The third and latest generation Nissan Primera (codename P12) was introduced in 2001, and production of the mid-size car began in June 2002. The examples were assembled in Japan and Great Britain (for the Russian and European markets). The Primera was offered as a four-door sedan, five-door hatchback and station wagon. In 2004, Primera underwent restyling, which affected the interior and a number of technical solutions. In 2007, the car was discontinued.
Engines
The engine range included four gasoline engines with a working volume of 1.6 liters (QG16DE) 109 hp, 1.8 liters (QG18DE) 116 hp, 2.0 (QR20DE) 140 hp. and 2.5 L (QR25DD) 170 hp. The same was installed and diesel unit with direct injection of a working volume of 2.2 liters (YD22ET) with a capacity of 126 hp. In 2003, the diesel was replaced by two others with a system Common rail: 1.9L (F9Q) 120 HP and 2.2 L (YD22DDTI) 139 hp. In 2006, with the entry into Europe of the new environmental standards Euro-4, diesels were taken out of production, so they corresponded to Euro-3 standards, and the installation of mandatory particulate filters would require a lot of money from the manufacturer.
Gasoline engines up to 150-200 thousand km do not cause problems, but after that, a "maslozhor" often appears, and the timing chain is pulled. For the replacement of the chain, you will have to pay about 10-12 thousand rubles. Increased consumption oil is caused by the loss of elasticity of the valve stem seals and the occurrence of the valve stem rings. Set piston rings will cost 1-2 thousand rubles, and their replacement will cost 20-25 thousand rubles.
After a long stay in severe winter frosts, 2-liter engines are often started with great difficulty. Problem areas of the rare QR25: fuel injectors, loose intake manifold flap screws and cylinder head gasket.
With a mileage of more than 150-200 thousand km, there are also cases of failure of the starter (repair is about 2-3 thousand rubles), fuel pump(1-5 thousand rubles for an analogue and 7-10 thousand rubles for the original).
Interruptions in engine operation are often caused by a failure of the camshaft or crankshaft position sensor. For a new original sensor, they will ask for about 1-2 thousand rubles, for an analogue - about 700-900 rubles. The MAF sensor (DFID) also becomes the culprit for the interruptions. The cost of the original sensor is about 4-6 thousand rubles, the analogue is about 2-3 thousand rubles. Failure of sensor data directly affects work automatic transmission- "machine" and a variator.
On 2.2 DCi diesel engines, there have been cases of failure of the engine control unit and the boost pressure sensor.
Transmission
Nissan Primera was completed with three types of boxes: "mechanics", variator and "automatic". A 5-speed manual transmission was installed on cars with a 1.6 liter engine, and a 6-speed manual transmission was installed on other modifications. The variator was installed on Examples with a 2-liter engine, as well as on "Japanese" Primera with a 2.5 liter gasoline engine. 4-stage automatic transmission gears could be installed on all other modifications of Nissan Primera.
A 5 manual transmission, paired with a 1.6 liter engine, often failed when the vehicle was driven over 80-120 thousand km. Individual boxes drove up to 150-180 thousand km. The reason is a constructive miscalculation: the box was intended for a weaker motor. As a result, during operation, a hum appeared, the gears began to switch on with difficulty, then they just flew out, and a little later a hole appeared in the box body. The culprit is the secondary shaft bearing, which collapsed from loads, the secondary shaft shifted and broke the box body. Price new box about 80-100 thousand rubles, and a complete bulkhead - about 30-50 thousand rubles. Repair of the box is possible if the case did not end with a breakdown of the case. The 6-speed manual transmission, unlike its younger brother, is almost eternal. Therefore, many owners of Primera with a 1.6 liter engine, instead of repairing a 5 manual transmission, prefer to install an analogue of a 6 manual transmission. This box gets along well with a 1.6 liter engine, and the cost of a used unit is about 40-50 thousand rubles, which is comparable to the cost of repairs, and, moreover, “forever” gets rid of troubles.
Problems with stepless CVT variator and the gearbox going into emergency mode is often caused by the failure of the step motor (responsible for "gear shifting", 4-5 thousand rubles) or one of the 2 variator speed sensors (2-3 thousand rubles each). Failures can also cause incorrect readings from the crankshaft position sensors, camshaft position or MAF sensor. To prevent troubles from being caught by surprise, it is recommended to preventively change the sensors every 100-120 thousand km, the service life of which in practice is about 130-150 thousand km.
With a mileage of more than 150-200 thousand km, there are cases of a break in the variator belt. The reason is damage or wedging of the sliding parts of the cone, as a result of clogging of the hydraulics (oil channels for controlling the operation of the box) with wear products. Jolts or vibrations when accelerating or while driving in certain modes indicate that a serious problem is approaching. After replacing the belt, the variator will most likely no longer work correctly and may soon fail again. The process of clogging the channels for controlling wear products is practically irreversible, and it is almost impossible to flush the clogged channels. It is cheaper to buy a contract box (used with a guarantee) - about 20-40 thousand rubles. With regular replacement of sensors and oil, the service life of the CVT will be at least 250-300 thousand km.
4-speed "automatic" is much more reliable than a continuously variable transmission. The peculiarity of the box is jolts during acceleration when switching from 1st to 2nd, while the automatic transmission is not warmed up. Problems with the box arise with high mileage, more than 250-350 thousand km, due to wear of the clutches. As a rule, the approach of repair is indicated by the appearance of a long pause when trying to start driving in the "R" mode - reverse. The cost of a repair kit is about 10-15 thousand rubles, and the cost of repairs is about 40-50 thousand rubles.
Undercarriage
The first in the Nissan Primera suspension with a mileage of more than 80-120 thousand km are bushings (200-300 rubles per pair) and struts (500-1000 rubles per piece) of the front and rear stabilizer lateral stability... Shock absorbers (3-4 thousand rubles) serve more than 100-150 thousand km. The front suspension arms go the same way - the lower ball joints and silent blocks wear out. The cost of the lower original lever is about 8-14 thousand rubles, the analogue is about 2-6 thousand rubles. It is cheaper to repress a worn-out element: the cost of a ball joint is about 500-1000 rubles, a silent block is about 600-700 rubles. The resource of the node after replacement is about 50-70 thousand km.
Hub bearings serve more than 150-200 thousand km. The cost of the original hub is about 5-9 thousand rubles, the analogue is about 2-3 thousand rubles.
Steering rods and tips run more than 60-100 thousand km. The cost of the original tip is about 1,000 rubles, the analogue - about 200-600 rubles, the steering rod - the original about 1,500 rubles, the analogue - about 600-1000 rubles.
Knocking, backlash or wedging in the steering with a mileage of more than 100-150 thousand km are caused by wear of the bearings of the lower cross-piece of the steering shaft - 500-600 rubles. After 100-150 thousand km, the upper oil seal of the steering rack often begins to leak. The cost of the repair kit is about 3-4 thousand rubles.
Extraneous sounds when driving irregularities can be caused by the front springs - the lower coil hits the spring or the rear calipers - wear of the guide bushings.
Other problems and malfunctions
After 5-6 years Nissan operation Primera plastic door glass holders often fall apart. Original holders come only with power windows, the cost of a non-original repair kit, which includes cables that sometimes break, is about 4-5 thousand rubles.
Some owners of the Example notice the appearance of knocking, rattling or grinding in the rear of the car. On examination, a tear is found in the "glass" (body cup) rear shock absorber or a metal partition behind the back rear seat... For the elimination of the crack and "welding" the amplifier in the body service will ask for about 15-18 thousand rubles.
On older specimens, the outer plastic door handles often "fall off" and the door locks fail.
Electrical and equipment
Often the trunk opening button causes problems: over time, the rubber seal breaks, moisture gets inside, the contacts oxidize and "rot".
After 150-200 thousand km, the heater motor may whistle. The cost of the original motor is about 10 thousand rubles, the analogue is about 5 thousand rubles.
Problems with the Primera electrics are the most common malfunctions that begin to prevail after 100-150 thousand km. So sometimes the climate control stops functioning correctly - warm air blows from the ducts. There are several reasons: a dust-clogged climate air temperature sensor, or a burnout of a transistor or thermistor in the heater control unit (150-200 rubles). The block burns out due to wear of the bushings of the heater motor: a large current is required to rotate the electric motor.
Due to the loss of the integrity of the contact tracks in the microcircuit or the burnout of the voltage stabilizer transistor on the DVD board, the image on the central display often disappears, the on-board computer starts to "glitch", the heater fan does not turn off, the radio does not work, and the buttons do not work, except for the heating button rear window... The cost of the new block is about 7 thousand rubles.
A common situation: the owner turns the ignition key, and in response, silence. In this case, the immobilizer icon may light up. After a series of unsuccessful attempts, the engine still starts. The reason is not in the starter, but in the loss of contact with the immobilizer antenna. Less often, the system “loses” the key, or the key chip fails.
Due to oxidation of the contacts on the ground wire of the rear lights, pressing the brake pedal may turn on the camera, and when the turn signal is turned on, the car starts to twitch in time with the flickering.
Errors on the front ABS sensors are caused by breaking the wire behind the wheel arch liner.
Native alarm system Nissan Primera often pesters with false alarms. Nobody succeeded in finding the true culprit. It is unrealistic to cure the standard alarm, it is easier to turn it off, which was done by the overwhelming majority of owners.
Conclusion
Production of the third generation Nissan Primera was discontinued in the spring of 2007 due to falling popularity and low demand for the car around the world.
In 1989, the popular but outdated Bluebird Nissan was replaced by new model- Nissan Primera, which was produced in various modifications until 2001. There were six main versions: GT, L, GS, LX, SLX, GSX. Then the third generation Nissan Primera P12 appeared, which immediately declared itself as an ultra-modern model of one of the most famous world-famous manufacturers - the Japanese concern Nissan. The car was produced until 2007, then it was replaced by the Nissan Bluebird Sylphy.
Power plant and transmission
In Japan, the car was produced with an SR gasoline engine in two versions: 1.8 and 2 liters. At that time on Japanese market were not in demand diesel motors, they were only quoted in Europe. In European countries, the Nissan Primera P12 was supplied with a 2-liter turbodiesel and two gasoline engines: 1.6 and 2 liters.
The transmission was offered in two versions: a four-speed automatic and a five-speed manual gearbox. In addition, a continuously variable automatic, a V-belt variator of the Hyper CTV-M6 and CVT type was in demand. The first could be controlled manually, it was necessary to switch the fixed positions of the mechanism, which carried the given gear ratios. This transmission was combined with the SR20VE variable valve timing Neo VVL engine with 190 hp. This combination of a 2-liter engine with a CVT has not been used before. Nevertheless, by 2010, CVT transmissions have significantly replaced automatic transmissions.
Export
When the Nissan Primera P12 was introduced, sales of the popular Nissan model, the Infiniti G20, ended in America. A niche was formed that needed to be filled urgently. It is quite natural that Nissan Primera P12 replaced Infinity. In the United States, the car was supplied mainly with a manual transmission, and a number of cars were sold with an automatic transmission. There was no question of variators, the permanent distrust of the Americans to everything new was reflected. Meanwhile, in New Zealand, the car was supplied exclusively with a CVT transmission and in most European countries too.
In 2003 year Nissan Primera P12 has been radically updated. The car gained such a perfect exterior design, as well as an impressively stylish interior space, that it was enough novelty for many years to come. The ultra-modern exterior is complemented by a number of interesting innovations placed inside. A small liquid crystal monitor appeared in the cabin, which had a regular purpose to reflect the picture taken by the reversing camera. But as the car moves reverse less often, the monitor can be used as a screen for watching TV channels. It became possible to receive TV programs thanks to a miniature "dish" installed under the hood.
Nissan Primera P12: specifications
During the production period of the model - from 2001 to 2007 - four main modifications were created:
- four-door sedan, with a 1.6 cc engine. cm, power - 109 hp;
- a five-door hatchback with a 2.2 cc engine. cm, power - 140 hp;
- sedan 4WD, engine 2 cc cm, power - 150 hp;
- hatchback, 1.9 TD engine, power - 120 hp
One modification with a 2.5-liter gasoline engine with a capacity of 170 hp, in the sedan body was assembled to order.
All motors were equipped with automatic four-speed gearboxes, variator units and mechanical five-speed gearboxes. The choice of transmission depended on the country to which the car was exported. European dealers did not object to CVT systems, the USA imported cars only with automatic transmission or mechanics.
Popularity
The model Nissan Primera P12, the characteristics of which were maintained at a fairly high level, was in demand all over the world. The car is still in demand today. The relatively low price also contributes to the popularity of the car.
Overall parameters of the car:
- wheelbase - 2680;
- ground clearance - 168 mm;
- length - 4565 mm;
- height - 1480 mm;
- width - 1760 mm.
Motor features
The Nissan Primera P12 engine, regardless of type, volume and power, is economical and has high environmental performance. The CO 2 content in exhaust gases does not exceed 0.3 percent, which complies with both European requirements and technical standards adopted in the United States.
Fuel filter Nissan Primera P12, combined with a gasoline pump, effectively cleans gasoline from impurities. The low content of harmful impurities in the engine exhaust is achieved, among other things, due to the perfect cleaning of the fuel in the fuel supply system to the injector.
In the interior space of the 2004 Nissan Primera P12, after the car was restyled, many interesting new products appeared, one of which can be described as shocking. The fact is that two fundamental devices, without which a car is not a car - a speedometer and a tachometer - suddenly found themselves in the middle of the center console, in its upper part. At first glance, this unreasonable movement looks at least strange.
Unexpected decision
However, without these two so familiar dials, the dashboard began to look very impressive, and a special charm appeared in it. Small standard gauges are lined up in a straight line, the design of the entire visor has become more solid, and there is a grace in it. And to observe the speedometer and tachometer, which are already on the sidelines, you can get used to in a few minutes.
After the modernization of 2004, the interior became noticeably quieter, due to the use of more advanced, increased density of materials. The quality of the seat upholstery and door panels has also improved. Adjustment of the seats in the "forward-backward" mode became possible only when the engine was running. Why this was done, the Nissan office could not explain. It can be assumed that the young children of one of the design engineers, when the car was at the house, "rolled" so intensively in the front seats that the mechanisms simply went out of order. Maybe this is so, but, most likely, the reason here lies in deeper layers of engineering thought.
Security
The active and passive functions of the emergency vehicle support are at their best. In addition to the two frontal AIR BEG airbags, there are four more regular, but oversized airbags on the sides, two on each side. Three-point seat belts with effective pretensioners on each seat add confidence.
Special spars, on which the motor is mounted, go down with the engine at the moment of a frontal collision, while the inertia of the impact is extinguished almost to zero. Thus, under no circumstances will a heavy engine crash into the passenger compartment and destroy everything and everyone. The car is also well protected from side impacts: special profile devices are placed in the door cavities, which will take on the full force of a side impact. Of the passive devices, the car is equipped with anti-lock brakes, an exchange rate stability system, sound sensors for a dangerous roll and a warning of a dangerous approach when reversing. In this mode, a video camera also operates, giving a panoramic picture from the sides and behind the car.
Customer reviews
The Nissan Primera P12 model, the reviews of which are only positive, is still considered a reliable, economical car with a high level of comfort and good performance data.
The last member of the Primera family (index "P12" - the third generation), rolled off the assembly line in 2007 ... and to this day this model has no successor. Yes - Primera has no outstanding driving performance, neither powerful charisma (like the luxury "classmates"), nor the "super-reliability" of a number of competitors from Japanese manufacturers.
But, at the same time, "Primera" cannot be called an outsider in comparison with its "classmates". Rather, it is an inexpensive and strong middle peasant and, among similar cars, undoubtedly, the "golden mean". The main highlight of the model is the extraordinary design that makes this car original and still modern.
Nissan Primera was produced in 3 body styles: hatchback (five-door), station wagon and sedan. Outwardly, the hatchback is practically indistinguishable from the sedan and loses a little to the station wagon in terms of the volume of the luggage compartment and practicality.
The history of "Examples" began in 1990. Then the first generation of this model (received the index "P10") replaced the legendary Bluebird. The receiver was decent, of the obvious shortcomings - only a body unstable to corrosion.
At the end of 1995 (at the beginning of 1996 in Europe) the second generation of the car was released - "Primera P11" (known in the USA under the name Infiniti G20). The second generation was distinguished by many sports achievements on different continents. In 1999, the "R11-th" was subjected to significant restyling.
And in 2002, the third, final, generation "Primera P12" was presented (at the same time, sales of the Infiniti G20 in America ceased). This car was popular for a long time, but in 2007, due to falling demand, its production was discontinued.
Speaking of technical characteristics, the Nissan Primera was equipped with only four-cylinder engines. Gasoline had a volume of 2; 1.8 and 1.6 liters (140, 116 and 109 hp), and turbo diesels 2.2 and 1.9 liters (138 and 120 hp respectively). Equipped with a standard transmission - mechanical five-speed gearbox gears (a six-speed was put on a two-liter engine and a turbodiesel). Moreover, for the 1.8-liter version, an automatic (four-band) was offered, and a variator for a two-liter one.
In the secondary Russian market, dealer cars mainly appear, as well as those copies that were imported from European countries before 2009.
The interior of the salon "Examples" of the third generation is quite original. The instruments are located in the center of the front panel. The console looks like a ledge with knobs and keys. The car is very practical. The front seats are very loose. The second row is comfortable for two people, but three are cramped. Tall people in the sedan will find the ceiling rather low.
The body of "Primera P12" has a solid electroplating, thanks to which it is not subject to corrosion.
The electrical equipment is not perfect. The car does not start well at temperatures of -20 ° C and below. The problem is removed by reprogramming the engine control unit (on cars before 2003).
There is a tendency for the xenon headlights to burn out, under which a block that includes a "xenon" (ignition unit) is installed - under the influence of condensate appearing in the details of the optics, the electronics periodically failed. You can't find it in spare parts - you have to completely change the headlight.
When he still met in Nissan dealerships, three levels of equipment were offered: Comfort, Elegance, Tecna.
- The basic Comfort version has two airbags, power accessories (heated mirrors, electric front window lifts), an audio system, climate control, a multifunction steering wheel and a computer.
- Elegance adds side airbags, cruise control, rain sensor, alloy wheels.
- The Tecna version - the flagship, originally had a CD changer, xenon headlights and a tire pressure sensor.
In European countries, the car was sold in Tecna, Acenta and Visia trim levels. The set of equipment was close to the Russian level of equipment, except that there were six airbags in the standard equipment.
We have many gasoline modifications of Primera, but the Nissan Primera turbodiesel is a rarity, delivered from Europe by "gray" routes.
The design of gasoline engines is very similar, only the two-liter version has balance shafts. The timing belt is driven by a metal chain with a service life of up to two hundred and fifty thousand kilometers. But when you replace it, you have to remove the entire engine, as a result of which the cost of repairs increases significantly.
The most reliable, with a modest volume of 1.6 liters, is recognized as the basic "four", providing a power of 109 hp.
An engine with a volume of 1.8 liters consumes oil excessively (replacing rings helps a little, but after about twenty thousand kilometers, everything returns to the previous state of affairs - oil consumption increases). Sometimes you have to change the whole block from crankshaft and pistons (cars that were no longer under warranty service were subjected to similar repairs).
The two-liter engine also suffered from gluttony, but it was cured on post-styling cars by reprogramming the control unit and using a catalyst with a larger honeycomb.
All Primera modifications are susceptible to damage to the third engine mount (perhaps this is a constructive miscalculation).
The automatic machine and the variator in the "Example" work without failures. But the "mechanics" presents surprises more than once - the reason for this is the defects of the bearing installed on the secondary shaft (if noise appears in the bearing, it must be changed immediately, if this is not done - the bearing will jam and the only way out is buying a new box, the cost will hardly please the owner of the car ).
Having aggressive appearance Nissan Primera is not a dynamic car. Its handling is far from perfect, and the car cannot boast of smooth running. "Primera" is a "classic means of transportation" - quite reliable and modern in its age, but without much spark and without glaring discomfort.
The chassis is traditionally designed - MacPherson struts in front, in the back - a conventional beam (semi-independent).
For this car, the best choice would be a two-liter engine. However, if you have opted for a Primera 2.0 equipped with a variator, a test drive is desirable (the smoothness of the work is exceptional, but whether you like its some "thoughtfulness" during acceleration is a question).
The suspension is durable. Many of its elements withstand the prescribed average resource. The front brake pads cover 25,000 to 35,000 kilometers. Rear brake pads hold one and a half times longer. Front anti-roll bar struts usually wear out after 35,000 to 60,000 kilometers. Shock absorbers will last about 100,000 kilometers without replacement, and possibly more.
In any case, Nissan Primera will be a good purchase for any person who wants to stand out in the crowd, but does not have the opportunity to pay serious money at the same time. Quality, operating costs and the reliability of this car is the golden mean: extravagant and inexpensive.
In 2001, Nissan introduced the world Nissan Primera P12 - the third generation of Primera cars, replacing the Bluebird model in Europe. The car was assembled in conveyor mode from 2002 to 2007, but the design has not lost its modern appearance even now. It is a pity that the production of the model was discontinued in 2007. It was replaced by the Nissan Bluebird Sylphy.
The reason for this was the Japanese dissatisfaction with the build quality of the car produced in the UK. In the opinion of the Japanese, the reliability of the model does not meet Japanese standards. The Japanese have a mutual dislike for the Europeans. The former were scolded for the lack of the vaunted Japanese reliability of the machines assembled by the Europeans. The second did not like the look very much, which did not new car popular in the sales market.
Primera P12 received moral support from Russian motorists. In the middle class, the model confidently took its place in the leading three. Demand has exceeded expectations. For 6 years, 40,000 cars were sold, and 2003 was marked by leadership in the sales segment. The appearance of the hero on secondary market encourages an overview of the technical condition.
Engines for Nissan Example P12
Among Russians, cars equipped with a gasoline engine with a displacement of 1.8 and 1.6 liters have gained popularity. The share of demand for this category reaches eighty percent. The rest comes from cars with 2-liter engines.
On the secondary market in the European part of Russia, there are Primera and other configurations, but this is rather an exception. These are pure Japanese with a 2.5 liter engine operating on the principle of direct injection of a fuel mixture. There are 2-liter configurations with increased power up to 204 liters. with. These motors have a changed valve timing and valve travel. Diesel Europeans with clean Japanese engine 2.2 l. or French 1.9.
There are few used Primera diesel engines on the market. They require careful analysis, as they are characterized by the intervention of car mechanics during the warranty period. Change the turbocharger, intercooler or engine. Mostly this is a purely Japanese technique.
Cars with French engines in a different state. The owner does not deliver strong worries, except for the reaction to quality diesel fuel... However, this is not an indication of the superiority of the French engine. The secret lies in the motor resource - Europe is closer.
Two hundred and fifty thousand kilometers is a feasible distance for a gasoline engine. Periodically, it is required to adjust the valve clearances with washers, change the drive chain on the gas distribution mechanism after 130,000 kilometers. When operating the machine in speed modes replacement will be required more often. The premise is that the engine is cold and vibrates.
Replacing the chain requires removal of the motor, which collectively costs more than $ 1,000. Correction is required, as there is a risk of the motor stopping at high speeds or difficulty starting. The reason for this is an error in the camshaft sensor.
Practical analysis of engines with a volume of 1.8 and 2.0 liters. revealed on the first Primera the weakness of the catalytic converter combined with the outlet manifold. The result of a malfunction was damage in piston group... The automatic control system reacts to a fault with a delay. The warning light comes on late. During the signal delay time, the honeycomb ceramics gets inside the cylinder. If such a misfortune occurred during the warranty period, then the rings planted on the outer surfaces of the pistons, catalytic manifolds, and in advanced cases, the engine, changed without any problems.
Self-service catalyst replacement is priced at $ 600. At 4,000 US dollars, the replacement of the cylinder block for the 2-liter engine will be. Not taken into account attachments... Taking an already used engine that has worked in Europe and Japan, the repair costs will be $ 1,500 - $ 2,000.
Non-dynamic behavior of the engine and increased oil consumption become a harbinger of future breakdowns. Practice shows that when approaching 60,000 kilometers in especially neglected cases, the engine consumes up to one liter of oil per 1,000 kilometers.
The Nissan company took into account the working shortcomings of the engine and through new pistons aimed at increasing oil drainage, and modernized oil scraper rings, improved performance. The two-liter engine, in addition, was equipped with the firmware of the control unit, which protects the converter. An additional plus manifested itself in the winter starting of the engine - candles are not poured. The catalytic manifold has also undergone a change - the filler honeycombs are located farther than the engine.
After the intervention of Japanese engineers, the operation of air flow sensors became more reliable. Who remembers, then for old motors the sensor stopped working before reaching the one hundred thousandth milestone in the engine mileage. Russian car owners changed the sensors to cheaper ones from the VAZ-2110. If you change to a standard sensor, it will cost $ 1,000.
Operation shows that as a result of the re-equipment of the engine, shortcomings remained - the rear engine support. Its service life does not exceed 70,000 kilometers. The replacement cost is $ 70.
Transmission
Five-speed manual transmission ( mechanical box gear shifting) works exactly up to a run of 100,000 kilometers. This is the threshold for the planned replacement of the friction clutch - $ 300. Here the bearings of the manual transmission shafts are buzzing. It is better to fix the flaw by spending $ 600, since when fixing the bearing, the correction is achieved by going through the box, which will cost more.
There are 6-speed manual transmissions on cars with a 2-liter engine or automatic transmission, coupled with 1.8-liter engines. Reliability is in line with the Japanese approach with proper care:
- replacement required working fluid in automatic transmission (automatic gearbox) after every 60,000 km;
- for manual transmissions, an oil change is recommended every 80,000;
A used car is manifested by a fuzzy gear connection to the manual transmission. Sharpness is restored by replacing the bushing in the drive rod. It is inexpensive.
Assessing the condition of the manual transmission, the 5-speed AV709VA is recognized as the worst instance. Increased operating noise and difficult gear changes remind you of the first signs of wear.
The variator on 2-liter cars covers 150,000 kilometers without unnecessary intervention. Then the worn V-belt needs to be replaced. Officials correct for $ 6,000. Turning to a specialized car service, it is likely that the costs will be reduced to one thousand.
If the rotation sensors on the drive and driven pulley fail, the V-belt will have a shorter life. One hundred thousand kilometers is the border of the threat. The variator works in this case in emergency mode... The cones of the pulleys move and limit the speed of movement to thirty kilometers per hour.
A situation where sensor failure occurs at an increased vehicle speed becomes critical and a jerk in the transmission threatens to break the belt. The likelihood of a belt breaking also occurs at a reduced speed in cases of blocking of the front wheels when parking on a curb.
If the belt breaks, then no need to tow Primera, it is better to use a tow truck. Towing may damage the contact surface of the pinion and pulleys from parts of the torn belt. The cost of fixing it doubles or triples. Replaced belt eliminates troubles.
The transmission of the "Japanese" for an accelerated start is mated with a torque converter, after which, guided by the commands of the control device, the electric motor shifts the valve body stem. As a result, the cones expand or move closer together.
On the first cars, the electric motor failure occurs when reaching 100,000 km of run. The pulleys stop working, as a result, the gear ratio is fixed. As a result, the machine changes its speed only within the limits of the engine speed. The malfunction allows you to independently drive to the car service. The stepper motor, along with the work, will cost $ 400. A planned replacement is foreseen after every 60,000 kilometers of travel.
Suspension on Example P12
Suspension first Nissan Primera P12 (Photo further) were endowed with weak stabilizer struts. Working capacity was limited to 30,000 km. Since 2004, the automaker has made changes, increasing the working period by 2 times.
When updating the model, the ball joints in front were ignored. The work assumes a mileage of 50,000 kilometers. The original lever in the kit costs $ 200. If you tinker with an unintended replacement, it will cost $ 30-40. The work of bearings in hubs and shock absorbers is 2 times more productive. Replacing the shock absorbers will cost $ 250 for the front shocks and $ 120 for the rear ones.
The Scott Russell device in the rear suspension is robust. Officials change worn-out silent blocks and ask for $ 2,000. By contacting a car service, the costs will be $ 300. The car manufacturer does not provide for the repair of the steering mechanism. He is a rack and pinion sample. The wear of two identical gear racks or bushings at the output leads to the replacement of the mechanism - $ 1,000.
The steering rods are loose when traveling 100,000 kilometers. The seals on the steering shaft are leaking after 70,000 kilometers. Russian craftsmen take on the correction of shortcomings by using rubber bands of acceptable size and installing non-model steering rods. The knocking steering wheel control is corrected by a new $ 75 steering-rod cross.
The power steering pump ($ 500) will malfunction if the fluid level in the reservoir is not checked. Sealing tubes and hoses lose their elasticity over time, which reduces the volume of the working fluid. Maintaining brake system in good working order will require the expense of the rear calipers. The cost of the original is $ 500 per unit.
Illuminated indicator anti-lock braking system braking (ABS) - an unpleasant signal. The reason is the wheel sensor. The malfunction will be fixed for $ 300. However, mainly the indicator lights up due to deteriorated electrical wiring.
The body of Primera is galvanized in different ways. The evaluation criterion is the method of galvanizing. Only 2007 cars were treated with 2-sided galvanized zinc, with full immersion of the body in zinc electrolyte. This method reliably protects the body. The rest of the predecessors were processed partially according to the type of cold galvanizing - by applying a zinc-containing coating to critical parts of the body. When buying a used car, attention is paid to the year of manufacture and the location of cavities and joints.
Humidity does not spare the car electronics. Taillights suffer the inconvenience of outdated wiring and circuit boards. Replacing each will cost $ 100. Difficulties occur with the ignition unit designed to convert direct current in the electrical network of the machine into the high voltage required for the functioning of the xenon headlights. The headlight does not work without it. Not for sale separately, only complete with headlamp. The price per set is $ 800.
The electronics regularly remind you of the age of the car. The airbag health indicator is on, or a radio receiver with an on-board computer reminds of itself - check the contacts of electrical devices.
V winter period operation endanger the window regulator devices. The formed ice fixes the glass. The desire to lower it leads to the separation of the holder. It is plastic and breaks frequently. You need to fix it without delay. As the air temperature rises, the glass is not fixed and will go down.
