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.
11.07.2018
Nissan X-trail engines have several generations and modifications. These units are of considerable interest to motorists both before and after buying this car. Most often, the issues of reliability, resource, technical characteristics and economy are discussed. During its history, which began in 2000, motors have earned a reputation for being reliable, unpretentious and easy to repair. In addition to the X-trail, they were installed on Nissan Teana, Premiere, Qashqai and others.
The line of crossover engines can be divided into three generations. Modifications with the QR index were placed on the first generation X-trail in the back of the T30. At the time of its release, this unit was a fairly modern motor, which brought together the most necessary and proven technologies. Further, the MR20DE modification for the T31 body appeared in the model range, which was replaced by the MR20DD, with direct injection, which meets modern requirements for environmental friendliness, power and fuel consumption.
Separately, there are two diesel engines in the lineup, which attract motorists with some features, but not without flaws, and much less common than their gasoline counterparts.
QR20DE
The two-liter QR20DE engine is most often found on the Nissan X-trail T30. It was installed on cars from the very beginning of production and replaced the older SR20DE. The four-cylinder engine is made according to the classic DOHC layout with two overhead camshafts and 4 valves per cylinder. There is a system for changing the valve timing on the intake shaft, which has become one of its differences from the previous model. There are no hydraulic lifters. This design is considered simple, inexpensive to manufacture, and provides sufficient power and torque with low fuel consumption.
The engine has an all-aluminum cylinder block and fuel injection, a trend in the early 2000s. At that time, the automotive industry was just beginning to turn towards power units, which, during their service life, should bring a minimum of trouble to their owners with timely maintenance, and be quite reliable. Maintainability was sacrificed for this, while the time when overhaul with the replacement of a piston and cylinder bore gave the engine a new life was a thing of the past, so cases of such repairs starting from the QR series and above are rare and are performed by real enthusiasts.
Engine 2.0 Nissan X-trail QR20DE
Engine power 2.0 on the Nissan X-trail is 140 horsepower, torque - 192 Nm. These characteristics, in principle, are enough for the crossover both in the city and on the highway, but it cannot boast of good dynamics and gas responsiveness. Overtaking at high speeds is quite confident, but they need to be calculated in advance, if it becomes necessary to accelerate sharply, at a speed of 10 km / h, the car will not do this even with the gas pedal fully depressed at the peak of torque.
At low revs, the 2.0 QR20DE engine pulls surprisingly well, here, apparently, the overall low weight of the car is only one and a half tons. Such a mass was the result of the focused work of Nissan engineers, which was aimed at improving the efficiency of the car.
Low fuel consumption was a necessity to compete with the heavy and voracious SUVs of the late 90s, especially since the crossover was more focused on the markets of European and Asian countries, where economy and functionality are valued rather than high power. Already at 1500 rpm in low gears, stable traction is felt, which allows the car to move confidently even when loaded. Its lack is felt on the road and when overcoming bumps, when you need to maintain a very low speed, and the load is significant. This shortcoming could easily be eliminated by adding a low gear, but the X-trail does not have it.
Some consider the QR20DE motor to be unsuccessful, arguing with oil consumption, the occurrence of rings, the need to adjust valve clearances, and so on. Here it should be noted right away that most of the technical problems appear on these engines as a result of poor maintenance, delays with oil changes and unskilled repairs in suspicious workshops, which are now very common. At first, the motor forgives an increase in the service interval, bad oil, replacing the fuel filter only during the warranty period, but over time, problems pop up, and talk begins about poor reliability, a low resource of 200,000 km, and so on. In fact, with due attention and the implementation of simple rules of operation and maintenance, the Nissan 2.0 engine of the QR series can freely move 200,000 km without any intervention in the technical part.
QR25DE
The 2.5-liter QR25DE four-cylinder gasoline engine appeared on the Nissan X-trail in 2003. It was then that a restyled crossover in the back of the T-30 appeared on sale. The unit was designed to give the car, as they say, a second wind, to give something that was lacking in an easy and manageable X-trail - dynamics. And the developers did it. The differences between the motor and the younger two-liter brother have become minimal - shortened connecting rods and a new crankshaft, with the help of which the piston stroke will increase to 100 mm. As a result, the working volume increased from 2 to 2.5 liters.
As a result, the crossover acquired a more lively character and became much more cheerful. Overtaking dynamics has improved, the reaction to pressing the gas pedal has become more pronounced. Engine power 2.5 is 171 liters. With. torque - 233 Nm at 4000 rpm. The increase in displacement had a positive effect on traction from low revs. Nissan did not suffer from its lack anyway, but then it began to behave like a real SUV on the bottoms. Contributed to this, as mentioned above, the low weight of the machine.
Good bottom-end traction from Nissan X-trail gasoline engines not only adds to the capabilities of the car, but can also create problems if handled ineptly. Since the car goes almost a thousand revolutions, some owners do not turn the engine up to normal speed, and it runs in a half-strangled state. With a lack of speed, the ShPG is subjected to an increased load, which after 100,000 km of run can result in certain problems associated with oil consumption and so on. It must be remembered that the optimal speed is 80% of those at which the engine shows maximum torque. For X-trail gasoline engines, this is about 3,000.
Motor X-trail T31 QR25DE
Fuel consumption QR25DE according to the passport:
- Track - 8.4;
- Mixed cycle - 10.7;
- City — 13 liters.
In fact, such figures were seen, most likely, only at the factory. We often hear from X-trail owners that the real consumption of these cars is much higher, the reviews show figures of 15-20 liters or more. And the owners of different gasoline engines complain about this. It was not possible to trace a significant difference between the 2.0 and 2.5 engines, but some say that the 2.5 version has even a little less consumption in a quiet driving mode, but in a more sporty one it is more voracious than the less voluminous QR20DE.
Nissan QR series motors usually rarely fail due to design flaws, but some of the most common should be mentioned:
Sometimes, especially among fans of sports driving, the timing chain is stretched. This happens after 100-150 thousand kilometers. A characteristic ringing appears in the engine, revolutions begin to float, dips and twitches are felt during movement.
Oil zhor appears up to 1 liter per thousand kilometers or more.
The problem is most often associated with the occurrence of piston rings caused by an untimely oil change and its poor quality.
To get some other malfunctions on QR engines with a range of up to 200,000 km, you will have to try hard.
In general, the QR25DE engine turned out to be successful, so its production was transferred from the T30 body to the T31 and T32 cars with certain modifications, which included changing the valve timing on the exhaust shaft and changing the geometry of the intake manifold.
MR20DE
In 2007, with the release of the new T31 body on the Nissan X-trail, they began to install a new 2.0 engine - MR20DE. This motor is very similar to its predecessor, however, it also has changes that made it a little more powerful and high-torque. The volume and layout remained the same, the cylinder diameter and piston stroke changed, the compression ratio increased from 9.9 to 10.2, which increased power and torque. Now the 2.0 engine produces 141 hp. With. and 196 Nm. The peak moment has shifted 800 rpm upwards - 4800 versus 4000.
Nissan X-trail T31 (2007-2014) MR20DE
The unit, as before, is not equipped with hydraulic lifters, therefore, when a characteristic sound appears, you need to go to adjust the valves, but it is better to do this in advance about once every 90,000 kilometers.
You can often hear the question of what is used in Nissan X-trail engines, a belt or chain. In the engines of the QR and MR series on this car, a chain is used as a timing mechanism drive, the resource of which is approximately 200,000 km, so Nissan does not require maintenance in the form of replacing the belt every 60,000 km.
Among the main problems of the MR20DE motor are:
- High oil consumption up to one liter per hundred kilometers and above. Occurs on runs over 100,000 km. The reason is usually the wear of the oil scraper rings or the working surface of the cylinder;
- Stretching and noise of the timing chain among lovers of dynamic driving. Eliminated by replacing the chain.
Cracking of cylinder head spark plug wells is often called a problem. Appears after changing spark plugs. It is hardly worth attributing this moment to the shortcomings of the engine, since it appears solely as a result of a violation of the repair technology. To avoid it, you should change the candles only on a cold engine, tightening with the necessary force with a torque wrench.
As can be seen from the above, the problems that can appear during the operation of X-trail engines are quite serious and can require a lot of time and money to solve. However, you should pay attention to the fact that their causes, in most cases, are improper maintenance, unskilled repairs, operation in difficult conditions, the units themselves are quite reliable and, by modern standards, durable.
MR20DD
This designation has a new Nissan engine, which is used on the third generation X-trail in the T32 body. This motor is present in the lineup along with the old, but modified, QR25DE and the R9M turbodiesel.
The main difference from the two-liter MR20DE was the presence of a direct fuel injection system and variable valve timing on both shafts instead of one. These improvements are necessary to meet the new efficiency requirements and emission standards. In addition, the compression ratio increased to 11.2, which added a few extra horses to the engine. Similar design solutions are widely used by automakers on their cars, especially in Europe and the USA (GDI for Kia, FSI for VW, Skoda and others).
The direct injection 2.0 X-trail T32 engine is more torquey than its predecessor, with improved throttle response and high-speed pickup. The power of the unit is now 144 liters. with., torque 200 at 4400 rpm.
Along with the improvement in performance, the motor also received some disadvantages inherent in the design with direct injection:
- High demands on the quality of fuel and consumables;
- Shorter service intervals;
- High repair cost;
- The need for highly qualified employees who carry out work on this unit.
There is still little information on common breakdowns and reliability of the motor, due to the relatively recent start of production, but, apparently, they will differ little from those that were on the previous MR20DE model. Of the problems, malfunctions of the fuel equipment for the direct supply system to the cylinders and a higher probability of an error in setting the correct position of the shafts when replacing the timing chain can be added.
In terms of fuel consumption, the Nissan X-trail with the new 2.0 engine, the manufacturer promises 9.4 liters per hundred in city mode, 7.5 in the combined cycle, 6.4 liters in the country with the new eight-speed CVT. In fact, it is, of course, extremely difficult to obtain such indicators, it is not known in which super-quiet driving modes the engineers managed to obtain them, but, according to owners' reviews and measurements of real consumption, figures are more plausible, at least two to three liters more in urban mode . And the most interesting thing is that the consumption of a two-liter engine with direct injection is often higher than that of another gasoline engine from the line - the upgraded QR25DE, with a volume of 2.5 liters. Discussions on this topic are ongoing, but a clear explanation of this situation has not yet followed.
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).
The Nissan X-Trail is a compact SUV launched in 2001. The 1st generation X-Trail received the factory designation T30. It is built on the Nissan FF-S platform, which underlies the popular Nissan Primera and Almera. In 2004, the X-Trail underwent a slight restyling. The release of the crossover continued until 2007, then it was replaced by the second generation - the T-31.
The SUV won the hearts of lovers of country rest and became very popular. Those who wish to purchase a universal off-road vehicle will easily find quite a few ads for its sale. A large and roomy crossover with outstanding off-road capabilities at a reasonable price is a good deal. But ... is everything so smooth? Let's follow the trail!
Engines
The Nissan X-Trail engine lineup included two petrol and one diesel units. The first were represented by 2-liter (QR20DE, 140 hp) and 2.5-liter (QR25DE, 165 hp).
Nissan engines of the QR series suffer from rapid ring coking due to an unsuccessful oil separation system in the valve cover. In 2004, the design of the pistons was improved, and the number of problems decreased slightly. Engines of this series begin to take oil at a mileage of just over 100,000 km, and the situation becomes catastrophic at around 150 - 190 thousand km with an oil consumption of 2-3 liters per 10,000 km. Most often, this problem overtakes engines with a working volume of 2.5 liters. Replacing rings with valve stem seals will cost 30,000 rubles. I would like to note that gasoline engines have too many overhauls caused by high oil consumption, and even before the 200,000 km mark ...
With a run of more than 140 - 160 thousand km, oil may appear in the candle wells due to "hardened" oil seals. They can be replaced both as an assembly with a valve cover (5-6 thousand rubles), as many car services advise, or separately - only the seals themselves, which will come out much cheaper.
The chain can stretch after 140 - 160 thousand km, which will cause interruptions in the engine, tripling and loss of traction. By this time, the turn of the chain tensioner may also come up.
After 160 - 180 thousand km, most likely, you will have to clean the throttle. Its contamination makes it difficult to start a cold engine and is one of the causes of unstable operation.
With a run of more than 100 thousand km, it will be useful to replace the fuel filter in the tank.
On 2-liter engines until 2004, another problem loomed, caused by the early destruction of the working cells of the catalyst. The decomposition products were drawn into the working cylinders, and they, acting as an abrasive, left scuff marks on the cylinder walls. This led to a decrease in compression and an increase in oil consumption.
The cylinder head gasket on 2-liter units is often surrendered after 160 - 180 thousand km. This will be indicated by the falling level of antifreeze and bubbles in the expansion tank.
Problems with starting a cold engine and interruptions in the operation of a 2.5-liter engine with a mileage of more than 130 - 150 thousand km are most often caused by a failed crankshaft position sensor (1.5 - 2 thousand rubles).
The diesel engine (YD22) with a working volume of 2.2 liters is found in 2 versions: with a capacity of 114 hp until 2004 and 136 hp. after 2004. The first has an electronically controlled mechanical injection pump, the second has a Comon Rail high-pressure fuel injection system. Although this engine does not require major repairs, it has weaknesses.
The first problems with a diesel engine arise, as a rule, after 140 - 160 thousand km. Often this is the need to replace injectors (original 16 thousand rubles) or a fuel pressure sensor. The fuel pressure valve in the injection pump is one of the main culprits in the unstable operation of a diesel engine, less often the cause is in the mass air flow or crankshaft position sensors.
After 180 - 200 thousand km, you will most likely have to replace the stretched chain and its tensioner. The turbine is quite tenacious and, with proper operation, runs at least 220-250 thousand km.
After 100,000 km, a lot of problems are caused by the DPF particulate filter in the exhaust system. Unexpected smoke, loss of traction and the inability to increase the engine speed above 2000 indicates the inclusion of the regeneration mode. Replacing with a new filter will cost up to 80 thousand rubles. A cheaper, but radical method is the complete or partial removal of the filter, followed by flashing the ECU.
Radiators leak infrequently, but this happens with a run of more than 140 - 160 thousand km (4-5 thousand rubles).
Transmission
The manual transmission is very reliable. There are no problems with her. The clutch lives up to 140 - 180 thousand km, in harsh conditions its service life will be limited to 80 - 100 thousand km. To replace it, you will have to pay 8-12 thousand rubles for a new set and 6-8 thousand rubles for work. It is almost impossible to diagnose the approaching death of the clutch - it works to the last and then immediately dies.
The automatic transmission, although considered reliable, is not without problems. Not too costly - with a mileage of more than 180 - 200 thousand km - burning of contacts or failure of the relay that supplies power to the electromagnet, which unlocks the gear selector. After 200 thousand km, there were cases of breakdown of the planetary gearbox and breakage of splines. One of the possible reasons is the failure of the oil pressure sensor in the box and, as a result, incorrect control signals. Recommendations for the prevention of such incidents are the replacement of this very sensor every 80 thousand km. Repair of an already bent box will cost 30-40 thousand rubles.
The transfer case often begins to leak after 150 - 170 thousand km.
Chassis
It is worth paying attention to the suspension. The stabilizer bushings take care of 40 - 60 thousand km, the stabilizer struts go about the same. With a run of more than 150 - 180 thousand km, the turn of suspension struts, silent blocks of levers and wheel bearings is most likely to come up.
Steering tips go 60 - 80 thousand km.
Front brake discs live up to 100 - 120 thousand km (2 - 3 thousand rubles), front brake pads - up to 50 - 60 thousand km, and rear pads - up to 80 - 90 thousand km.
Body and interior
The front fenders of the Nissan X-Trail T30 are made of plastic. A definite plus is the ease of construction and the impossibility of corrosion. Their disadvantage is the high price. As always, compassionate Chinese help out with their cheaper counterparts. The weak point on the body of the Japanese SUV is the tailgate. Corrosion centers appear along the edge of the chrome trim above the license plate. It is treated by sizing under the overlay with 2-sided tape.
Noise isolation is poor. Often the back seat rattles and the panels creak. Many have a backlash in the driver's seat. Often the rear seats refuse to fold due to a flying lock pin inside the back.
With a run of more than 60 - 80 thousand km, it often becomes necessary to repair the interior heater fan motor. There is noise when the oven is turned on. The reason is short-lived plain bearings, instead of which it would be appropriate to install conventional rolling bearings. The official dealer is ready to replace the complete heater for 5-6 thousand rubles, plus 10 thousand rubles for the heater itself. Self-disassembly of the stove and replacement of the bearing will cost several times cheaper.
Over time, due to the wedging of the motor bearing, the control resistor may burn out, and the stove will stop responding to changes in the position of the regulator. A simple replacement of the resistor in this case is not enough, since soon everything will repeat itself. There is only one way out - replacing the heater motor bearing. The engine withstands 3-4 successful repairs, then the heater assembly will have to be replaced.
Electricity sometimes shows its character. One of these moments is the spontaneous unlocking of doors and the inclusion of an emergency gang. This only happens when the ignition is on, and a failure occurs in the radio control unit. Treated - by adding an additional relay.
Sometimes when playing a CD, one of the sound channels is turned off - the reason is the loss of contact on the cable.
The alternator pulley can jam after 140 - 160 thousand km.
Conclusion
Fuel consumption for a 2-liter engine with a manual transmission will be about 13-14 liters in the city and 15-17 liters with a gun, on the highway it will take 9-10 liters. A 2.5 liter engine with a manual transmission in the city will ask for 13-16 liters, and with an automatic 14-17 liters, on the highway the consumption will be 10 - 11 liters. Diesel is a little more economical - 10 - 13 liters in the city and 7-9 liters on the highway.
