1987 NISSAN PULSAR checking oil

Front Suspension 157


Check the stabilizer bar links for wear and damage.
(3) Incorrect front end alignment: Check and
adjust the alignment as necessary. (4) Defective stabilizer bar mounting rubbers or
worn link ball joints: Renew component as necessary. (5) Weak or broken front coil spring: Renew
both springs as a matching pair. (6) Broken or weak rear coil spring: Renew both
springs as matching pair. (7) Drive shaft bent or distorted: Check and
renew as necessary. (8) Tie rod end worn or damaged: Check and
renew as necessary.
(9) Control arm ball joint worn or damaged:
Check and renew as necessary.
(10) Control arm mounting bolts loose: Tighten
the control arm bolts. (11) Wheel hub bearing worn: Check and renew
as necessary. NOTE: As a quick guide to suspension unit
condition, bounce the front of the vehicle up
and down (one side at a time), the vehicle
should come to rest in a single movement. If
it bounces two or three times before stop-
ping, the suspension unit should be renewed.
If the from of the vehicle is tower on one
side than the other, remove the coil spring
and check its free length against a new
spring. If the spring is found to be unservice-
able it is good practice to install two new
springs as a matching pair. This also applies
to the springs on the rear of the vehicle.

2. DESCRIPTION
The front suspension is an independent type
comprising two Macpherson strut suspension units
mounted vertically on each side of the vehicle. The
lower end of the suspension unit is bolted to the
steering knuckle, which in turn houses the front hub
bearings. The steering knuckle pivots on the control
arm by means of a ball joint.

The control arm pivots at its inner ends on rubber
bushes.

A stabilizer bar is attached to both ends of the
control arms using ball joint links. The stabilizer bar
is attached to the front underbody by brackets and
mounting rubbers.

Each front suspension unit assembly comprises a
tubular shock absorber type suspension unit, sur-
rounded at the upper end by a coil spring. On top of
the coil spring is the upper mounting which attaches
to the underside of the inner mudguard panel. The
piston rod of the suspensi on unit is attached to the
centre of the upper mounting by a rubber mounted
bearing.

When a suspension unit is found to be defective it
is recommended that both suspension units be re-
newed as a pair.

Camber is adjusted by means of a cam on the
upper steering knuckle to suspension unit mounting
bolt.

The kingpin inclination and caster are set in
production and cannot be adjusted. Any variation in
these angles will be caused by worn or damaged
components.

3. STEERING KNUCKLE
Special Equipment Required:
To Renew Wheel Bearing — Press and press plates
and suitable tubes and mandrels
To Check Hub End Float — Dial gauge
TO REMOVE AND INSTAL
(1) Raise the front of the vehicle and support it
on chassis stands. Remove the front wheel.


Checking the control arm bolts for security.

164
REAR SUSPENSION
SPECIFICATIONS
Type........................... Independent MacPherson strut
Shock absorber.................... Oil filled, non-repairable
Maximum hub bearing end float ................. 0.05 mm
Rear wheel alignment:
Toe out ........................................3 mm ± 2 mm
Camber ............................................. - 1 ° ± 4 5 '
TORQUE WRENCH SETTINGS
Hub retaining nut ......................................... 255 Nm
Suspension unit retaining nuts ....................... 29 Nm
Upper mounting retaining nut ........................ 72 Nm
Suspension unit to knuckle nuts .................. 118 Nm
Control arms to knuckle nut ........................ 118 Nm
Control arms to crossmember nut ............... 118 Nm
Stabiliser bar mounting bracket bolts .......... 108 Nm
Stabiliser bar retaining nut.............................. 83 Nm
Backing plate bolts........................................... 45 Nm
1. REAR SUSPENSION TROUBLE SHOOTING
REAR END NOISE
( 1 ) Defective suspension unit or mounting: Re-
new the faulty components.

(2) Loose or worn control arm bushes or pivot
bolts: Check and tighten or renew the worn compo-
nents. (3) Broken coil spring: Renew the coil spring,
preferably in matching pairs. (4) Worn rear hub bearing: Check and renew the
hub bearing as necessary. (5) Loose or worn stabilizer bar bushes: Check
and tighten or renew the worn components.
NOTE: As a quick guide to suspension unit
condition, bounce the vehicle up and down
(one side at a time) and observe if the vehicle
comes to rest in a single movement If the
vehicle bounces two or three times before
coming to rest the susp ension unit is suspect.
If suspect, remove the suspension unit and
check for fractures and leaks. If the
suspension unit is found to be unserviceable,
it is good practice to install two new
suspension units as a matching pair.

To check the control arm bushes or pivot
bolts, insert a lever between the suspect unit
and its mounting and lever the unit back
and forth checking for excessive movement.

Check the coil springs visually for breaks.
If the spring is found to be unserviceable, it
is good practice to install two new coil
springs as a matching pair.

Rear hub bearing noise can be diagnosed
by raising and supporting the rear of the
vehicle, spinning one wheel at a time and
listening for a rumbling noise.

POOR OR ERRATIC ROAD HOLDING ABILITY
(1) Low or uneven tire pressure: Inflate to the
recommended pressures.
(2) Incorrect rear wheel alignment: Check and
adjust the rear wheel alignment as necessary.
(3) Defective suspension unit: Renew the faulty
suspension unit, preferably in pairs. (4) Loose or broken stabilizer bar: Check and
tighten or renew the faulty components.
Check the stabilizer bar bushes and mounting rubbers
for wear and deterioration.

Rear Suspension 165


Checking the rear control arm outer pivot bolt for security.
(5) Loose or worn control arm bushes or pivot
bolts: Check and tighten or renew the worn compo-
nents.

NOTE: Check the service ability of the sus-
pension units, control arm bushes and pivot
bolts as previously described.

If incorrect rear wheel alignment is sus-
pected, it is recommended that the vehicle be
taken to a wheel alignment specialist or a
Nissan dealer to be checked and if necessary
adjusted.

Visually inspect the stabilizer bar for
damage.

2. DESCRIPTION
The independent type rear suspension consists of
a suspension unit, a knuckle assembly which incorpo-
rates the stub axle, inboard control arms and a
stabilizer bar.

The suspension unit consists of a sealed, oil filled
shock absorber, enclosed at the upper end by a coil
spring on which an upper mounting assembly is
located and attached to the body.

The shock absorber piston rod is attached to the
centre of the suspension unit upper mounting assem-
bly.

The lower end of the suspension unit is attached
to the knuckle assembly to which the brake caliper
and/or the brake backing plate is mounted.

The control arms are attached to the knuckle
assembly at the outer end, and the crossmember at the
inner end.

The stabilizer bar is attached to the knuckle
assembly and mounted to the underbody. As well as
reducing body roll when cornering it also secures the
knuckle assembly, preventing fore and aft movement.

Adjustment of the toe out is provided by a
graduated cam mounted on the rear control arm inner
pivot bolt. Each graduation on the cam is equivalent
to 2 mm adjustment.

Camber is set in production and cannot be
adjusted. If the camber is not within Specifications,
inspect the suspension components and renew the
damaged or worn components as necessary.


Installed view of the rear suspension.

Electrical System 199


Dismantled view of the Hitachi alternator.
nuts, remove the fan guide and unsolder the diode
pack and regulator from the stator.

NOTE: When soldering or unsoldering the
stator leads or bridges from the diodes or
regulator, grip the leads with a pair of long
nosed pliers. This will safeguard the diodes
by transferring any excess heat to the jaws of
the pliers.

TO CLEAN PARTS
Do not immerse components of the alterna-
tor in cleaning solvents as damage to the windings will
result. Thoroughly clean and dry the end brackets in
a suitable solvent after they have been completely
dismantled from the unit. Compressed air can be carefully used to blow
the dust from the stator windings and the field
winding on the rotor. Slip rings that are burned or scored should be
polished using very fine glass paper. Clean the brushes and the brush holders
using a petrol dampened rag. Check and remove any
burrs from the holder. Check the rotor shaft bearings for wear and
roughness and renew as necessary.
TO CHECK AND TEST COMPONENT
PARTS

All parts being electrically tested should be resting
on a non-conductive pad.

Field Windings and Rotor Assembly
The insulation to earth test is done with an
ohmmeter. Connect one of the test prods to one of the
field wires or s l i p rings and the other test prod to one
pole piece of the rotor. If the ohmmeter shows a reading and no
visual earthing can be seen and rectified, a new rotor
assembly will have to be installed. To check for bridged or internal shorting of
the field coils, connect the te st prods of an ohmmeter
across the slip rings and check the resistance of the
rotor windings. Compare the readings with Specifica-
tions. A low reading i ndicates a bridged circuit
OHMMETER
Checking the rotor windings for shorts to earth.