1987 NISSAN PULSAR wheel bolt torque

152
PART 3. POWER STEERING
SPECIFICATIONS
Steering gear type ................Rack and pinion with
integral power cylinder
Steering column type .................... Energy absorbing
collapsible and lilt adjustable
Steering wheel free play ................................. 35 mm
Number of turns lock to lock:
TRW ...............................................................2.82
PR24SA ........................................................... 2.7
Linkage.....................................Direct from rack ends
to ti e rods and steering knuckles
Power steering pump

maximum pr essure.................................... 6 865 kPa
Lubricant ...................................................... Dexron II
TORQUE WRENCH SETTINGS
Steering gear to bulkhead mounting bolts... 108 Nm
Tie rod to steering knuckle nut ...................... 98 Nm
Tie rod to tie rod end locknut....................... 98 Nm
Tie rod ball housing to rack............................ 88 Nm
Power steering pump pulley nut ..................... 68 Nm
1. DESCRIPTION
The vehicles covered by this manual are equipped
with either a TRW power steering system or a
Japanese PR24SA power steering system.

Both types are similar in construction and appear-
ance.

The power steering is a rack and pinion type
which is mounted on the lower section of the engine
compartment bulkhead by rubber mountings and
brackets.

Hydraulic pressure is supplied to the power
steering gear by a pump driven by a drive belt from
the engine.

The power steering pump has a separate fluid
reservoir located on the righ t side of the bulkhead.

No lubrication of the steering gear or steering
pump is required in service and in the event of the
loss of power assistance, the steering will continue to
operate but will require a greatly increased effort.
However, as the steering gear and pump are lubricated
by the power steering fluid, the cause of the loss of
power steering or fluid loss must be determined and
repaired promptly to prevent damage to the steering
pump and to a lesser extent, the steering gear.

The t i e rod ends and rubb er boots can be renewed
without removing the steering gear from the vehicle.
To renew the integral t i e rod and tie rod ball housings,
the steering gear must be removed.

As specialist knowledge and equipment are re-
quired to overhaul the power steering gear and the

hydraulic pump, it is recommended that these op-
erations be carried out by an authorized dealer.
However, procedures for the removal and installa-
tion of the steering gear and pump are fully de-
scribed in this section.

The steering column is of the energy absorbing
type and is designed to collapse in the event of a
severe front end collision. The energy absorbing com-
ponents are the column tu bes, steering shaft and tilt
bracket breakaway capsules. All these components
should be handled with extr eme care if service opera-
tions are to be carried out on the steering column
assembly.

2. IN CAR ADJUSTMENTS, CHECKS AND
MINOR REPAIRS

If the power steering system becomes partially or
fully inoperative it is most important that the follow-
ing preliminary inspection and testing procedure be
performed prior to undertaking any trouble shooting
or repair operations.

PUMP DRIVE BELT
Inspect the pump drive belt for breakage, glazing
or wear. If any of these characteristics are evident,
renew the belt using only a genuine replacement.

If the belt is loose but still serviceable, adjust it
using the procedure outlined in the Engine Tune-up
section.

NOTE: In most cases a loose drive belt can
be heard squealing when a load is placed on
the pump as the steering wheel is turned or
as the engine speed is increased.

Checking the power steering pump drive belt for
deterioration.

156
FRONT SUSPENSION
SPECIFICATIONS
Type.................. Independent MacPherson strut with
coil springs and control arms
Shock absorber .................. Hydraulic, non-repairable
Hub bearing end float (maximum) ............. 0.05 mm
Ball joint axial play (maximum) ....................0.7 mm
Ball joint turning torque (used)...............0.5-4.9 Nm
Wheel alignment:
Toe in ..................................................... 0-2 mm
Camber ........................................- 0 ° 1 0 ' ± 4 5 '
Caster ..............................................1 ° 1 0 ' ± 4 5 '
King pin inclination..................... 1 3 ° 5 5 ' ± 4 5 '
TORQUE WRENCH SETTINGS
Hub bearing nut..................................... 196-235 Nm
Suspension unit to steering knuckle nut ...... 118 Nm
Suspension unit to body nuts ......................... 29 Nm
Piston rod nut .................................................. 72 Nm
Brake caliper to steering knuckle bolts ........... 52 Nm
Ball joint to steering knuckle bolt ................... 86 Nm
Control arm bracket bolts ............................... 98 Nm
Control arm pivot bolt ................................ 118 Nm
Stabiliser bar link nuts..................................... 44 Nm
Stabiliser bar bracket bolts .............................. 21 Nm
1. FRONT SUSPENSION TROUBLE
SHOOTING

FRONT END NOISE
(1) Loose upper suspension mounting or piston
rod: Tighten the mounting or piston rod nuts. (2) Loose or worn suspension unit lower ball
joint: Tighten or renew the lower ball joint.
(3) Noise in the suspension unit: Renew the
faulty suspension unit, preferably in pairs.
(4) Worn or loose steering gear: Overhaul the
steering gear assembly. (5) Worn front hub bearings: Renew the hub
bearings:
(6) Loose or defective stab ilizer bar, control arm
or mountings: Check, tighten or renew the mounting
rubbers.

Check the ball joints for wear and deterioration.
(7) Worn stabilizer bar link ball joints: Renew
the stabilizer bar links.
(8) Drive shafts worn or insufficiently lubri-
cated: Check the lubricant and the dust boots and
renew as necessary. (9) Drive shaft splines in the hub or the
differential worn or dama ged: Check and renew as
necessary.

NOTE: To check the front suspension com-
ponents for wear, raise the front of the
vehicle, support it on chassis stands and
allow both front wheel to hang free. With an
assistant pushing and pulling the front
wheels in and out at the top and then at the
bottom, check for excessive looseness at the
front hub bearings and lower control arm
inner pivot bushes. Noise or vibration in the
front end can also be caused by excessive
tire or wheel unbalance. Drive shaft joint
noise is usually more pronounced when
moving slowly with the steering on full lock.

POOR OR ERRATIC ROAD HOLDING
ABILITY

(1) Low or uneven tire pressures: Inflate the
tires to the recommended pressures.

(2) Defective suspension unit: Renew the faulty
unit, preferably in pairs.

158 Front Suspension


Installed view of the front suspension. When using a floor jack locate the head of the jack on the crossmember.
(2) Remove the cap, split pin, castellated re-
tainer and with the aid of an assistant applying the
brakes, loosen and remove the hub nut.
(3) Remove the split pin and the castellated nut
retaining the tie rod end to the steering knuckle. (4) Disconnect the tie rod end from the steering
knuckle using a suitable puller. Alternatively place a
suitable dolly or hammer against one side of the
steering knuckle eye and strike the opposite side with
a hammer.
(5) Remove the brake caliper anchor plate bolts,
withdraw the caliper from the disc and support it with
a piece of wire inside the inner mudguard. Ensure that
the brake hose is not twisted.
(6) Withdraw the brake disc from the hub.
(7) Loosely install the hub nut and tap on the nut
with a soft faced hammer to separate the drive shaft
from the hub. (8) Place a mark on the suspension unit to
steering knuckle cam head bolt to ensure correct wheel
alignment on assembly. (9) Remove the steering knuckle to suspension
unit nuts and bolts. (10) Remove the split pin and the castellated nut
retaining the lower ball joint stud to the steering
knuckle. (11) Disconnect the ball joint stud from the steering knuckle using a suitable puller or alternatively
place a suitable dolly or hammer against one side of
the steering knuckle eye and strike the opposite side
with a hammer.

(12)
Withdraw the steering knuckle from the
vehicle taking care not to drop the drive shaft or
damage its boot. (13) Clean and check the steering knuckle for
wear, cracks and damage. (14) If necessary, dismantle the hub and check
the bearing assembly using the dismantling procedure
described later in this section. Installation is a reversal of the removal procedure
with attention to the following points:

(1) Install the steering knuckle and hub assembly
over the drive shaft and loosely install the ball joint
stud nut and the suspension unit to knuckle bolts and
nuts.
(2) Ensure that the suspension unit to steering
knuckle cam head bolt mark s are aligned and tighten
the retaining nuts to the specified torque.
NOTE: If the cam head bolt is not installed
in its original position, a wheel alignment
should be performed.

(3) Tighten the ball joint to steering knuckle stud
bolt to the specified torque.

Front Suspension 159
(4) Install the tie rod end to the steering knuckle
and tighten the castellated nut securely. Install a
new
split pin.
(5) Install the brake disc to the hub.
(6) Install the brake caliper to the steering
knuckle and tighten the retaining bolts to the specified
torque. (7) Install the hub nut and washer to the
drive
shaft and with the aid of an assistant applying the
brakes, tighten the hub nut to the specified torque. (8) Install the hub nut retainer and a new
split
pin to the drive shaft. (9) Check the hub end float as described later in
this section. (10) Install the fron t wheel and lower the vehicle
to the ground.
TO DISMANTLE

NOTE: The front wheel bearing assembly is
non-serviceable. If the wheel bearing is dis-
mantled for any reason it should be re-
newed.

(1) Remove the steering knuckle from the vehi-
cle as previously described. (2) Hold the steering knuckle assembly in a vice
with soft jaw guards. (3) Using a hammer and a suitable pipe or tube
that pushes on the inside of the hub, drive out the
wheel hub and outside inner race from the steering
knuckle assembly. (4) Using snap ring pliers, remove the snap ring
that retains the outer bearing race from the wheel side
of the steering knuckle. (5) Using a suitable press and press plates,
support the steering knuckle with the outside face
downwards. To aid in dismantling, position the inside
inner race in the bearing and press the assembly from
the steering knuckle. Discard the bearing assembly. (6) Using a bearing puller and a press, remove
the inner race from the hub assembly. If the inner race cannot be removed from the hub
in this manner, it may be necessary to grind the race

using an angle grinder and split the race using a cold
chisel.

(7) Thoroughly clean and dry the steering
knuckle and hub in a suitable solvent. (8) Inspect all the components for wear, damage
and cracks and renew if necessary.
TO ASSEMBLE

Assembly is a reversal of the dismantling proce-
dure with attention to the following points:

(1) Apply grease to the oil seal lips of the new
bearing assembly.

NOTE: Ensure that (he inside of the outer
race of the bearing is precoated with wheel
bearing grease. If necessary, pack the outer
race of the wheel bearing with wheel bearing
grease after it is installed to the steering
knuckle.

(2) Using the press and press plates, support the
steering knuckle with the outside face uppermost.
Using a suitable diameter steel tube that contacts on
the outer race only, press the outer race full into the
steering knuckle.
(3) Install the snap ring to the groove in the
steering knuckle.
(4) Install the inner races to the steering
knuckle
and support the inner race on the press using a
suitable tube or mandrel. (5) Using the press and a suitable tube press the
hub assembly into the steerin g knuckle. When using
the press ensure that the pressing force does not
exceed 29 kN. (6) With the press exerting a force of 44.1 kN
rotate the steering knuckle from side to side several
turns to ensure that the wh eel bearings are operating
smoothly.
(7) Install the steering knuckle to the vehicle
as
previously described.
TO CHECK HUB END FLOAT

(1) Raise the front of the vehicle and support it
on chassis stands. Remove the front wheel.
(2) Mount the dial gauge on the steering knuckle
so that the dial gauge plunger is against the wheel hub.
(3) Zero the dial gauge and attempt to move the
hub in and out. Total hub e nd float should not exceed
0.05 mm. (4) Renew the wheel bearing as previously de-
scribed if necessary.
4. SUSPENSION UNIT

Special Equipment Required:
To Dismantle — Spring compressor
TO REMOVE AND DISMANTLE
(1) Raise the front of the vehicle and support it
on chassis stands. Remove the front wheels.
Dismantled view of the steering knuckle and hub
components.

Front Suspension 161


View of the suspension unit and knuckle assembly removed as a unit to show the cam head bolt.
(1) With the piston rod fully extended, install the
coil springs. Ensure that the spring compressor is
tightened sufficiently.

NOTE: The flat coiled end of the spring
should face the top and the lower end of the
spring should be located correctly.

(2) Install the dust cover, bump rubber, insulator,
spring seat, thrust washer and mounting assembly
ensuring that the arrow on the spring seat will face the
outside of the vehicle when the suspension unit
assembly is installed.
(3) Install the piston rod nut and tighten the nut
securely.
(4) Remove the coil spring compressor from the
suspension unit assembly and tighten the piston rod
nut to the specified torque. (5) Install the suspension unit assembly to the
vehicle, holding it in position by loosely installing the
upper mounting retaining nuts. (6) Install the suspension unit assembly lower
mounting to the steering knuckle, align the mating
marks on the cam head bolt and tighten the nuts and
bolts to the specified torque.
NOTE: If the cam head bolt is not installed

in its original position, a wheel alignment
must be performed.

(7) Tighten the upper retaining nuts to the
specified torque.
(8) Install the brake hoses to the suspension unit.
Lower the vehicle to the ground.
(9) Check the front wheel alignment and adjust
as necessary. Refer to the Suspension and Steering
Angles heading in this section.
5. CONTROL ARM
Special Equipment Required:
To Renew Ball Joint and Control Arm Bushes —
Press, suitable t ubes and mandrels
To Test Ball Joint — Small torque wrench or
preload gauge, spring scale

TO REMOVE AND INSTAL
(1) Loosen the front wheel nuts, raise the front
of the vehicle and support it on chassis stands.
Remove the front wheel.

(2) Remove the split pin from the ball joint
retaining nut and remove the nut.
(3) Disconnect the ball joint from the control
arm using a suitable puller, or alternatively place a
suitable dolly against one si de of the control arm eye
and strike the opposite side with a hammer until the
ball joint stud is free from the control arm eye. (4) Remove the nut retaining the stabilizer link
to the control arm.

(5) Remove the nut and through bolt from the
front control arm bush. (6) Remove the bolts from the rear control arm
bush bracket and withdraw the control arm from the
vehicle. (7) Inspect the control arm for cracks, damage
and distortion and renew if necessary. (8) Inspect the ball joint and bushes for damage,
deterioration and excessive wear. If necessary renew
BALLJOINT
View of the control arm and associated components.

Front Suspension 163
(2) Ensure that the stabilizer bar links are in
good condition. Renew if necessary.
(3) When installing the stabilizer bar ensure that
the links are installed perpendicular to the control arm
with the ball joint socket face parallel to the end of the
stabilizer bar. (4) Ensure that the brackets are installed with
the flat portion facing towards the front of the vehicle.
Tighten the retaining bolts securely.
7. SUSPENSION AND STEERING ANGLES

ADJUSTMENT
NOTE: Extensive knowledge and special-
ised equipment are required to measure and
correct the suspension and steering angles
with the exception of the front wheel toe in.
Therefore, as it is not a viable proposition
for the average person to carry out a com-
plete wheel alignment, the vehicle should be
taken to a wheel alignment specialist.

Prior to carrying out a wheel alignment, a thor-
ough inspection of the steering linkage, front hub
bearings, ball joints and suspension units should be
carried out. Faulty components should be renewed or
repaired as necessary.

The tread of the front ti res should be examined
for excessive or uneven wear as certain conditions of
tire wear are indicative of damaged or worn compo-
nents in the suspension, stee ring linkage and/or wheels
and bearings. Refer to the heading Tire Wear Trouble
Shooting in the Wheels and Tires section. If the tires
are found to be defective, renew them with serviceable
lyres.

TO CHECK AND ADJUST TOE IN/OUT
NOTE: The vehicle s hould be unladen ex-
cept for the normal amount of fuel and with
the tires inflated to the correct pressures.

(1) With the vehicle on a level floor, raise the
front of the vehicle and s upport it on chassis stands.
(2) Spin each front wheel in turn and using a
piece of chalk, mark a line around the periphery of
each tire as near to the centre as possible. (3) Lower the vehicle to the ground and bounce
the front several times to stabilize the suspension. (4) Set the wheels in the straight ahead position.
(5) Mark the centre chalk line on both tires at a
point approximately 200 mm above the floor and
forward of the suspension. (6) Using a tape measure, measure and record
the distance between the two marked points on the
tire centers.

Diagram indicating the front wheel toe in. Refer to
Specifications for the correct difference between
measurement A and B.
(7) Maintaining the wheels in the straight ahead
position, roll the vehicle forward until the marks are
the same distance from the floor but to the rear of the
suspension. (8) Again using the tape measure, measure and
record the distance between the marks on the tires.
(9) The difference between the front and rear
measurement will give the correct toe in/out reading.
If the larger measurement is at the front, the wheels
are in a toe out position. If the reverse is true, the
wheels are in toe in position. Compare the reading
obtained with the figure given in Specifications.
(10) If adjustment of the to e in/out is necessary,
loosen the tie rod locknuts on both sides. (11) Remove the retaining clips from the small
end of the steering rack rubber boots. (12) Turn the tie rods as required until the correct
toe in/out reading is obtained.
NOTE: It is important to turn each tie rod
equally to maintain the central position of
the steering gear. Ensure that the lengths of
the tie rods are the same.

(13) Tighten the tie rod locknuts to the specified
torque without changing the positions of the adjusters.
(14) Install the retaining clips to the small end
of
the steering rack rubber boots, ensuring that the boots
are not twisted.

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.

166 Rear Suspension

3. REAR HUB
Special Equipment Required
To Check Hub Bearing End Float — Dial gauge
To Renew Bearing — Press and suitable drift

TO REMOVE AND INSTAL
(1) Raise the rear of the vehicle and support it
on chassis stands. Remove the rear wheel and release
the handbrake.

(2) On models with rear drum brakes, proceed
to operation (6).
(3) Remove the clip securing the brake hose to
the suspension unit and disengage the hose.
(4) Remove the bolts securing the brake caliper
to the knuckle assembly. (5) Slide the caliper from the disc and support it
away from the working area, ensuring that no excess
strain is placed on the brake hose. (6) Rotate the hub and check that it rotates
smoothly. If it does not rotate smoothly, renew the
hub bearing. (7) Mount a dial gauge with the plunger posi-
tioned against the outer face of the hub. Move the hub
back and forth in line with the stub axle and note the
reading on the dial gauge. If the end float exceeds
Specifications, renew the hub bearing.
(8) Remove the hub grease cap from the rear
hub. (9) Remove the split pin from the stub axle and
remove the nut retainer, the hub retaining nut and
washer. Remove the hub assembly from the stub axle. Installation is a reversal of the removal procedure
with attention to the following points:

(1) Tighten the hub retaining nut to the specified
torque. (2) Check the hub bearing end float as previ-
ously described.
(3) On models with disc brakes, install the brake

caliper and tighten the retaining bolts to the torque
specified in the Brakes section. Install the brake hose to
the suspension unit and secure with the retaining clip.

TO RENEW BEARING
(1) Remove the rear hub as previously de-
scribed. (2) Remove the snap ring from the rear of the
hub assembly. (3) Support the rear of the hub around the
bearing housing, ensuring that the bearing will not be
obstructed when being pressed out. (4) Using a suitable drift, press the bearing out
of the hub.

Dismantled view of the rear hub assembly. Drum brake
model.

Tightening the hub retaining nut with a torque wrench. Dismantled view of the rear hub assembly. Disc brake
model.