Invincible cars do not exist, no matter what advertisements inspire us. Each mechanism has problems and shortcomings, specific "sores". A car is a combination of a huge number of mechanisms and everything that turns, rubs, switches, rotates, comes into contact with the external environment - is subject to deformation and potentially vulnerable. The Nissan X-Trail is no exception. In fairness, we note that Lexus, Porsches, Mercedes are no less vulnerable and have their own disadvantages, pros and cons.
Until 2009, all Nissan were imported from Japan. After opening assembly production at the plant in Shushary near St. Petersburg, the flow of imported cars in the European part of Russia dropped sharply, supplies of locally assembled Nissan appeared. Deliveries from Japan are relevant for Siberia and the Far East, there are often even right-hand drive versions.
Versions and improvements
When buying a used car, especially one that is not cheap like the Nissan X-Trail, you need to understand that many components are worn out, and replace expensive parts in excess of the necessary pre-sale preparation, nobody will. Consider the Nissan Ikstrail pros and cons in order to navigate secondary market.
Weaknesses of the Nissan X-Trail were consistently worked out by designers, engineers and designers. The disadvantages of previous versions are eliminated quite quickly. Only a car completely cast from titanium and launched into orbit outside the atmosphere can be invulnerable.
Ikstrail has an incredible amount of improvements and restyling. Cars Nissan X-Trail T30: 2001, 2003; : 2007, 2010; : 2015 - differ from each other quite significantly. The car of the first wave was progressive for its class, but the interior trim from the inside was frankly simple. Restyling 2003 was carried out according to the requirements of consumers, for whom a line of wishes was specially opened. In 2007, the shortcomings of control systems were eliminated, variators, interior, trunk were improved.
The most popular on the secondary market was the 2007 version,. This is due to the relatively low price and the presence of major technical innovations. Besides everything that could break has already been broken and replaced, accordingly, with a skillful choice and a certain amount of luck, you will not have to invest in expensive repairs immediately after purchasing a car.
Modern shortcomings and shortcomings of the Nissan X-Trail T31 according to car owners:
Washer reservoir - a simple plastic container with tubes
1 No washer reservoir level indicator
It is possible to understand that the liquid has run out only by the absence of splashing on the glass ... And this can lead to the fact that the pump that pumps the washer will deteriorate - it is not intended to work "dry".
2 Unreliable fuel level sensor
Ixtrail has two of them. One on fuel pump, the other - separately. Usually the “separate” sensor is to blame. Constant contact with our "quality" fuel oxidizes contacts with all that it implies. Can be cleaned with a simple "cotton swab + solvent" set.
Illumination of buttons on the driver's door in the dark
3 Driver's door buttons are not illuminated properly
In particular, power windows are not illuminated. It would be possible to make the backlight not side, but "from the inside" ...
Trunk shutter Nissan x-trail
4 Inconvenient trunk curtain
Class "tablecloth". Something more practical could have been done.
Nissan X-Trail fifth door gas strut
5 Weak stops of the fifth door
Gas stops Nissan X-Trail does not always cope with a heavy fifth door. This is especially noticeable in cold weather and frost.
Operational problems
Relatively serious problems Nissan X-Trail starts after a year of running. Rust appears on the 5th door, which was famously slammed several times. There may be problems with the paintwork on the roof, especially if you have a chance to travel through the bushes and do not notice the small scratches that appear. Problems associated with insufficiently accurate handling, testing of extreme modes of the car, testing of capabilities come out.
Wiring problems and abrasion of the loops
From operating practice, it is quite obvious that all moving parts are subject to increased wear. As for the wires and loops laid in moving mechanisms, they also wear out, wear out, the insulation deteriorates, the wiring closes, the wires break and fray, the microcircuits fail.
Traditional problems of cars with electronics; this is abrasion of control wires, loops, breakdown of controllers and buttons. What can I say, if even in old VAZs, stop signals and turn signals fail, and on the left side, where the driver's door provides an additional mechanical load on the wires. So, in the Nissan X-Trail, some of the control wired systems, buttons and loops are located on the steering wheel. Audio loops, cruise control, speakerphone located on rotating elements are subject to abrasion.
Front right door wiring In the hands of a competent electrician, the problem with loops is easily eliminated. If there was no competent electrician, or the abrasion of the loops is catastrophic, that is, not “sensitive insulation”, but “in tatters”, repair and replacement of control loops will cost tens or two thousand rubles.
The Nissan X-Trail's electric seat adjustment is also weak due to increased mobility. This is especially true for the driver's seat. Deterioration of electrics and loops is inevitable. And in the case of the Nissan X-Trail, a significant part of the electrics is located in the moving parts, which increases wear and tear many times over.
In addition to direct mechanical action, there is a problem of condensation of excess moisture, difficult temperature conditions, strong heating near rubbing parts of the mechanism, unreliable protection of some units from dirt.
Sensors
Incorrectly transmitting sensors, these are serious shortcomings of the Nissan X-Trail from the very first, to latest models... Quite often, this is a problem for a car owner who does not want to spend extra money on replacing a combined unit. By the way, the combined nodes in the Nissan X-Trail are decent.
Open type resistor sensor: contacts constantly float in the fuelFuel sensors. Ixtrail has two of them. The contacts of the fuel gauge stick, clog up and oxidize, for this reason the sensor readings are not very accurate. Pros and cons of a car in this case it is pointless to measure.
Fuel level sensor, which is combined with a petrol pumpThe problem can be solved in the usual way by simply cleaning the boards. The "right" filter is no problem, but the "left" one is combined with the fuel pump. Replacement will cost over 10,000 rubles. For this reason, many drivers limit themselves to cleaning the right one, which does not contribute to the effective operation of the level gauge.
In extreme conditions, which, according to the Nissan X-Trail regulations, refer to subzero temperatures, replacement of components should be carried out more often.
The same applies to the oil filter.
Expensive components
Cheap repairs for the Nissan X-Trail are impossible in principle. Considering the pros and cons of the Nissan X Trail, expensive components should be noted, for which replacement at the end of their service life is recommended.
It refers to planned works with a variator gearbox. Most variators use a special CVT oil Fluid NS ‑ 2, which is more expensive than usual transmission fluid. Oil filter, which needs to be changed at the same time as changing the oil, has additional functions and costs decently. It is recommended to change the oil 2 times a year, which is about 32 thousand annually. In the event of problems with the variator, and they arise due to improper actions by the user, a belt change and pulley grinding may be added to an unscheduled oil change.
Technical flaws
The small sores of the Nissan X-Trail, especially those bought in the secondary market, are very unpleasant for the driver - these are plastic rattling parts in the cabin, as they are called "crickets". The driver's problem is that by getting used to not paying attention to small clicks and squeaks, you can miss a serious nuisance. The howl of the variator, of course, cannot be confused with anything, but it is easy to miss the clicking and tapping of the steering rack.
We list the most vulnerabilities Nissan X-Trail in terms of unexpected squeaks:
- Outside there is a panel above the wipers. By the way, if the cold is approaching, it is advisable to replace the regular wipers immediately, they are often made of rubber that is not sufficiently resistant to frost. A disgusting grinding on the glass instead of a soft glide can be an unpleasant surprise.
- Center console.
- Heating system. A motor whistles and clicks in it, which will eventually have to be replaced.
- The seats, though the latest sample and are stuffed with electronics, but after 2-3 years they creak almost like a spring grandmother's sofa. This is, in principle, normal. None of the drivers complain about the seats and everyone finds the adjustment system very comfortable. And they just get used to the squeak and are surprised when strangers, for example, when selling a car, pay attention to rather loud squeaks.
Nissan X-Trail is not the cheapest car and requires considerable investment in monthly maintenance, filters must be changed in accordance with the maintenance schedule, regardless of the cost.
With proper driving and regular maintenance, new nissan X-Trail won't be a problem.
Disadvantages of Nissan X-Trail video
The Nissan X-Trail is a compact SUV that began production 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 has undergone a slight restyling. The production of the crossover continued until 2007, then it was replaced by the second generation - the T-31.
The off-road vehicle won the hearts of fans of out-of-town recreation and became very popular. Those wishing to purchase a versatile all-terrain vehicle can easily find quite a few advertisements for its sale. Large and roomy crossover with outstanding off-road capabilities at a reasonable price - good offer... But ... is everything so smooth? Let's follow the trail!
Engines
The line of engines Nissan X-Trail included two gasoline and one diesel unit. The first ones were presented in 2-liter (QR20DE, 140 hp) and 2.5-liter (QR25DE, 165 hp).
Nissan QR series engines suffer from rapid ring coking due to an unsuccessful oil separation system in valve cover... In 2004, the piston design was refined and the number of problems decreased slightly. Engines of this series begin to take oil with a mileage of just over 100,000 km, and a catastrophic situation becomes at around 150 - 190 thousand km with an oil consumption of 2-3 liters per 10,000 km. Most often, this problem overtakes motors with a working volume of 2.5 liters. Replacing the rings with valve stem seals will cost 30,000 rubles. I would like to note that gasoline engines too many major overhauls caused by high oil consumption, even before the 200,000 km mark ...
With a mileage of more than 140 - 160 thousand km, oil may appear in candle wells because of the "hardened" oil seals. They can be replaced both as an assembly with a valve cover (5-6 thousand rubles), as advised by many car services, or separately - only the oil seals themselves, which will be much cheaper.
The chain can stretch after 140 - 160 thousand km, which will cause interruptions in the operation of the engine, triplet and loss of traction. By this time, the turn of the chain tensioner may also come.
After 160 - 180 thousand km, most likely, you will have to clean throttle... Its contamination makes it difficult to start a cold engine and is one of the reasons for unstable operation.
With a mileage of more than 100 thousand km, it will be useful to replace 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 decay products were sucked into the working cylinders, and they, acting as an abrasive, left scuffs 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 rented out 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 position sensor crankshaft(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 a mechanical injection pump with electronic control, the second is the Comon Rail high pressure fuel injection system. Although this engine does not require overhaul but 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 the nozzles (original 16 thousand rubles) or the fuel pressure sensor. The fuel pressure valve in the injection pump is one of the main culprits of the unstable operation of the diesel engine, less often the reason is in the sensors mass flow air or crankshaft position.
After 180 - 200 thousand km, you will most likely have to replace the stretched chain and its tensioner. The turbine is quite tenacious and at correct operation runs at least 220-250 thousand km.
After 100,000 km, the DPF particulate filter in the exhaust system causes a lot of problems. Unexpected smoke, loss of thrust and the inability to increase engine speed above 2000 indicates the activation of the regeneration mode. Replacing with a new filter will cost up to 80 thousand rubles. A cheaper, but radical method is complete or partial removal of the filter, followed by a flashing of the ECU.
Radiators do not leak often, but this happens when the mileage is more than 140 - 160 thousand km (4-5 thousand rubles).
Transmission
The manual transmission is very reliable. There are no problems with it. The clutch survives up to 140 - 180 thousand km, in harsh conditions its service life will be limited to a mileage of 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 its problems. Not too expensive - with a mileage of more than 180 - 200 thousand km - burning of the contacts or failure of the relay supplying power to the electromagnet, which removes the lock of the gear selector. After 200 thousand km, there were cases of breakdown of the planetary gearbox and breakage of the splines. One of possible reasons- failure of the oil pressure sensor in the box and, as a result, incorrect control signals. Recommendations for the prevention of such incidents are to replace 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.
Undercarriage
The suspension is also worth paying attention to. The stabilizer bushings take care of 40-60 thousand km, the stabilizer struts go about the same amount. With a mileage of more than 150 - 180 thousand km, a queue of shock absorbers, silent blocks of levers and wheel bearings is most likely suitable.
Steering tips run 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. Weakness on the body of the Japanese SUV - the tailgate. Pockets of corrosion occur along the edge of the chrome trim above the license plate. It is treated by gluing under the pad with 2-sided tape.
Interior noise insulation is weak. Often the back seat rattles and the panels creak. Many have a backlash in the driver's seat. Often rear seats refuse to fold because of the flying off pin of the lock inside the back.
With a mileage of more than 60 - 80 thousand km, it is often necessary to repair the motor of the interior heater fan. Noise appears when the stove is turned on. The reason is in the short-lived sleeve bearings, which would be appropriate to replace with conventional rolling bearings. Official dealer 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 less.
Over time, due to the wedging of the bearing of the electric motor, the control resistor may burn out, and the stove will stop responding to a change in the position of the regulator. In this case, a simple replacement of the resistor cannot be dispensed with, since everything will be repeated soon. There is only one way out - replacing the bearing of the heater motor. The engine can withstand 3-4 successful repairs, then you will have to replace the heater assembly.
The electrician sometimes shows his character. One of these moments is the spontaneous unlocking of the doors and the activation of the emergency gang. This only happens when the ignition is on, and a failure occurs in the radio control unit. It is treated by adding an additional relay.
Sometimes, when playing a CD, one of the sound channels is disconnected - the reason is the loss of contact on the loop.
The alternator pulley can jam after 140 - 160 thousand km.
Conclusion
Fuel consumption for a 2-liter engine with manual transmission will be about 13-14 liters in the city and 15-17 liters with an automatic transmission, 9-10 liters on the highway. 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, the consumption on the highway will be 10-11 liters. Diesel is a little more economical - 10-13 liters in the city and 7-9 liters on the highway.
Of course, Nissan X-Trail can also be front-wheel drive, but unlike the "relative" in the person Nissan Qashqai, there are very few single-drive cars. And the all-wheel drive with the electromagnetic clutch that has already become familiar to Japanese and Asian cars in the rear axle drive is made as simple and quite efficient as possible. It is enough to overcome small obstacles, although it does not tolerate prolonged slippage and pulling on heavy ground. After a run of 50-70 thousand kilometers, the clutch usually requires flushing and bulkheads, otherwise by the end of the same run, damage to the electromagnet, and possibly the bearings due to corrosion, can be expected, and this will cost at least 50 thousand rubles for a new clutch and bearings. and the work is not worth a penny.
The clutch together with the main gear should be opened and cleaned immediately after overcoming deep fords: the breather often lets water through. However, in this case, wheel bearings, most likely, will not last long either, and the body is better. once again treat with anticorrosive and wash from below. Yes, this car is not intended for such tests.
On the mechanical side, there are a minimum of complaints about the transmission. But you still have to do something.
On running machines, the CV joints should be carefully checked. And after one and a half hundred thousand mileage, it is worth preemptively renewing the lubricant in the hinges, without waiting for them to overheat and the appearance of noise.
The propeller shaft after the same one and a half to two hundred thousand mileage will require replacing the intermediate support, and in case of severe operating conditions - and crosses, since it is not original parts are inexpensive.
The transfer case, which is really just a bevel gear, holds up well. If you change the oil and do not overload, then there are no particular problems with it. With a gasoline 280-horsepower turbo engine, it can be "rolled up", and in all other cases, damage to shafts and bearings is associated with untimely maintenance, leaks and water ingress into the mechanism or imbalance cardan shaft... By the way, gearboxes from cars before and after restyling are conditionally compatible: the housings differ minimally, but when replacing, you may need to work with a grinder.
Gear selection mechanism mechanical boxes gears with age greatly loses selectivity due to the elongation of the cables and loosening of the ball joint of the lever. And the dual-mass flywheel has a poorly predictable resource. It is good that, if desired, it is possible to change the clutch to a conventional damper one.
After 200 thousand mileage, you can expect a deterioration in the inclusion of the third-fourth gear due to aging synchronizers, and for those who like to drive with a noticeably lower mileage, the synchronizer of the second gear often suffers. At this, with careful maintenance and maintaining the oil level, everything ends, but remember that in the manual transmission it is also necessary to change the oil sometimes.
Most of the cars are equipped with automatic transmission. The child box is installed here Nissan- Jatco model RE4F04B, which is rightfully considered one of the most successful automatic transmissions of its time. True, there are only four steps, and by the middle of the 2000s it was already morally outdated, but on the other hand it is reliable and provides good dynamics and comfort. I would say that it is eternal, but exploitation in Russia casts doubt on the reliability of anything.
Most of the drivers with a mileage of 250 thousand kilometers will require replacement of the blocking lining of the gas turbine engine. But there are always chances that the run was wound up or a "racer" drove, which made the box literally "burn at work".
Twitching or slipping in third or fourth gears is usually the fault of the brake band. She is here and aging in the first place, and is very sensitive to oil contamination: it starts to work harshly.
A set of solenoids can fail ahead of time due to excessive pollution or overheating, and the automatic transmission selector often causes a transition to emergency mode.
All other repairs are consequences or very high mileage, or operation with dirty oil with overheating. The box comes up completely only when half of the clutches "die", or pieces of metal have destroyed the planetary gear or valve body. This is fine, unless you bought a "slightly twitching" box. She is usually already a complete "corpse" inside, so almost everything will have to be changed. However, this is the fate of almost all reliable technology: there will always be someone who will purposefully look for something that can be “killed” for a long time, and that will not break from his style of handling equipment at once.
Frequent oil changes, an additional radiator and an external filter are recommended but not required.
Motors
Nissan X-Trail was equipped mainly with two engines: gasoline engines of 2.0 and 2.5 liters of the QR20DE and QR25DE series. Supercharged motors of the SR20VET series (2 liters and 280 forces) and a 2.2 liter diesel engine of the YD22DDTi series are quite rare. We have such motors - exotic. I can only say that Nissan turbo engines of this generation are considered very successful, but diesel engines own development- capricious in part fuel equipment and very unhurried even in the DCi version, although quite sturdy.
The common difficulties of Nissan engines on the X-Trail are rather weak radiators, unstable pressure in the cooling system due to an unsuccessful plug, often flowing system pipes, somewhat capricious ignition coils and an intake system with weak corrugations, prone to depressurization.
Radiator
price for original
11 707 rubles
Of the most dangerous troubles for the engine and the car, I will name the loss of tightness of the gas line under the hood in the place of the quick-detachable connection: the seal ring "dubs", and little by little leaks appear. The second is weak and corrosive spring clamps on almost all elements of the cooling system, which over time can simply fall apart. On older cars operating in the northern regions, after 5-6 years, engine mountings are severely affected.
Almost all aging problems begin to manifest themselves after 150,000 mileage. On this run, the chances of overheating and simply failures of the control system increase dramatically. All this does not in the best way affect the condition of the motors, especially when operating in our northern regions. Winter starts at a temperature of -30-35 degrees are quite affordable for these motors, but the chances of ruining the motor increase dramatically, which is reflected in the failure statistics.
The naturally aspirated 2.0 and 2.5 liter petrol engines are close cousins, although the degree of their unification should not be overestimated. They differ in the cylinder block, the arrangement of a number of components, intake, camshafts and auxiliary systems.
The resource of a larger engine is in fact less than a two-liter one. Affected by a greater tendency to overheating and a higher load on the piston and crankshaft. But in any case, it all depends on the style of operation. When changing the oil at least once every 10 thousand, if the engine is not raped by cold starts all winter, and in the summer it is not overheated in endless traffic jams and trips through the sands, two-liter motor will begin to eat butter with a mileage of 250-280 thousand kilometers, and the appetite will grow steadily due to wear and tear piston group... If you do not miss the oil level, and replace the catalyst with a European metal one or remove it altogether, then the engine will almost certainly last up to 350-400 thousand mileage, which for such a simple and cheap design is an undoubted indicator of success.
In the photo: under the hood Nissan X-Trail FCV (T30) "2003–07 A 2.5 liter engine acquires an oil appetite a little earlier. Cases of its occurrence with runs significantly less than 200 thousand mainly appear for the following reasons: either the mileage is twisted, or the catalyst was not changed in time due to the recall campaign, or the engine was overheated. Because it seems to be, and reliable motor, but he has enough nuances.
Ignition coil
price for original
2 670 rubles
First, the catalyst. The design with a catalyst collector and a ceramic catalyst on Nissan cars turned out to be not very resourceful, and after hundreds of thousands of runs, especially with winter starts, the catalyst began to "dust". And some of the dust was sucked back into the cylinders, contributing to a sharp increase in wear on the piston rings and the top of the cylinder and increasing the chances of scoring. The problem was noticed, and from 2003-2004, all cars received a catalyst on a metal substrate, which is noticeably more resistant to overheating and almost does not generate dust when destroyed. The measure turned out to be effective, so that the restyled motors without overhaul with big runs are found much more often dorestyling.
At the same time, they abandoned the strange solution in the cooling system, which contributed to the early coking of the rings. In addition to the standard thermostat, which, at an opening temperature of 82 degrees and a full open at 96, maintains a very gentle temperature regime of the engine, there is also another thermostat that provides accelerated heating of the cylinder block to 95 degrees. The idea is quite simple: there is practically no fluid circulation in the block until it is fully warmed up, and only after 95 degrees does the antifreeze go through the block in full. This helps to quickly reach the engine temperature regime that is optimal for fulfilling environmental standards, but this technology has its own unpleasant features. Firstly, most of the operating time there is a large temperature gradient between the cylinder head and the cylinder block, which increases the load on the gas joint and leads to its depressurization. Hence - regularly "blowing" cylinder head gasket on cars before restyling. Secondly, an increase in the block temperature to hundreds of degrees raises the temperature of the piston rings and the piston itself, which is expressed in a tendency to coke formation. Well, and the last thing: the circulation of liquid with the second thermostat closed is less, and the stove in the cabin does not heat well in cars until it is completely warmed up.
In the photo: Nissan X-Trail (T30) "2001-04 The cylinder blocks and cylinder head before and after restyling have differences in the design of the cooling jacket. On a pre-styling motor, you can simply remove the second thermostat without any obvious negative consequences. But to put a thermostat in a new cylinder head will not work. But you can put the old cylinder head on a new block - in this case, installing an additional thermostat is simply harmful.
But with runs above 250-280 thousand, the engine eats oil not only because of the cooling system and catalyst. Despite the low opening temperature of the main thermostat, the cylinder head temperature in many modes is still quite high. AND valve stem seals after 5-6 years of operation, they are already beginning to leak. Top oil leakage promotes compression rings, which increases the risk of oil scraper and increases flow blow-by gases through the ventilation system. And this speeds up the coking processes.
The design of the piston is also not perfect: the rings are thin, the oil drain is designed for low-viscosity oils, and the engine does not like operation with constant underheating. In the presence of a serious oil appetite, sloppy owners almost always bring matters to the battered liners and a dead oil pump. The oil level sensor is too low, and the engine crankcase has a weak anti-drain system, so in sharp left turns with a low level, the pump suffices.
Structurally, the motor is not complicated. Its block is made of aluminum, the sleeves are cast iron, the timing drive is chain, there is only one phase shifter.
Timing Chain 2.0 QR20DE
price for original
2,039 rubles
At 170-200 thousand, the timing chain usually needs to be changed, and with stars. At good oil the resource is larger. There are cases when more than 250 thousand chains pass, but this is rare.
With a mileage of about 80-120 thousand kilometers, you will have to adjust the valves, and then every 50-60 thousand kilometers the procedure will need to be repeated.
The engine does not like old candles and dirty fuel very much. With old candles, everything is clear, no one likes them. And the fuel is often very dirty due to the nature of the fuel tank. Fuel system requires periodic flushing, and nozzles - even replacement.
It is worth noting that prices for even original parts are low, and a typical overhaul is almost cheaper than for domestic motors.
SR20VET is a legendary motor, it is the most powerful serial version of the motor on the SR20 block. The version with a Garrett T28 turbine with a capacity of 280 horsepower is not bad by the standards of highly accelerated engines. There is also an aluminum block and cast-iron sleeves, the camshafts are also driven by a chain, but there are hydraulic lifters. And it has no problem in the cooling system. And an oil burner for him on a stock piston is a rarity, usually this engine dies for another reason.
In the photo: under the hood of the Nissan X-Trail (T30) "2000-2003 The diesel engine YD22DDTi is rare and only on European cars. The motor is chain and mechanically quite strong. The main problems of the engine are associated either with the fuel equipment, or with cracks in the exhaust manifold, EGR system, dirty inlet or clogged nozzles.
There is a system Common rail one of the first generations, and she is quite capricious. Dirt in fuel tank for a diesel engine is an even greater threat than for gasoline engine, therefore, the filters need to be changed frequently, and the cleanliness of the tank should be carefully monitored.
price for original
3 681 rubles
Highly running motors can have severe cylinder head corrosion with cracks between valve seats and gas leaks into the cooling jacket. We strongly recommend that you examine the motor with an endoscope when purchasing. True, glow plugs sometimes stick here so that it is impossible to remove them.
On a car after restyling you can find particulate filter... Do not expect good from him, he is not very well compatible with this motor.
In general, diesel is not bad at all, but due to the low prevalence and capriciousness of fuel equipment, it is highly not recommended for purchase.
Summary
Nissan was very late with the launch of the crossover, but took into account the mistakes of competitors and tried to do everything "right". In many ways, this is why a car with a far from ideal technical side has managed to become quite popular in Russia.
In the photo: Nissan X-Trail (T30) "2004–07 The balance between "jeep" and "minivan" was chosen very precisely, besides, the car is really inexpensive to operate and repair. Of course, the body slowly but surely rots, and the engines of early releases are prone to the appearance of an oil appetite with low mileage, but car owners are usually satisfied with them. At least until they change to something more reliable or more comfortable.
I can only recommend that you carefully check the body when buying and try to buy a car after restyling or with an already powered engine, without a problematic ceramic catalyst and without an extra thermostat. Automatic boxes and all-wheel drive there is no need to be afraid. If, of course, they work, and you are ready for the fact that they will have to be serviced.
Would you take the first generation Nissan X-Trail?
OPTICAL ILLUSION
Formidable appearance is deceiving - sometimes they remember this too late, when they tear off a hanging neutralizer or levers off-road rear suspension... The latter often suffer from the hack-work of the masters of the "descent-collapse", who do not bother to check the state of the silent blocks. If the connection has soured, which often happens already by 40-60 thousand km, the rubber, additionally twisted with such an adjustment, works at exorbitant angles and breaks quickly. Advice: if we do not plan to adjust the angles of the wheels, mark the position of the fasteners relative to the subframe, turn them out and grease them abundantly, for example, with Movil. We collect, of course, by tags. The angles will remain unchanged, and now you can forget about the internal silent blocks up to 120-130 thousand km. The external ones, although they last longer, will also have to be changed - the levers are sold only assembled. By 80-100 thousand km, the stabilizer will remind of itself with the sound of broken bushings, shock absorbers with sweaty rods, and the double-row ball bearings of the hubs with a hum. The latter, however, may have voiced earlier. Bearings are changed separately. They cost a lot - 3800 rubles, so it's a sin to save on one hundred ruble retaining rings.
The front suspension is more tenacious. Up to 150 thousand km will have to be replaced unless the penny stabilizer bushings. Racks (bones), silent blocks, ball and steering tips easily nurture up to 160-180, and sometimes up to 200 thousand, of course, if you do not finish them off in a rut. It is surprising that aluminum levers are not afraid of salt - unlike some European ones.
ARMOR KREPKA
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 ... severe frosts. It happened, they burst almost spontaneously, but this rarely happens. The paint is well done, but the chrome from the door handles, radiator grille and molding above back 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 safety potential - according to the EuroNCAP results, the model earned only 9 points for a frontal impact. The significant displacement of the pedals and the high load on the chest from the harness straps brought about. However, taking into account a well-tolerated side crash test and an additional two points for the signaling device unfastened seat belts in the end, four stars came out. Not bad for those years.
On the cars of the first lots, there were problems with the hatch, which sometimes itself began to open and close. The drive was changed under warranty, so the old design is unlikely to come across. Sound signals rot away regardless of the year of manufacture, but they are not so expensive, and it is not a problem to change it yourself. But the howl of the heater, especially in the cold, is much more difficult to treat - you need to disassemble half of the cabin. If you are already unbearable to endure the screeching, do not spend money on a new motor - it is expensive, it is better to lubricate the rotor bushings in the old one. From experience: after such prophylaxis, the node sometimes calms down forever.
SHUTTERFLIGHT SYSTEM
On cars before 2004, there were problems with the catalytic converter (the so-called katkollektor), caused by the suboptimal program of the engine control unit. In some transient modes, the mixture was excessively enriched, which is why the neutralizer was not able to burn off the excess, overheated and collapsed. Since it is located close to the engine (in order to warm up faster), the ceramic particles flew into the cylinders, leading to wear of the cylinder-piston group and, as a result, to an increased oil appetite.
Front suspension, rear view. In addition to the stabilizer bushings (circle), it is unlikely to 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 to require investments of up to 150 thousand km. Brake pads last 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 neutralizer itself has been changed, moving the honeycomb away from the "spider" and making the cells larger - if the grain comes off, it is more likely to fly into the pipe, and not into the motor. Such cars are, of course, preferable. However, to this day, a lot of old neutralizers are working - if the intervention in electronics was timely, there were no fatal consequences in the future. The craftsmen solved the problem simply - they removed the honeycomb, but such a number was only available on a car for our market. European and American systems of management are "sharpened" to more stringent environmental standards; there the second oxygen sensor just can't be fooled.
PRESS TANKIST!
Engines 2.0 l (QR20) on machines with an automatic machine often began to triple when the gas was discharged due to heavy soot on exhaust valves... The drivers themselves (more often ladies) are to blame for this - they drive very carefully, and the automatic machine, when driving quietly, goes through gears at too low speeds, and the carbon simply does not burn out. It is worth "igniting" - the problem goes away, but in advanced cases, even flushing the nozzles directly on the motor does not help - in this case, the resin is partially washed off from the valves. Fortunately, there were no cases of burnout of plates and saddles, and repairs were limited to mechanical cleaning of carbon deposits and lapping. After that, let's not forget to adjust the valve clearances by choosing the height of the pushers.
If revolutions started to float idle move, we wash the throttle assembly and be sure to calibrate it - we "introduce" the control unit to the new limiting positions of the damper, for which we need a dealer scanner. If the engine "eats" oil, for example, because of the aforementioned neutralizer, then flushing will be required almost at every MOT - an extra argument to give the engine to the bulkhead.
HEAVY FUEL
Diesel versions were not in great demand with us. In the secondary market, there are about 15% of them - mainly from Europe. When buying this option, do not skimp on diagnostics. In addition to the body (it's no secret, they often carry broken ones), we check the characteristic diesel sores, primarily the boost pressure sensor and the bypass valve - both, which pleases me, are relatively inexpensive. On Russian cars a charge air cooler is added to these.
The levers of the rear suspension are often either bent in a rut by the owners themselves, or tearing their silent blocks (circle) in the "vanishing-collapse" workshops. Brake pads run up to 40-50 thousand km, discs - up to 80-100.The rear suspension levers are more often either bent in a rut by the owners themselves, or tearing their silent blocks (circle) in the "vanishing-collapse" workshops. 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 there are known cases of turbine and fuel equipment failure. Failures of the latter even led to the destruction of the pistons, which is why the engine was changed under warranty - an indirect sign of the owner's innocence.
IN THE HEAD OF THE CORNER
An angular gearbox that attaches to the box and takes the moment to rear wheels, often annoys with an oil leak. There are five oil seals in the unit, and the most expensive one costs 780 rubles. Bulkhead work is not cheap, so if it does not flow much, just add oil (the crankcase is separate from the gearbox). It is better to change the oil seals with a set.
There are no special complaints about the boxes themselves: either the mechanics or the automatic machine are quite reliable, of course, if the oil is changed on time. The clutch usually travels 120 thousand km, but with frequent outings "into nature" it may require replacement earlier. In a neglected case, it comes to replacing the flywheel, which is very expensive - almost 53,000 rubles! Doesn't really like increased loads and connection coupling rear axle: worth stalling, overheating quickly.
The conclusion is obvious: firstly, the T-30 is not suitable for the role of a "heavy tank"; Secondly, before buying a used copy, we certainly check the components and assemblies described above, because repair or replacement of some can ruin the future "tanker".
We thank the company "GENSER-NISSAN on Lobachevsky" for help in preparing the material.
MODEL HISTORY
2001 Nissan X-Trail debuts in Europe. Body: 5-door station wagon. Engines: gasoline QR20 P4, 2.0 l, 103 kW / 140 hp; QR25 Р4, 2.5 liters, 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 M6 diesel).
2002 EuroNCAP crash test: 9 points for a frontal impact, 15 points for a side impact, plus 2 points for a seat belt warning indicator. The result is four stars. New engines: petrol SR20ET with turbocharging and VVL system of variable valve timing and valve lift P4, 2.0 l, 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, dashboard center console, upholstery materials. On gasoline units changed control unit and neutralizer. Platinum PLFR5A was installed instead of conventional LFR5A-11 spark plugs.
2007 Introduced the second generation X-Trail (model code T31).
