest of the brand line. Considering that the catalyst material is identical, and the manufacturer has not changed, this situation may seem extremely strange.
In fact, everything is much simpler - the fact is that for engines VK56VD direct injection(QX56, QX80, M56, Q70S) a more advanced and smarter engine ECU is installed. Algorithms of the new ECU allow to determine the reduction in the efficiency of catalysts earlier, compared to older versions (for example, VK56DE for QX56 of the previous body, or all FX35 FX37).
As a result of earlier algorithm firings, the end users of the car think about the lower reliability of the catalysts, when in reality, on other cars, the self-diagnostic system is simply not aware of the state of the exhaust line elements.
In most cases, if an error occurs in the low efficiency of catalysts, there is no direct need to replace them or uproot them with flashing to euro2. It is necessary to dismantle the rollers and their visual assessment. It is usually sufficient to weld the mesh inside the catalyst by spot welding in place so that the catalyst does not have a degree of freedom inside the metal housing.
If your catalysts really began to break down or melted, you can’t just reflash to EURO2 to clear the error. Deteriorating catalysts must be cut out or replaced, otherwise the destruction of the upper catalysts may begin and subsequently the cylinders may be filled with ceramic dust.
Are the problems of the Infiniti QX56 with the engine and catalysts so terrible? Definitely not. Cases of destruction of the coating of cylinders due to destroyed catalysts - less than 0.5%. The main reason for the destruction of the alusil coating of VK56VD cylinders is oil starvation and overheating. Therefore, we do not recommend proactively cutting or changing anything.
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The car selection service from the Diagnostics Laboratory is not just a search for a car with a lower mileage or a body inspection with a thickness gauge: we perform the full range of necessary checks large and expensive to repair units, so that you do not do repairs in principle.
Infiniti Qx56 and Nissan Patrol do not like long exhausting off-road. Despite the presence of a frame and a lower gear, the razdatka of these cars overheats quite quickly during slippage. Be sure to check all off-road modes in a test drive. The absence of errors in the all-wheel drive system in this case does not mean anything.
What kind of suspension does the Infiniti QX56/QX80 have?
Understanding the vinaigrette of pneumatic and hydraulic suspension Z62
The Z62 platform has a very tricky hydropneumatic suspension. Let's start with the fact that pneuma is only on the Infiniti QX and is absent on the Nissan Patrol co-platform, it must also be emphasized that Infiniti pneuma is only on the rear axle.
Pneuma is inactive and serves only for the comfort of rear passengers and body level control. Cases of malfunction of pillows or the compressor are single. There is NO pneuma in front, and it is also impossible to increase or decrease the level of clearance manually.
The cost of the air suspension compressor for the Infiniti QX56 ranges from 25 to 50 thousand rubles, depending on the city and type of retail network. Rear axle air bellows run an average of 200 thousand km, but most often much longer. The reason for replacing them is usually the leakage of the fittings, as a result, the machine falls back during the night idle.
Infiniti QX56 / QX80 shock absorbers are not ordinary, but with hydraulic reservoirs connected to a common hydraulic circuit with pumps and two hydraulic accumulators. In fact, this system is an analogue of the ABC (Active Body Control) hydraulic suspension from Mercedes, with the only difference being that in Infiniti, the clearance is not regulated by pressure in the hydraulic struts, because. hydraulic struts are made a little differently.
The hydraulic suspension of the Z62 performs both the role of shock absorbers and stabilization of body rolls. In terms of changes in stiffness and clearance, the system is passive and does not have a range of changes / adjustments. The roll suppression mechanism, on the other hand, is also active when cornering, with a delay, but it tries to control roll and body roll. It is impossible to change the rigidity of the system, the system is not controlled by the driver.
Despite the technical complexity of the hydraulic suspension, Infiniti has practically no problems with the integrity of the hydraulic circuit, accumulators or pumps.
What is the difference between QX56 and QX80?
What is the difference between Infiniti QX56 and Nissan Patrol?
The main difference in technology lies in the different brake mechanisms and the different diameters of the brake and wheel discs.
The QX56 has floating calipers for a larger brake disc diameter than the Patrol, which has the stock Akebono brakes found on the FX37 and other cars.
Wheel disks on Infiniti QX56/QX80 were regularly installed only by R22.
The Nissan Patrol does not have rear passive air, but the hydraulic suspension is exactly the same.
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Despite the brutal appearance, the Infiniti QX56 requires careful and careful treatment ... Why is this luxury SUV not on the list of models popular with car thieves, and why does the CASCO insurance not scare you with terms and numbers?
The answer about the elusive Joe, who no one needs, does not count. Are there any other options? No? Well then, let's try to see what the QX56 is like in operation.
CERAMICS AND LIFE
This largest Infiniti is, to put it mildly, very exotic. Its gross weight of only a couple of hundred kilograms falls short of category C, that is, three and a half tons. Its only possible motor contains more than three hundred "horses". It has a frame and a low gear in the transfer case, but all suspensions are independent. In general, something similar to the GAZ-66 military truck that turned into a dead end branch of development. Nevertheless, the QX56 has something in common with the notorious “shishiga”: both of them rarely recline their skates just like that, out of the blue. They signal for a long time with sounds, knocks, smudges, twitches, burning bulbs (yes, the “sixty-sixth” has a couple of control lights) that it’s time to surrender to good hands for repairs.
A 5.6-liter V8 petrol engine with a 529 Nm dump torque accelerates the car to a hundred, according to the declared data, a little less than 8 seconds. He eats, however, while in the city about 26 liters per hundred kilometers, and on the highway in a quiet mode - about 15-16 liters. And the oil consumption when driving at high speeds or with a heavy load - say, when towing a trailer - can easily turn out to be such that it simply won’t be on the dipstick by the next replacement.
The design of the motor has no weaknesses, but there is a reason why the engine can become completely unrepairable: from low-quality gasoline, the front catalysts crumble into ceramic dust. She, once inside the motor, “lifts up” everything that she reaches. This dust cannot fly anywhere, because rear catalysts stand in its way, which it also clogs. So if the diagnostics gives errors on lambda probes, you must immediately change all four catalysts or install a Stillen tuning exhaust system where there are no catalysts. Any of these options with work will cost a little more than 100,000 rubles.
If the engine pulls poorly, then most likely the gasoline pump has begun a protracted agony. The reason is the same dirty gasoline and frequent trips with low fuel levels.
ROLL SHAFT
By type of drive, the QX56 is a versatile SUV. Under normal conditions, the rear wheels get the moment. I must say that all the copies officially delivered to Russia since 2007 were all-wheel drive. Well, if there is no Auto 4WD, 4H, 4L mode switch in the cabin, then we have a mono-drive “American”.
Both the transfer case and the automatic gearbox are quite reliable. True, the "machine" can fail due to current hoses: a characteristic weak point is at the junction of rubber with metal. There were also complaints about the buggy switch for selecting transfer modes.
More serious problems can arise with the front axle: the destruction of the gearbox, the twisting of the axle shaft, usually the right one, and the left one falling out. There is an opinion that this is provoked by sharp starts in 4H or Auto mode with the wheels turned out. What does it cost a powerful motor to twist some kind of iron stick into a ram's horn?
Impressively thick gimbals are made with interchangeable crosses, but front crosses are only available assembled with a shaft.
The suspensions are distinguished by a good resource, with the exception of the struts and bushings of the front stabilizer, which in our conditions can withstand 20-40 thousand km. With a run of just over a hundred, it's time to update the shock absorbers, and a little later, the rear hubs will probably buzz (they change as an assembly). In steering, power steering hoses require attention - it happens that they flow.
REAGENTS AND MORE
The QX56 also has a number of characteristic sores. For example, due to oxidized contacts in the engine compartment, the operation of the engine control unit is disrupted. Also, Russian chemistry finishes the pipes of the rear air conditioner and the tailgate lock. In winter, the car may not let you inside because of the freezing wires of the door handles. In copies of the first years of production, the air conditioner radiator electric fan, located directly behind the radiator grille, jams, which can cause the wiring harness to burn out. Moreover, this problem is also known in America, so you should not blame the reagents. The anti-icing slurry is also innocent in the current radiators of the cooling system. They get clogged with dirt and burst from, simply speaking, local overheating. Regular washing is the key to a long service life of this part. True, one cannot do without partial dismantling, because the main radiator is located tightly behind the air conditioner radiator.
MATTER: INFINITI QX56
SUSPENSION
Suspension compressor and rear suspension struts
Period of occurrence
The destruction of choke connections, as well as the death of the compressor, occur at about 80-130 thousand km. operation.
Over time, the rear suspension compressor fails. The problem is solved by replacing it with a new compressor, unfortunately there are no analogues. But before changing the compressor, it is recommended to fully diagnose the compressor - pipeline to shock absorbers - shock absorber fittings - shock absorbers. Quite often, the problem in working with the rear suspension lies precisely in the notorious fittings, the connections of which with shock absorbers rot and the pipeline begins to poison the air, and in the case of lowering the car, dirt gets into the compressor along with the air, which quickly makes it unusable.
The fittings are not produced separately, so the panacea is to replace the tubes and shock absorbers, or to weld the fittings. In addition, failures in the correct operation of the rear suspension may be associated with the death of the body position sensor. In any case, in case of any failures in the operation of the suspension, first of all, complex diagnostics in a car service will help.
Approximate issue price
Rear Suspension Compressor: 25.000-29.000 rubles(original Nissan (Infiniti)
Body Position Sensor: 8000-10.000 rubles(original Nissan (Infiniti)
Compressor-shock absorber tubes: 1500-2800 rubles(original Nissan (Infiniti)
Rear dampers: 9800-11.800 rubles PC.(original Nissan (Infiniti)
STEERING
Power steering tubes and hoses
Period of occurrence
80-130 thousand km.
Problems, diagnostic methods and solutions
One of the problems that all QX56 JA60 owners face is leaks in the power steering system. Primary diagnostics is quite trivial and available to every car owner - this is to look in the morning under the front of the car. Have you seen oil stains on the pavement? The first bell is that the power steering pipeline is leaky. As a rule, a leak can start from one place, but from experience the entire pipeline wears out evenly and it has to be replaced entirely. If you delay the solution of the problem for a long time, then the lack of power steering fluid is fraught with failure of the power steering pump, which is already much more expensive.
Approximate issue price
Pipeline (hoses, tubes, clamps) Power steering assembly Original Nissan (Infiniti) 14.000-17.000 rubles
TRANSMISSION
Automatic transmission pipeline
Period of occurrence
Problems, diagnostic methods and solutions
One of the reasons for the failure of the automatic transmission on the Infiniti QX56 may be the critical wear of the automatic transmission tubes. Oil begins to leak (squeeze out) from the tubes, the level in the box drops and the automatic transmission quickly becomes unusable. Timely diagnosis and replacement of worn tubes will help to avoid such a problem.
Approximate issue price
Reducers forward and back, loss of drives (CV joints)
Period of occurrence
The problem usually occurs over long periods of operation.
Problems, diagnostic methods and solutions
Problems of front and rear drives (gearboxes, CV joints) Infiniti QX56: Falling out of the axle shaft and destruction of the front axle gearbox, probably due to driving in the “4H” mode on asphalt or during sharp starts with the wheels turned out.
Approximate issue price
The repair budget is determined by the service based on the results of diagnostics.
cardan shaft
Period of occurrence
The failure of the cardan crosses occurs approximately every 2-3 years or 40-60 thousand km.
Problems, diagnostic methods and solutions
As with other Infiniti models, the QX56 has a problem associated with the destruction of the crosses of the driveshafts (often the front, less often the rear). In the early stages, characteristic “clattering” clicks appear when switching the automatic transmission selector from “R” to “D”. The destruction of the cross of the front driveshaft occurs in motion, while a characteristic metallic knock and rattle appears in the area of \u200b\u200bthe front passenger's legs. Light bulbs VDC, SLIP light up. It is possible to destroy the front gearbox housing, as well as the transfer case housing, the cost of which is several times higher than the price of the cardan shaft.
It is best to diagnose the wear of the propeller shaft crosses on a lift in the service, where you can accurately measure the backlash and make a verdict. On the cardan shafts, the QX56, unlike its counterparts in the lineup, has a replacement of the original front crosspieces on both shafts, both on the rear-wheel drive (2WD) and all-wheel drive (4WD, AWD) versions of the car. If the rear driveshaft crosses are damaged, the best solution to the problem is to install new original Nissan (Infiniti) driveshafts.
Approximate issue price
Front cardan shaft original Nissan (Infiniti): 35.000-40.000 rubles
Rear cardan shaft original Nissan (Infiniti): 40.000-45.000 rubles
Front universal joint cross original Nissan (Infiniti): 1800-2600 r.
Rear universal joint cross original Nissan (Infiniti): 6500-8500 rubles
BRAKE SYSTEM
Front and rear brake systems
Period of occurrence
Unfortunately, the problem can arise at any time :(
Problems, diagnostic methods and solutions
QX56 JA60 models from 2004-2007 have rather poor front brakes from the start. Later Infiniti QX56 models since 2008 in the JA60 body began to be equipped with increased brakes, which, however, are still not enough for many to fully use the power reserve of the three-hundred-horsepower engine and stop the heavy unit. Brake discs overheat and deform due to insufficient diameter. You can feel the steering wheel shaking when braking.
Solution:
The most budgetary, but the least effective is the groove of brake discs. If you have a larger budget, it is recommended to replace the stock brakes with reinforced perforated brake discs with metal-ceramic brake pads. This system partly helps to solve the problem, however, for especially active owners of the QX56 and lovers of an aggressive driving style, it is recommended to install multi-piston sports brake systems, such as AP-Racing, StopTech with an increased diameter of brake discs. These brake systems are quite expensive, but you will completely forget about the problem of brakes.
It should be noted that the distribution of brake loads is divided in a ratio of 70% to 30% in favor of the front axle, so that in most cases it is possible to restrict the replacement of brakes only to the front. In addition, advice for those who know how to count money: after replacing, do not rush to throw out the old brakes. When you decide to part with the car, just put the old brakes back on and sell the new ones, as a rule they are always in demand.
Approximate issue price
Brake system from Infiniti FX50 Nissan (Infiniti): 70.000-80.000 rubles front axle, 60.000-70.000 r. rear axle.
Brake system AP Racing, Brembo, JBT: 130.000-300.000 rubles front axle.
ELECTRIC
Dashboard
Period of occurrence
Over time during operation.
Problems, diagnostic methods and solutions
Many drivers are faced with the fact that individual elements and devices fail on the dashboard. You can solve the problem either by stopping by a handy electrician or by buying a new dashboard, but the prices for it are quite high, and as a rule they are not available in Russia, the delivery time from abroad is from 3-4 weeks.
Approximate issue price
Original Nissan Dashboard (Infiniti): 33.000-55.000 rubles PC.
Tailgate lock and wiring to it
Period of occurrence
Over time during operation, more common in large cities.
Problems, diagnostic methods and solutions
Failure of the wiring and locks of the tailgate due to interaction with anti-icing agents is one of the problems that is especially evident in large cities. The solution is to replace the lock, wiring, or both. The verdict is made by the diagnostic master.
Approximate issue price
Repair cost: from 10 000 rub. up to 30 000 rub. depending on the verdict
Door locks
Period of occurrence
50-120 thousand km. Depending on climatic conditions.
Problems, diagnostic methods and solutions
On QX56 cars in the JA60 body, as well as on all its younger brothers, there is a problem with door locks freezing in winter. The cure for this disease is prelubrication. In addition, a more unfortunate event can happen - a break in the lock cable. In this case, there is only one panacea - replacing the lock with a new original Nissan (Infiniti). Unfortunately, the problem affects all four castles. After buying a new lock, it is recommended to lubricate the cables to avoid problems.
Approximate issue price
Original door lock Nissan (Infiniti): 8000-12.000 rubles PC.
ENGINE, COOLING AND EXHAUST SYSTEM, FUEL SYSTEM
Catalysts
Period of occurrence
80-150 thousand km depending on the quality of gasoline and operating conditions
Problems, diagnostic methods and solutions
Due to the use of low-quality gasoline, catalysts fail during operation. Untimely attention to this problem is fraught with the ingress of ceramic elements of the destroyed catalyst into the engine and, as a result, damage and its gradual destruction. One of the signs of a destroyed catalyst is that the car “does not pull”, knocking, rattling is heard from the engine side, revolutions float, “Check Engine” lights up, errors occur in the operation of lambda probes (oxygen sensors).
There are several ways to resuscitate a patient. The first, the most financially capacious, is to supply new catalysts. The second option is more budgetary, install flame arresters with snags, or low resistance catalysts. You can also realize your old dream and install a tuned exhaust system without catalysts, for example, Stillen, at a price it will be comparable to the price of new original ones.
Approximate issue price
Catalyst new original Nissan (Infiniti): 50.000-110.000 rubles PC.
Fuel pump
Period of occurrence
The pump fails approx. after 100 thousand km. mileage, but the period depends very much on the operating conditions and the quality of the gasoline used.
Problems, diagnostic methods and solutions
A fairly common problem is the failure of the fuel pump. The main reasons: insufficient cooling due to a small amount of fuel in the gas tank, low-quality gasoline clogs the fuel filter at the pump inlet (supplied with the pump), factory defects. When the fuel pump fails, first “dips” appear during active acceleration, then, gradually, the total power decreases at medium and high engine speeds - the car “does not drive”. At the same time, it starts and runs normally at idle. The problem is solved by buying a new fuel pump.
Approximate issue price
Fuel pump original Nissan (Infiniti): 19.000-25.000 rubles PC.
Radiator and fan motor
Period of occurrence
The radiator can break down after a year of operation due to lack of proper care.
Problems, diagnostic methods and solutions
On early 2004-2005 QX56 JA60 models, there is a problem with the electric fan motor, which can jam, which is fraught with engine overheating and even ignition. The problem is solved by replacing the motor with a new one. Also a widespread problem is the contamination of the radiator, which can result in failure. The condition of the engine cooling radiator from the outside is hindered by the air conditioner condenser, the cells of which are larger - dirt and fluff easily bypass them, settling on the cells of the cooling radiator.
From the inside (from the side of the engine), in principle, there is less dirt, besides, the cooling system fan, like a vacuum cleaner, cleans the inner surface. You can see that the radiator is "clogged" only with partial disassembly. A panacea can be periodic (at least once a year) cleaning of the radiator, except for cleaning with Karcher, as well as installing a special protective mesh.
Approximate issue price
Engine cooling radiator original Nissan (Infiniti): 41.000-48.000 non-original (China): 8000-14.000
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