DIY nissan example p10 repair

How I repaired the upper swingarm (saga)

If you don't have extra $ in your pocket and your hands grow from where you need it, and you also have the necessary tools and free time, then the following tried-and-true repair option is offered:

Step 1... You take 50 rubles and go to KEMP. There you buy eight “VAZ pendulum bushings” made of black plastic at 40 kopecks apiece, two sets of brass “connecting rod bushings” for Tavria at 13 rubles 50 kopecks per set (4 bushings included) and eight “worm shaft oil seals for VAZ 01-07 ”Metal outside at 2 rubles apiece. Total spare parts for 46 rubles 20 kopecks for the repair of 2 suspension arms.

Step 2... With all this stuff you return to the garage. There from the purchased parts you make repair kit... We take the oil seals. The oil seals in the Nissan levers are 38x20x6. The oil seals you purchased have a size of 37x19x10 (the domestic industry, it seems, does not produce the required size). In addition, they are made of iron on the outside. They need to be brought up to condition as follows:

• put the oil seal on a flat metal surface with the spring down and apply evenly around the entire circumference a series of light blows with a hammer so that the oil seal from a flat cylinder with an outer diameter of 37mm and a height of 10mm turns into a barrel with a diameter of 38mm and a height of 8mm;
• take the VAZ pendulum bushings and separate the “hat” and “cylinder”.

Step 3... We remove the levers. To do this, you need a 17 head with a wrench and an extension, a 17 wrench and WD40. Raise the desired side and remove the wheel. We clean all the nuts from dirt and wet the WD40 for 15 minutes. Nuts: one on the near side of the arm, one on the far side, and 2 nuts and 2 bolts securing the bracket to the body that houses the far end of the arm. Unfortunately, the bracket will have to be unscrewed, because the bolt from the far part of the lever is removed towards the passenger compartment and, when the bracket is screwed on, rests its head against the body. Remember to reverse it when reassembling. Two nuts of the bracket are located outside (in the wheel arch - the lower ones) and the two upper ones - inside the engine compartment and are rectangles with threaded holes placed in the pockets. All nuts are anodized inside and should be loosened after wetting under the influence of the head and the amplifier. Yes! First, unscrew the nut and take out the bolt on the near side of the lever. Disconnect the upper and lower arms. We take the upper arm and swing it from the stern to the bow of the car. If it staggers, it needs to be repaired. If not, don't.

Video (click to play).

Step 4... We repair levers. We remove the old oil seals (I had them all, except one, whole and elastic, at the age, however, 7 years old). We take out the "pieces of iron" (hereinafter, the kingpin) (see figure) and pick out the worn out plastic bushings with a knife. We wipe the inside of the cylinder with a rag and put graphite grease or CV joint grease. In the middle of the cylinder there is a separating rubber seal inside. He doesn't give a damn to us. We also lubricate the "pieces of iron" with graphite grease and put on the ring from the pendulum bushing and behind it the connecting rod bushing until it stops. Again, we lubricate everything with graphite grease. We insert the resulting assembly unit into the cylinder. She comes in tight and half under the influence of assault. For the rest of the half we help with a hammer. We take the oil seal and smear it on the outer ring with sealant, then insert it with the spring outward.

Step 5... We put everything back and enjoy the unprecedented silence of the suspension and the absence of bumping on the bumps.

In conclusion, I can say:

• that the corrugated cover on the front shock absorber fits from 08 one to one, if a pair of corrugations is cut from it from below;
• you can immediately rush to repair your levers, or you can wait a month, starting today, while I publish the test results.

THINNESS # 1.Native oil seals can be carefully removed safe and sound. For me, for example, they are like new. This is done like this: flat screwdrivers are taken - narrow, thin and ordinary. The spring is removed from the gland and a narrow screwdriver is pushed between the internal gland seal and the lever pivot inside. Then the screwdriver is tilted as parallel as possible to the plane of the gland and its blade is wound under the edge of the gland from the inside. Turning the screwdriver, we lift the edge of the oil seal. Then we move the screwdriver further along the circumference and turn it again. This is possible more often along the entire perimeter. If this is done rarely, the plane of the gland will be violated. If, after the described procedure, the oil seal has risen, but does not come out, you need to help it in the same way with an ordinary screwdriver.

THINNESS # 2. The lever cylinders that are closer to the body are longer than the distal ones. Therefore, to repair one lever, you will need 5 bronze bushings - 2 for the outer cylinder and 3 (1.5 + 1.5) for the inner one.

THINNESS # 3 (most important). Because the bronze bushings are split and when they are inserted, their seam diverges by 1-1.5mm, then there is a certain eccentricity of the pivots in relation to the lever cylinders. If this same eccentricity on one side of the cylinder does not coincide with the “E” on the other side of the cylinder, then there is a slight misalignment of the pivots relative to each other. This misalignment slightly prevents the bolt from being inserted during assembly and, worst of all, causes the bolt to jam in the pins when tightened. Considering that the bolt should not also rotate relative to the lower pendulum arm, we obtain, with a strong tightening, an absolutely rigid structure, which, at the beginning of operation, of course, looses and begins to creak terribly. There are two ways out of this - a simple one and a more complicated one.

Simple... When inserting the sleeves and their halves, it is necessary that the seam coincides. When inserting pins with bushings on both sides of the cylinder, it is necessary that the seams on the left and right pivots coincide, i.e. so that the eccentricity of both pivots is the same.

Harder... Each sleeve must be cut into three rings and placed on the king pin so that the angle of the seams is 180 degrees. Then, perhaps, the eccentricity will disappear altogether.

THINNESS No. 4. Before inserting the oil seals in place, the assembly must be developed. To do this, a standard bolt is inserted into the kingpin with the lever removed, and clamped with a nut. The lever is clamped in a vice and with a wrench for the bolt we turn the king pin on the bushings. The criterion for the development of the unit is turning the pivots on the bushings with a 30 cm wrench (from the driver's kit) with one hand (and not leaning over the whole body). I needed to grind the bushings a bit on the grinding wheel to get the desired effect. If the node is not developed, then the consequences are the same as in subtlety # 3. I did all this 3 weeks ago. Since then, there have been rains, there was mud, then frosts also hit. First trips on salt. The refurbished units work just perfect. The suspension has become noticeably quieter, especially on small bumps. It makes me happy when you remember that there are ice pits and growths (bumps) ahead on poorly cleaned roads.

20,000 later. Everything is OK, except for domestic oil seals. Where the domestic oil seal was inserted, it creaked again. After disassembly, it turned out that the domestic oil seal is poorly adapted to domestic salt on the roads (as opposed to the English one). The rubber hardened, and the tension spring turned into separate cylinders of rust. Dirt got inside. I disassembled it, oiled it all over again, put new oil seals, only now I filled them with Movil from the outside. Let's see what happens this time.

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1 Nissan Primera 1990-1999

Models covered in this manual: Nissan Primera petrol models: 4-door Sedans, 5-door Hatchbacks and Station wagons, including all limited edition 1597 cc and 1998 cc engines.
Models with a diesel engine are not considered, as well as the new Primera model, launched in September 1999.
B / W + colored tabs.

2 Nissan Primera P10W10Avenir

Description: This manual provides the most complete description of the maintenance and repair of cars of the P10 and W10 series. The manual is compiled on the basis of the factory repair manual and is applicable to the entire wide range of modifications of bodies, engines, gearboxes, as well as for various countries of destination (Europe, Japan, etc.). Engine GA16DS, SR20Di, SR20De, SR20DE, CD20.

3 Nissan Primera 1990-1999

Description: The book covers models with 1.6 / 2.0 liter petrol engines and 2.0 liter diesel engines. Operations for the device, repair and maintenance of components and mechanisms of the car are reviewed with illustrations and photographs. Wiring diagrams and instruction manual included. For a wide range of consumers.
Gasoline engines:
GA16DS 1.6 l. / 71 kW (97 hp) Nikki 21L carburetor
GA16DE 1.6 l / 75 kW (102 hp) multipoint injector Nissan
SR20Di 2.0 l / 92 kW (125 hp) Nissan singlepoint injector
SR20De 2.0 l. / 96 kW (131 hp) multipoint injector Nissan
SR20DE 2.0 l. / 110 kW (150 hp) multipoint injector Nissan
Diesel engine:
CD20 2.0 l. / 55 kW (75 hp)

Post has been edited 100nx – 9.11.2011, 23:17

Nissan Primera is a family of class D cars with front and plug-in all-wheel drive. Available with sedan, hatchback and station wagon bodies.

The first generation Nissan Primera was first introduced in February 1990. In the fall of 1990, an all-wheel drive modification appeared. The first generation Primera was produced in the P10 body - a 4-door sedan and a 5-door hatchback, and the station wagons had a W10 body index and had practically nothing to do with a sedan and a hatchback. Yes, they have a similar interior, the same engines are used, but they are completely different cars. In addition, the W10 was produced (from 07.90 to 01.98), one might say, in its historical homeland - in Japan, and the P10 - in the UK, and this speaks volumes: technology, materials, personnel.

Primera cars of the early 90s are characterized by a calm appearance. Despite the external similarity, the station wagon differs significantly from the sedan with a hatchback in design. The main difference is the three-link front suspension, which gives the P10 legendary stability and handling. The station wagon uses McPherson and a dependent beam, which are more reliable and durable, so the station wagon's rear suspension is practically indestructible. However, from this the workhorse (station wagon) steers noticeably worse than the Primera in sedan and hatchback bodies, a characteristic feature of which is very precise steering. The multi-link suspension is stiff, but moderately comfortable. Due to its sophisticated design, the Primera does not roll to the side in sharp turns, and bumps in the road are passed with much less rumble in the cabin than any of its competitors. There is a little hum, but there is no separation from the road surface, yaw and other “pleasures”. It is clear and predictable behavior on the road that many owners call the first advantage of the car.

Several engines were offered for the car. Gasoline GA16DS - 1.6, 90 hp. (carburetor), and in 93 it was replaced by GA16DE - the same 1.6, but with distributed injection with a power of 100 hp. SR20DI - mono-injector 2.0 with 115 hp, from the 93rd SR20DE -125 hp, later 135 hp. The power of 2-liter engines is indicated as base, but the real one is very approximate and not stable, since when VIN-s of cars of different years are punched through, mention is often made of reduced engine power. Diesel LD20 (75 hp) was produced until April 1996. The engines are quite reliable and, with proper operation and timely maintenance, are capable of reaching up to 200-300 thousand km before overhaul. Carbureted versions of engines often experience jerking during operation due to a tendency to misalignment and misalignment with the catalyst.

Gearboxes used 5-speed manual and 4-speed automatic. The first-year Primera manual transmission has a negative reputation as over time, the fifth gear synchronizers become loose. As for the "machine", it does not cause any difficulties in operation.

The brakes are quite clear and informative. All cars were equipped with front disc brakes, rear disc brakes (SR20Di, SR20DE and part of GA16DE, CD20) and drum type (GA16DS and part of GA16DE, CD20). Most cars (except GA16DS) are equipped with ABS.

In mid-1996, a new Primera series appeared on the assembly line, with the P11E index. This model was developed exclusively for the European market (hence the letter E). It is noteworthy that all bodies were now produced in the UK, including the WP11E station wagon. According to the estimates of the designers, the car has been significantly redesigned. More than 600 innovations have been applied in the new model, however, this mainly concerns trifles. The rear part of the P11 suspension has changed, now it is made like in the W10 - a beam with a Scott-Russell mechanism, and in front only the lower arm has changed (or rather, one of its silent blocks). The handling of the car, especially its cornering behavior, has become exceptional. The car developers managed to bring the car axle weight distribution closer to ideal. However, in the new P11, the new rear suspension is more likely to break down than in the P10.

The configuration options remain the same as those of its predecessor - SLX and GT. There were also GX (the poorest, replacing the LX) and SE (the richest: 4 pillows, leather, sunroof, air conditioning, music, etc.). The rest of the names are secondary, do not carry significant information and serve purely marketing purposes.

The interior is probably half of the promised 600 changes - in the upholstery of the doors, the plastic of the dashboard. The interior is now two-tone, with a dark top and a light bottom. The seats have also increased in size, their backs have become slightly higher. Sometimes there is leather trim.

The engines have been updated but remain the same. Their characteristics have changed somewhat. In the spring of 1997, a GT version (sedan) was released with a 2-liter 16-valve engine producing 150 hp. The outwardly redesigned engine is recognizable by its red head. Changes in the braking system affected, in particular, the electronic brake force distribution system, which controls the ratio between the front and rear discs, as well as the vacuum brake booster, the brake master cylinder and ABS.

In September 1999, a new generation of Nissan Primera models with a body index P11-144 entered production. Nissan Primera production is now concentrated at Nissan's flagship plant in Sunderland, UK. The car's exterior and interior, in a sporty and executive style, have been developed at Nissan's European Technology Center under the direction of British designer Dale Gotsel. The bonnet lines have been completely redesigned: the protruding chrome edges of the radiator grille smoothly flow into the bonnet with a modified, clear profile. Its aggressive styling is carried over to the bumper with air intakes and wide-spaced fog lamps. The lowered bumper looks like a part of the body, its lower part improves the erodynamic characteristics of the car and smoothly passes into the thresholds that visually reduce its height, so that the silhouette of the car has become more squat. The headlights are equipped with xenon lamps, which give twice the light of standard halogen. The sporty front end echoes the raised edge of the rear spoiler and the softly contoured bumper that looks like one piece. Elegance is accentuated by the luggage compartment line and the bulging “three-dimensional” taillights with black and red lenses hidden behind smoky plastic.

The elegance, sportiness and technology of the exterior of the Primera is continued in the interior of the vehicle. The front panel is made in two colors, with a dark top and a light bottom. The redesigned front seats feature new upholstery materials, and their wider and taller cushions emphasize the luxury and sporty style of the new car. The car is offered with four trim levels: Comfort, Sport, Lux, Elegance (the latter is the most sophisticated). For the interior, four different types of fabric are used, and leather trim for the most complete models is also possible.The new shape of the gear knob is made of aluminum or wood in the Sport and Elegance trim levels. The steering wheel is also available in leather and wood.

Each configuration can be equipped with any of the engines: gasoline with a volume of 2.0, 1.8 and 1.6 liters or a two-liter turbodiesel. The new 1.8-liter gasoline engine, which received the QG18 index, in terms of the level of exhaust gases exceeds the European Euro-4 requirements, which will come into effect in 2005. The basis for it was not the SR18 well-known in the Japanese market, but something new-fashioned, with variable valve timing. Two-liter versions received variators as an option. All of the above options are equipped with a new manual gearbox, and with a two-liter gasoline engine, a CVT or CVT M-6 variator is available. For any engine and trim level, the car is offered in one of three body styles: sedan, hatchback and station wagon.

Safety is one of the main areas of improvement for the new generation Primera. New technologies that have put Primera at the forefront of safety include a class-first mechanical brake assist (Brake Assist), new headlights, new larger side airbags and the ISOFIX child seat anchorage system. The Brake Assist system is the first system of its kind to be installed on a car from the D segment. Like a similar system on luxury cars, it helps a driver of all skill levels to brake as efficiently as possible using the ABS. Together with four-channel ABS and electronic brake force distribution and Brake Assist, the new Primera is equipped with ventilated brake discs with a diameter of 280 mm, which were previously only equipped with the GT version. The brake force distribution system precisely controls the balance between the front and rear brakes. These innovations, together with improvements to the brake master cylinder and vacuum brake booster, have made the Examples' braking system more powerful and controllable.

The climate control system is designed to be activated with a single push. The driver only selects the temperature - and the climate control system itself regulates the microclimate in the cabin, taking into account changes in the outside temperature and the degree of heating of the cabin by sunlight. All the driver needs to do is to correctly direct the jets of air entering the passenger compartment. Neither fan speed nor temperature need to be adjusted.

The new generation of Nissan Primera 2002 - the Primera sedan and station wagon - has been produced since mid-December 2001 at the famous Nissan Motor Manufacturing (UK) Ltd. in Sunderland, UK. In the early summer of 2002, the production of a 5-door hatchback, created especially for Europe, began. The high-tech Primera has retained all the forms of the concept unveiled in Paris in 2000. Its distinctive "monoform" represents a bold change in the style of the three-box body and sets a new standard in this class.

The new generation of the Nissan Primera model can be called the most revolutionary new product in the middle class in the history of the company. Creating a unique personal style was a major challenge when work began on the third generation of Primera in 1997. Stefan Schwartz, Chief Designer, Nissan Design Europe, the man behind the exterior design of the new Primera, describes the car's design as best representing the shift in positions in concepts and form expression. “Our original idea was to move away from the stereotypes of the sedan concept. The design of the sedan is traditionally very conservative, with a strict separation of the engine compartment, passenger compartment and luggage compartment. In order to provide more spaciousness and comfort in the cabin, we approached the exterior design, starting with the interior of the cabin, i.e. started developing forms from the inside. Our monoform silhouette combines the functionality of a spacious interior with a unique profile that is easily recognizable from a distance, ”he says.

The range of engines has remained almost unchanged, a new 2.0-liter gasoline engine has been added to the upgraded 1.6-liter and 1.8-liter engines, as well as the latest development from Nissan - a 2.2-liter turbo diesel engine with direct injection systems and Common Rail ”, Providing good power characteristics and lower fuel consumption.

The new Primera is powered by the familiar 1.6L QG16 engine, which now develops 80 kW (109 hp) at 6,000 rpm. and 144 Nm of torque at 4000 rpm. The electronically controlled throttle valve ensures smooth transmission of the increased torque achieved by the variable valve timing system. The aluminum manifold replaces the traditional cast iron manifold, which, in conjunction with the increased length of the exhaust manifold, results in increased torque for greater "elasticity" of movement.

The more powerful 1.8L QG engine also features twin aluminum exhaust manifolds and variable valve timing for increased torque and improved throttle response, while the flywheel and low-noise chain reduce noise levels. This engine develops 85 kW (116 PS) at 5600 rpm and 163 Nm of torque at 4000 rpm.

The new 2.0L QR20 engine features a rigid ladder-type cylinder block and a compact balancer system for superior smoothness and quiet operation. The use of lighter parts, a low-noise chain and a plastic valve cover allows this engine to perform as close as possible to the characteristics of a 6-cylinder engine in terms of its performance. Its maximum power is 103 kW (140 PS) at 6,000 rpm and torque is 192 Nm at 4,000 rpm.

The 16-valve 2.2L YD22 turbo diesel engine with twin overhead camshafts and Common Rail technology is similar to that found in the recently launched X-Trail. With an optional turbocharger and an additionally variable injection duration, it achieves an output of 93 kW (126 hp) at 4000 rpm and a torque of 280 Nm at 2000 rpm.

Engines with a volume of up to 2.0 liters. They are standard equipped with a 5-speed manual gearbox, and for a 1.8-liter engine, a 4-speed automatic gearbox is available. Both new engines are offered with a 6-speed manual gearbox, and for the 2.0-liter gasoline engine. additionally, it is possible to install the Hypertronic CVT-M6 variator with the possibility of manual gear shifting.

Combining the best performance of MacPherson strut and double wishbone systems, the multi-link front suspension uses a specially insulated subframe to provide smooth ride and comfort while reducing noise and vibration.

Nissan Primera operation manual, maintenance and repair manual, wiring diagrams, control dimensions of the body with gasoline engines: GA16DE / GA16DS 1.6 l (1597 cm³) 97-102 hp / 71-75 kW, SR20DE / SR20DI 2.0 l (1998 cm³) ) 125-131-150 hp / 92-96-110 kW and diesel CD20 2.0 l (1974 cc) 75 hp / 55 kW. Nissan Primera P10 / W10 / P11 station wagon, sedan and hatchback model from 1990 to 2002