1987 NISSAN PULSAR low oil pressure

10 General Information

If tools are to be stored for any length of time, it is
good policy to wipe them with an oily cloth.

Bladed screwdrivers should be checked for dam-
age to the tip. If necessary, the tip can be returned to
its original profile by careful grinding. Do not grind
screwdriver tips to a sharp point.

Hammer heads should be secure on their handles
and should be regularly checked for cracking or other
damage.

Chisels and punches should be checked for dam-
age or 'mushrooming' of the head. Any faults should
be rectified by grinding.

Hydraulic jacks should be regularly checked for
fluid leaks. Chassis stands and car ramps should be
checked for damage and cracks. Any equipment that
is suspect should not be used.

STORES
For routine maintenance, stores of automotive
oils, greases and additives should be kept on hand.
The following is a suggested list.

Engine oil.
Brake fluid.
Manual transmission or automatic transmission
oil — automatic transmission oil is also used in
the power steering system.
Rear axle oil.
Cooling system corrosion inhibitor/antifreeze.
Chassis grease.
High melting point grease, for hub bearings etc.
Penetrating oil or spray.
Kerosene or similar cleaning solvent.
Methylated spirits.

Oils and greases are available in handy pack size for
do-it-yourself lube jobs.
2. SAFETY
PERSONAL SAFETY
Safety when working on a motor vehicle is basical-
ly a matter of commonsense. Some safety precautions
to prevent personal in juries are as follows.

Raising a Vehicle
Always jack a vehicle on firm, level ground and at
the specified jacking points . Ensure that the wheels
remaining on the ground are fully chocked.

After raising the vehicle, place chassis stands
underneath and allow the weight of the vehicle to rest
on them. Do not use bricks, blocks of wood or similar
material.

NOTE: Never work under a vehicle which is
only supported by a jack.

Electrical System
Always disconnect the negative battery terminal
when working on any electrical components. Avoid
wearing metal watches, rings and chains which may
short across live terminals.

As battery gases are explosive, keep naked flames
and sparks clear of the work area. When connecting
and disconnecting jumper leads, use extreme caution
to avoid sparking.

Electronic Ignition Systems
Electronic ignition systems produce dangerous
high tension voltages in bo th the primary and second-
ary circuits which can be fatal. Exercise extreme
caution when working on or near any ignition system
components. Do not disconnect high tension leads
while the engine is running.

Work Area
Do not run the engine in a confined space. Ensure
that the work area is adequately ventilated.

Spilt oil or water should be cleaned immediately
to avoid the possibility of slipping.

Fuel System
Always disconnect the negative battery terminal
when working on any fuel components. Do not smoke.
Keep naked flames and sparks clear of the work area.

Do not siphon fuel using the mouth. Use a hand
pump or suitable siphon.

Do not attempt to repair a fuel tank by welding it.
This is an extremely hazardous procedure and should
be entrusted to a specialist.

Cooling System
To avoid scalding, use caution when releasing the
radiator cap on an engine wh ich is at normal operating
temperature. Turn the cap anti-clockwise to the first
stop and allow any pressure in the system to release.
When the pressure is released, remove the cap from
the radiator.

Brakes
As asbestos is used in some brake lining material,
avoid inhaling brake dust. Do not use compressed air
to remove the dust. Gentle brushing with a small
brush or using a vacuum cleaner with a hose attach-
ment are the safest methods of cleaning the brakes.
The above precautions also apply to the clutch plate
lining material.

General Information 11
Lifting Equipment
When using lifting equipment to lift heavy com-
ponents such as the engine and/or transmission, use
metal slings or chain in preference to rope. If rope
must be used, ensure that it is not placed against sharp
edges on the component.

Automotive Lubricants and Solvents
Avoid prolonged skin contact with oils, greases
and solvents as some can cause skin irritations and
dermatitis.

Exercise caution when us ing cleaning solvents as
many are inflammable. Do not smoke. Keep naked
flames and sparks clear of the work area.

Compressed Air
Never point an air hose at another person or allow
compressed air to blow onto your skin. High pressure
air forced against the skin can enter the bloodstream
and prove fatal.

Suspension and Steering Components
Damaged suspension and steering components
should not be welded. Many of these components are
fabricated from toughened metals. If welded they may
lose their strength or become brittle. Damaged com-
ponents should be renewed.

Air Conditioning
Avoid disconnecting air conditioning hoses as
escaping refrigerant can cause frostbite. The refriger-
ant is highly flammable and when burnt, a poisonous
gas is produced.

VEHICLE SAFETY
To prevent damage to the vehicle during servicing
or repair work, note the following precautions.

Brake Fluid
If spilt on the vehicle paintwork, brake fluid
should be immediately washed away with clean water
and allowed to dry naturally, not wiped with a cloth.

Catalytic Converter
The following should be observed to prevent
damage to the catalytic converter:

Do not operate the vehicle on leaded fuel.
Do not push or tow start the vehicle.
Do not allow the engine to idle for prolonged
periods.

Do not switch the ignition off while the vehicle is
in motion and the transmission is in gear.

Do not 'prime' the engine by pouring fuel into the
inlet manifold.

Do not operate the vehicle if the engine is
misfiring.

Avoid running the vehicle out of fuel.
Ensure that the engine oil is formulated to contain
low phosphorus levels.

Electronic Components
The electronic components of the ignition and
fuel injection systems can be damaged by the use of
incorrect testing equipment.

It is essential in all tests where voltage or resis-
tance is to be measured that a digital display multi-
meter with a minimum 10 megohm input impedance
be used.

Some types of tachometers, timing lights and
ignition system analyzers are not compatible with
certain engine electronic systems. It is therefore
recommended that the manufacturer of the test equip-
ment be consulted before using the equipment.

Jump starting, or being jump started by another
vehicle can cause damage to the electronic compon-
ents of the vehicle. Refer to the Roadside Trouble
shooting section for the correct jump starting proce-
dure.

3. GENERAL REPAIR PROCEDURES
SEIZED FASTENERS
Seized bolts, nuts or screws should first have a
liberal amount of penetrating oil applied. The fastener
should be left for a period of time to allow the oil to
penetrate and soften the corrosion which is causing
the binding.

Often, a sharp hammer blow to the head of the
fastener can dislodge the corrosion and permit it to be
loosened.

An impact driver, which can be fitted with a
socket or screwdriver bit, can be used to loosen a
seized fastener.

Another method is to heat the component in
which the fastener is seized. However, extreme cau-
tion should be exercised when heating aluminum
alloy components as the melting point is much lower
than that of steel.

If the above methods fail to free a seized nut,
carefully hacksaw through one side of the nut until it
can be split. Care should be taken that the threads of
the bolt or stud are not damaged.

Should a bolt or stud break below the surface of
the component, it will be necessary to use a screw
extractor to remove the remaining part. Follow the
screw extractor manuf acturers instructions.


Tap and die set and assorted screw extractors.

22 Wheels and Tires


View of the jack correctly installed to the front jacking point
.
(10) Continue to raise the jack until the tire
clears the ground sufficiently to allow the spare wheel
to be installed.
(11) Remove the wheel nuts and lift the wheel
off the hub.
NOTE: Under no circumstances get under
the vehicle while the jack is the only means
of support.

(12) Install the spare wh eel and install the wheel
nuts with the chamfered e nds contacting the wheels.
Tighten the wheel nuts as much as possible by hand.

(13) Lower the jack and securely tighten the
wheel nuts progressively in a diagonal sequence using
the wheel spanner. (14) Where removed, install the wheel cover.
(15) Return the spare wheel, jack and tool kit to
their relevant storage positions.

ABNORMAL WEAR ON CENTRE OF TREAD
(1) Over inflation of tires: Check and reduce to
the recommended pressure.


ABNORMAL WEAR ON INSIDE OF TREAD
(1) Excessive negative camber angle: Check the
wheel alignment. (2) Sagging coil springs: Check and renew the
coil springs as a pair. (3) Loose or worn hub bearing assembly: Check
and renew the hub bearing assembly. (4) Bent, loose or worn suspension components:
Check and renew any faulty components.
ABNORMAL WEAR ON OUTSIDE OF TREAD

(1) Excessive positive camber: Check the front
wheel alignment.
(2) Excessive speed when cornering: Revise driv-
ing habits. (3) Bent, loose or worn suspension components:
Check and renew any faulty components.


2. TYRE WEAR TROUBLE SHOOTING
ABNORMAL WEAR ON BOTH SIDES OF
TREAD

(1) Under inflation of tires: Check and inflate to
the recommended pressure.
(2) Overloading: Reduce the maximum loading. FLAT SPOTS ON TREAD OR IRREGULAR
WEAR

(1)
Static or dynamic unbalance of the wheel
and tire assembly: Check the balance of the wheel and
tire assembly. (2) Lateral run out of the wheel: Check and (rue
up or renew the wheel.
Tighten the wheel nuts in a diagonal sequence using
the wheel spanner.

Engine Tune-up 29


Check the cylinder compressions using a compression gauge.
(a) Inject a small amount of engine oil into the
spark plug hole of the cylinder concerned ensuring
that the oil is evenly distributed within the cylinder by
rotating the engine.
(b) Repeat the compression test on the cylinder
concerned.
A substantial increase of compression pressure
indicates faulty or worn piston rings, pistons or
cylinder.

No increase of compression pressure indicates
burnt, obstructed or sticking valves, or a leaking or
blown cylinder head gasket.

(9) Install the fusible li nk and connect the high
tension lead to the coil.

TO SERVICE THE DISTRIBUTOR
The electronic ignition system requires virtually
no maintenance except for checking of the distributor
cap. rotor and high tension leads as described below.

Refer to the Fuel and Engine Management section
for Specifications and Trouble Shooting.

NOTE: When working on or near electronic
ignition systems, care should be taken as
dangerous high voltages are present in both
the primary and secondary circuits.

The ignition switch should be turned off
before removing or inst alling any electrical
connections otherwise damage to the igni-
tion system as well as severe electrical shock
could result.

TO SERVICE HIGH TENSION LEADS
Check the leads for perishing or cracking and
renew as required. Never a ttempt to repair defective
carbon impregnated core leads.

The lead may be carefully cleaned, using cloth
moistened with kerosene a nd then wiped completely
dry.

If an ohmmeter is available the electrical resis-
tance of the leads may be checked as follows:

View showing the location of the fusible links.
Check the spark plug high tension leads for cracks and
burnt or corroded terminals.
Check the distributor cap for cracks or tracking
between the terminals
.

Roadside Trouble Shooting
ing the wiring from any component, ensure
that the ignition switch is off and the
negative battery terminal is disconnected to
prevent damage to the solid state circuitry.

(4) Open the electrode gap of a serviceable spark
plug to 6 mm. Securely earth the plug using a jumper
lead or by tying the plug to an earthed engine
component.
(5) Disconnect the high tension lead from a
spark plug and connect it to the test spark plug.
(6) Have an assistant operate the starter motor.
(7) Check that a spark, if any, jumps the gap on
the test spark plug. If the spark is satisfactory, proceed to operation

(8).
If there is no spark, proceed as follows:
(a) Check the high tension leads to ensure that
they are dry and that the insulation is not cracked or
perished. Check the ends of the leads for burning. Using an ohmmeter, measure the resistance in

each high tension lead. The resistance should be no
more than 15 000 ohms per lead.
(b) Check the distributor cap to ensure that it is
dry and clean. Examine both the inside and outside of
the cap for cracks or tracki ng, particularly between the
high tension lead segments.

Check that the carbon brush in the centre of the
distributor cap interior fa ce is clean and dry and
ensure that the brush moves freely in and out of its
locating hole.

(c) Check the rotor arm for cracks, deposits and
burning on the metal arm. (d) Ensure that the high tension leads have dry.
clean and secure connections on the distributor cap. (8) If the above checks r esult in a good spark at
the spark plug high tension leads but the engine is still
not operating satisfac torily, remove all the spark plugs
and check the condition and electrode gap as de-
scribed in the Engine Tune-up section under the
appropriate heading.

3. TO CHECK FUEL SYSTEM
Due to the complex nature of the EFI system, it is
recommended that should the following checks prove
satisfactory but the engine fail to start, reference be
made to the Fuel and Engine Management section of
this manual or a Nissan workshop be consulted.

(1) Check that the fuel tank contains a reason-
able amount of fuel. (2) Have an assistant switch the ignition on and
off while squeezing the fuel supply hose with the
fingers. If the fuel pump is operating it should be
possible to feel the fuel pr essure increase for approx-
imately two seconds.
NOTE: When conducting the above test it
should be possible to hear the fuel pump and
ignition relays clicking when the ignition is
switched on and off

If the fuel pump relay fails, power will be
supplied to the fuel pump via the oil pressure


Check the distributor cap for cracks or tracking between the terminals. Squeeze the fuel supply hose while the ignition is
switched On. An increase in pressure should be felt.

Check the spark plug high tension leads for cracks and
burnt or corroded terminals.

Roadside Trouble Shooting 35


View showing the location of the fuel pump fuse and the EGI and fuel pump relays.
switch. When starting the engine, the fuel
pump will not operate until the oil pressure
is sufficient to extinguish the oil pressure
warning lamp. Therefore it will be necessary
to operate the starter motor for a longer
period than usual to start the engine.

(3) If the fuel pump cannot be felt operating,
check the fuel pump fuse located in the fuse panel
adjacent to the steering column.

If the fuel pump fuse is serviceable, refer to the
Fuel and Engine Management section for detailed
tests on the fuel pump.

(4) Check that all fuel hose connections are
secure.
(5) Remove the spark plugs and check for petrol
saturation of the electrodes which indicates flooding.
Thoroughly clean and dry the spark plugs before
replacement. Fully depress the throttle pedal and turn the
ignition switch to the start position. If the engine does
not start, proceed as follows.

Check that the MAP sensor hose is not blocked or split
and ensure that all electrical connections are clean and
secure.
If flooding persists, refer to the Fuel and Engine
Management section.

(6) Check that all EFI electrical wiring connec-
tors are clean and secure.
(7) Check that the MAP sensor vacuum hose is
securely connected at each end and is not split or
blocked.
4. TO CHECK MECHANICAL SYSTEM
The following check procedure assumes that the
starter motor will rotate the engine. If not, on manual
transaxle models, depress the clutch pedal to disen-
gage the engine from the tr ansaxle in case the fault lies
within the transaxle.

If the starter motor will not rotate the engine, it
will be necessary to remove the starter motor and
attempt to turn the engine over manually. This will
establish whether the fault lies with the starter motor,
which could be jammed or defective, or with the
engine, which could be seized or have broken internal
components such as connecting rods, pistons and
crankshafts etc.

If the starter motor is not at fault and the engine
will not rotate manually, refer to the Engine Mechan-
ical Trouble Shooting heading in the Engine section.

It should be noted that the only way that cylinder
compression can be accurately tested is with a com-
pression gauge. The method described in the following
procedure is only intended to give a rough indication
when checking for causes of engine breakdown,

(I) When the engine is cool, check for loss of
coolant from the cooling system.

If coolant loss is evident, check carefully for any
indication of external leakage. Remove the engine oil
dipstick and check for wate r contamination (emulsi-
fication) of the oil. When oil mixes with water it will
Ensure that all fuel connections are securely tightened.

38 Engine
*Piston skirt to cylinder bore clearance:
1.6 liter .....................................0. 020-0.040 mm
1.8 liter .....................................0. 010-0.030 mm
Gudgeon pin length:
1.6 liter ...................................................... 53 mm
1.8 liter .................................................. 61.5 mm
Gudgeon pin diameter.................20.990-20.995 mm
Gudgeon pin clearance in piston:
1.6 liter .....................................0. 010-0.020 mm
1.8 liter ..................................0. 0055-0.0115 mm
Gudgeon pin offset in piston:
1.6 liter......... 0.35-0.65 mm towards thrust side
1.8 liter................... 0.8 mm towards thrust side
*Measured 9 mm from the bottom of the piston skirt
for 1.6 liter models and 6 mm from the bottom of the
piston skirt for 1.8 liter models.
PISTON RINGS
Rings per piston:
Compression .......................................................2
Oil contro l .......................................................... 1
End gap:
Compression ................................ 0.30-0.50 mm
Oil control —
1.6 liter ......................................... 0.33-1.10 mm
1.8 liter ......................................... 0.40-1.40 mm
CONNECTING RODS AND BEARINGS
Connecting rod side clearance............ 0.07-0.24 mm
Maximum connecting rod weight variation..8 grams
Crankpin bearing oil clearance ....... 0. 019-0.063 mm

CRANKSHAFT AND MAIN BEARINGS
Number of bearings .................................................. 5
End float taken at ...................... No. 3 main bearing
End float .......................................... 0.070-0.302 mm
Bend limit ...................................................0.03 mm
Main bearing oil clearance .............0. 015-0.040 mm
Main bearing journal diameter.. .57.982-57.995 mm
Crankpin diameter .......................48.971-48.987 mm

FLYWHEEL
Ring gear run out limit.................................. 0.3 mm
Clutch face regrind limit .............................. 0.3 mm
CAMSHAFT
Drive ...................................................... Toothed belt
End float .............................................. 0.04-0.14 mm
Bend limit ................................................... 0.03 mm
Bearings ...........................................Direct in housing
Journal diameter:
Standard —

No. 1 ..................................... 42. 455-42.470 mm
No. 2 ..................................... 42. 705-42.720 mm
No. 3 ..................................... 42.955-42.970 mm
No. 4 ..................................... 43.205-43.220 mm
No. 5 ..................................... 43.455-43.470 mm
Undersize —
No. 1 .....................................42.355-42.370 mm
No. 2 ......................................42.605-42.620 mm
No. 3 .....................................42.855-42.880 mm
No. 4 ......................................43.105-43.120 mm
No. 5 .....................................43. 355-43.370 mm
*An undersize camshaft can be identified by a violet
flash between the inlet and exhaust lobes of No. 2
cylinder.

Housing diameter;
Standard —

No. 1 .....................................42. 500-42.525 mm
No. 2 .....................................42.750-42.775 mm
No. 3 .....................................43.000-43.025 mm
No. 4 ......................................43.250-43.275 mm
No. 5 .....................................43.500-43.525 mm
*Undersize —
No. 1 .....................................42.400-42.425 mm
No. 2 .....................................42.650-42.675 mm
No. 3 .....................................42.900-42.925 mm
No. 4 ......................................43.150-43.175 mm
No. 5 .....................................43.400-43.425 mm
*An undersize camshaft housing can be identified by
a violet flash on the centre camshaft bearing support.

LUBRICATION
Oil pump type .......................................Involute gear
Filter type................................... Full flow disposable
Oil pressure at 4 000 rpm .....................480-620 kPa
Rotor assembly end float .................. 0.03-0. 010 mm
Rotor teeth backlash ......................... 0.010-0.20 mm
TORQUE WRENCH SETTINGS
*Cylinder head bolts:
Initial torque ............................................. 25 Nm
1st stage ......................................... + 60 degrees
2nd stage ........................................ + 60 degrees
3rd stage......................................... + 60 degrees
4th stage, engine at operating
temperature .............................. + 30-50 degrees
Exhaust manifold nuts .................................... 22 Nm
Exhaust manifold flange nuts ......................... 22 Nm
Inlet manifold nuts.......................................... 22 Nm
Throttle body to inlet manifold nuts ..............12 Nm
Camshaft liming gear bolt ...............................45 Nm
Camshaft retainin g plate bolts ......................... 7 Nm
Camshaft cover bolts......................................... 8 Nm
Thermostat cover bolts ....................................15 Nm
*Main bearing bolts..................60 Nm + 45 degrees
Connecting rod bearing
cap nuts ................................... 35 Nm + 45 degrees
* Crankshaft timing
gear bolt.................................. 145 Nm + 35 degrees
*Flywheel bolts
(microencapsulated) ................ 60 Nm + 30 degrees
*Drive plate bolts (microencapsulated)........... 60 Nm
Water pump bolts............................................ 25 Nm

Engine 39
Oil pump cover plate screws............................ 6 Nm
Oil pump mounting bolts.................................. 6 Nm
Oil pump pickup bolts
(coat with Loctite 242)..................................... 8 Nm
Sump bolts (coat with Loctite 242) .................. 5 Nm
Sump drain plug .............................................. 35 Nm
*Use new bolts
Head bolts maximum torque 135 Nm

1. ENGINE MECHANICAL TROUBLE
SHOOTING

ENGINE MISSES AT IDLING SPEED
NOTE: For other causes of engine misfire,
refer to the Fuel and Engine Management
section.

(1) Blown head gasket: Check the cylinder com-
pressions and renew the he ad gasket as necessary.
(2) Burnt valves or seats in the cylinder head:
Check the cylinder compressions and overhaul the
cylinder head as necessary. (3) Broken or worn piston rings: Check the
cylinder compressions and renew the piston rings as
necessary.
(4) Weak or broken valve springs: Remove the
camshaft housing top cover and check the condition
of the valve springs. (5) Air leak at the inlet manifold gasket; Check
for air leaks by applying oil around the manifold
joints. Renew the gasket if an air leak is evident.
NOTE: Use a compre ssion gauge and check
the compression pressure in each cylinder as
described in the Engine Tune-up section. If
a low pressure reading is indicated in one or
more cylinders, remove the cylinder head for
gasket and valve inspection. Should the


gasket and valves prove satisfactory, inspect
the cylinder bores, pistons and rings.

Check for air leaks at the inlet manifold
by applying engine oil around the manifold
joints. If the oil can be seen or heard sucking
into the manifold or excessive smoke begins
to issue from the exhaust system, there is an
air leak at the inlet manifold.

NOISY VALVE OPERATION
(1) Faulty hydraulic tappets: Renew the faulty
tappet assemblies. (2) Weak or broken valve springs: Remove the
camshaft housing top cover and check the condition
of the valve springs. (3) Worn valve guides: Overhaul the cylinder
head as described in this section. (4) Worn rocker gear: Remove (he rocker gear
and check the components for wear.

Camshaft lobe wear is also a cause of noisy valve
operation.
BIG END BEARING NOISE
(1) Inadequate oil supply: Check the oil level in
the sump and the condition of the oil pump and relief
valve. Renew the oil filter.

(2) Excessive bearing clearance: Renew the bear-
ing shells, check and regrind the big end journals if
oval or tapered. (3) Thin oil or oil diluted by petrol or water:
Change to the correct oil grade. Check and rectify the
cause of the oil dilution. Ch eck that the engine is not
operating in overheat conditions.
(4) Low oil pressure: Check the engine oil level.
Check the pressure relief valve and spring and the oil
filter bypass valve. (5) Misaligned big end bearings: Align the con-
necting rods and renew the big end bearing shells.
NOTE: Big end bearing noise is indicated
by a metallic knock wh ich is usually loudest
at approximately 60 km/h with the throttle
Air leaks at the inlet manifold can be located by
applying engine oil around the suspect joints.