Nissan X-Trail - compact SUV which began production in 2001. The 1st generation X-Trail received the factory designation T30. It is built on the Nissan FF-S platform, which underlies the popular Nissan Primera and Almera. In 2004, the X-Trail underwent a slight restyling. The release of the crossover continued until 2007, then it was replaced by the second generation - the T-31.

The SUV won the hearts of lovers of country rest and became very popular. Those who wish to purchase a universal off-road vehicle will easily find quite a few ads for its sale. big and roomy crossover with outstanding off-road capabilities at a moderate price - good suggestion. But ... is everything so smooth? Let's follow the trail!

Engines

Motor line Nissan X-Trail included two petrol and one diesel unit. The first were represented by 2-liter (QR20DE, 140 hp) and 2.5-liter (QR25DE, 165 hp).

Nissan engines of the QR series suffer from rapid ring coking due to an unsuccessful oil separation system in the valve cover. In 2004, the design of the pistons was improved, and the number of problems decreased slightly. Engines of this series begin to take oil at a mileage of just over 100,000 km, and the situation becomes catastrophic at around 150 - 190 thousand km with an oil consumption of 2-3 liters per 10,000 km. Most often, this problem overtakes engines with a working volume of 2.5 liters. Replacing rings with valve stem seals will cost 30,000 rubles. I would like to note that gasoline engines have too many overhauls caused by high oil consumption, and even before the 200,000 km mark ...

With a run of more than 140 - 160 thousand km, oil may appear in the candle wells due to "hardened" oil seals. They can be replaced both as an assembly with a valve cover (5-6 thousand rubles), as many car services advise, or separately - only the seals themselves, which will come out much cheaper.

The chain can stretch after 140 - 160 thousand km, which will cause interruptions in the engine, tripling and loss of traction. By this time, the turn of the chain tensioner may also come up.

After 160 - 180 thousand km, most likely, you will have to clean throttle valve. Its contamination makes it difficult to start a cold engine and is one of the causes of unstable operation.

With a run of more than 100 thousand km, it will be useful to replace the fuel filter in the tank.

On 2-liter engines until 2004, another problem loomed, caused by the early destruction of the working cells of the catalyst. The decomposition products were drawn into the working cylinders, and they, acting as an abrasive, left scuff marks on the cylinder walls. This led to a decrease in compression and an increase in oil consumption.

The cylinder head gasket on 2-liter units is often surrendered after 160 - 180 thousand km. This will be indicated by the falling level of antifreeze and bubbles in the expansion tank.

Problems with starting a cold engine and interruptions in the operation of a 2.5-liter engine with a mileage of more than 130 - 150 thousand km are most often caused by a failed position sensor crankshaft(1.5 - 2 thousand rubles).

The diesel engine (YD22) with a working volume of 2.2 liters is found in 2 versions: with a capacity of 114 hp until 2004 and 136 hp. after 2004. The first has a mechanical injection pump with electronic control, the second is the Comon Rail high pressure fuel injection system. This engine does not require overhaul, but has weaknesses.

The first problems with a diesel engine arise, as a rule, after 140 - 160 thousand km. Often this is the need to replace injectors (original 16 thousand rubles) or a fuel pressure sensor. The fuel pressure valve in the injection pump is one of the main culprits in the unstable operation of a diesel engine, less often the cause is in the sensors mass flow air or crankshaft position.

After 180 - 200 thousand km, you will most likely have to replace the stretched chain and its tensioner. The turbine is quite tenacious and correct operation walks at least 220-250 thousand km.

After 100,000 km, a lot of problems are caused by the DPF particulate filter in the exhaust system. Unexpected smoke, loss of traction and the inability to increase the engine speed above 2000 indicates the inclusion of the regeneration mode. Change to new filter will require costs up to 80 thousand rubles. A cheaper, but radical method is the complete or partial removal of the filter, followed by flashing the ECU.

Radiators leak infrequently, but this happens with a run of more than 140 - 160 thousand km (4-5 thousand rubles).

Transmission

The manual transmission is very reliable. There are no problems with her. The clutch lives up to 140 - 180 thousand km, in harsh conditions its service life will be limited to 80 - 100 thousand km. To replace it, you will have to pay 8-12 thousand rubles for a new set and 6-8 thousand rubles for work. It is almost impossible to diagnose the approaching death of the clutch - it works to the last and then immediately dies.

The automatic transmission, although considered reliable, is not without problems. Not too costly - with a run of more than 180 - 200 thousand km - burning of contacts or failure of the relay that supplies power to the electromagnet, which removes the gear selector lock. After 200 thousand km, there were cases of breakdown of the planetary gearbox and breakage of splines. One of possible causes- failure of the oil pressure sensor in the box and, as a result, incorrect control signals. Recommendations for the prevention of such incidents are the replacement of this very sensor every 80 thousand km. Repair of an already bent box will cost 30-40 thousand rubles.

The transfer case often begins to leak after 150 - 170 thousand km.

Chassis

It is worth paying attention to the suspension. The stabilizer bushings take care of 40 - 60 thousand km, the stabilizer struts go about the same. With a run of more than 150 - 180 thousand km, the turn of suspension struts, silent blocks of levers and wheel bearings is most likely to come up.

Steering tips go 60 - 80 thousand km.

Front brake discs live up to 100 - 120 thousand km (2 - 3 thousand rubles), front brake pads - up to 50 - 60 thousand km, and rear pads - up to 80 - 90 thousand km.

Body and interior

The front fenders of the Nissan X-Trail T30 are made of plastic. A definite plus is the ease of construction and the impossibility of corrosion. Their disadvantage is the high price. As always, compassionate Chinese help out with their cheaper counterparts. Weakness on the body of a Japanese SUV - a tailgate. Corrosion centers appear along the edge of the chrome trim above the license plate. It is treated by sizing under the overlay with 2-sided tape.

Noise isolation is poor. Often the back seat rattles and the panels creak. Many have a backlash in the driver's seat. Often rear seats refuse to fold due to a flying lock pin inside the back.

With a run of more than 60 - 80 thousand km, it often becomes necessary to repair the interior heater fan motor. There is noise when the oven is turned on. The reason is short-lived plain bearings, instead of which it would be appropriate to install conventional rolling bearings. The official dealer is ready to replace the complete heater for 5-6 thousand rubles, plus 10 thousand rubles for the heater itself. Self-disassembly of the stove and replacement of the bearing will cost several times cheaper.

Over time, due to the wedging of the motor bearing, the control resistor may burn out, and the stove will stop responding to changes in the position of the regulator. A simple replacement of the resistor in this case is not enough, since soon everything will repeat itself. There is only one way out - replacing the heater motor bearing. The engine withstands 3-4 successful repairs, then the heater assembly will have to be replaced.

Electricity sometimes shows its character. One of these moments is the spontaneous unlocking of doors and the inclusion of an emergency gang. This only happens when the ignition is on, and a failure occurs in the radio control unit. Treated - by adding an additional relay.

Sometimes when playing a CD, one of the sound channels is turned off - the reason is the loss of contact on the cable.

The alternator pulley can jam after 140 - 160 thousand km.

Conclusion

Fuel consumption for a 2-liter engine with a manual transmission will be about 13-14 liters in the city and 15-17 liters with a gun, on the highway it will take 9-10 liters. A 2.5 liter engine with a manual transmission in the city will ask for 13-16 liters, and with an automatic 14-17 liters, on the highway the consumption will be 10 - 11 liters. Diesel is a little more economical - 10 - 13 liters in the city and 7-9 liters on the highway.

Of course, the Nissan X-Trail can also be front-wheel drive, but unlike the “relative” in the face Nissan Qashqai, there are very few single-drive machines. And all-wheel drive with an electromagnetic clutch in the drive that has become familiar to Japanese and Asian cars rear axle made as simple and as efficient as possible. It is enough to overcome small obstacles, although it does not tolerate long-term slippage and tightness on heavy ground. After a run of 50-70 thousand kilometers, the clutch usually requires flushing and reassembly, otherwise by the end of the same run, damage to the electromagnet, and possibly bearings due to corrosion, can be expected, and this will cost at least 50 thousand rubles for a new clutch and bearings, and the work is not worth a penny.

The clutch together with the main gear should be opened and cleaned immediately after overcoming deep fords: the breather often lets water through. However, in this case, the wheel bearings, most likely, will not last long either, and it is better to once again treat the body with anticorrosive and wash it from below. Yes, this car is not intended for such tests.

On the mechanical part of the complaints about the transmission at least. But something still needs to be done.

On running cars, you need to carefully check the anthers of the CV joints. And after one and a half hundred thousand mileage, it is worth proactively updating the lubricant in the hinges, without waiting for the start of their overheating and the appearance of noise.

The cardan shaft after the same one and a half to two hundred thousand mileage will require the replacement of an intermediate support, and in case of severe operating conditions, also crosses, since original parts are inexpensive.

The transfer case, which is actually just a bevel gear here, holds up well. If you change the oil and do not overload, then there are no special problems with it. With a gasoline 280-horsepower turbo engine, it can be “rolled up”, and in all other cases, damage to the shafts and bearings is associated with untimely maintenance, leaks and water ingress into the mechanism, or with an imbalance in the cardan shaft. By the way, gearboxes from cars before and after restyling are conditionally compatible: the cases differ minimally, but when replacing, you may need to work as a grinder.

Gear selector mechanical boxes gears lose much selectivity with age due to stretching of the cables and loosening of the ball joint of the lever. And the dual-mass flywheel has a poorly predictable resource. It is good that, if desired, it is possible to change the clutch to a conventional damper one.

After 200 thousand mileage, one can expect a deterioration in the inclusion of the third or fourth gear due to aging synchronizers, and those who like to drive with noticeably lower mileage often suffer from the second gear synchronizer. On this, with careful maintenance and maintaining the oil level, everything ends, but remember that in a manual transmission, you also need to change the oil sometimes.

Most of the cars are equipped with automatic transmission. Here is installed a box of a Nissan subsidiary - Jatco model RE4F04B, which is rightfully considered one of the most successful automatic transmissions of its time. True, there are only four steps, and by the middle of the 2000s it was already obsolete, but it is reliable and provides good dynamics and comfort. I would say that it is eternal, but the operation in Russia makes it possible to doubt the reliability of anything.

For most drivers, with a run of over 250 thousand kilometers, they will require replacement of the gas turbine engine blocking lining. But there are always chances that the mileage is rolled up or a "racer" was driving that made the box literally "burn at work".

In twitching or slipping in third or fourth gears, the brake band is usually to blame. It is here that it ages first of all, and is very sensitive to oil pollution: it starts to work harshly.

A set of solenoids can fail prematurely due to excessive contamination or overheating, and the automatic transmission selector quite often causes a transition to emergency mode.

All other repairs are consequences or very high mileage, or operation on dirty oil with overheating. The box rises completely only when half of the friction clutches “die”, or pieces of metal have destroyed the planetary gear or valve body. That's good, but only if you don't buy a "slightly twitchy" box. It is usually already a complete "corpse" inside, so almost everything will have to be changed. However, this is the fate of almost all reliable technology: there will always be someone who will purposefully look for something that can be “killed” for a long time, and that will not break from his style of handling equipment right away.

Frequent oil changes, an additional radiator and an external filter are recommended but not absolutely necessary.

Motors

Nissan X-Trail was equipped mainly with two engines: gasoline engines of 2.0 and 2.5 liters of the QR20DE and QR25DE series. It is very rare to find supercharged engines of the SR20VET series (2 liters and 280 forces) and a 2.2-liter diesel engine of the YD22DDTi series. We have such motors - exotic. I can only say that the Nissan turbo engines of this generation are considered very successful, but diesel engines own design - capricious in terms of fuel equipment and very leisurely even in the DCi version, although quite robust.

General difficulties Nissan engines on the X-Trail - rather weak radiators, unstable pressure in the cooling system due to an unsuccessful plug, often leaking system pipes, somewhat capricious ignition coils and an intake system with weak corrugations prone to depressurization.

Radiator

original price

11 707 rubles

Of the most dangerous troubles for the engine and the car, I will name the loss of tightness of the gas line under the hood at the place of the quick-release connection: the sealing ring “dubes”, and leaks gradually appear. The second is weak and corroding spring clamps on almost all elements of the cooling system, which over time can simply fall apart. On older cars operated in the northern regions, after 5-6 years, engine mounts suffer greatly.

Almost all aging problems begin to show up after 150,000 miles. On this run, the chances of overheating and simply failures of the control system increase dramatically. All this does not have the best effect on the condition of the motors, especially when operating in our northern regions. Winter starts at a temperature of -30-35 degrees are quite affordable for these motors, but the chances of ruining the motor increase dramatically, which is reflected in the failure statistics.

Atmospheric gasoline 2.0 and 2.5-liter engines are close relatives, although the degree of their unification should not be overestimated. They differ in the cylinder block, the location of a number of nodes, intake, camshafts and auxiliary systems.

The resource of a larger engine is in fact less than a two-liter one. There is a greater tendency to overheat and a higher load on the piston and crankshaft. But in any case, it all depends on the style of operation. When changing the oil at least once every 10 thousand, if the engine is not raped with cold starts all winter, and in the summer it is not overheated in endless traffic jams and trips through the sands, a two-liter engine will start eating oil with a run of 250-280 thousand kilometers, and the appetite will grow steadily due to piston wear. If you do not miss the oil level, and replace the catalyst with a European metal one or remove it altogether, then the motor will almost certainly last up to 350-400 thousand mileage, which is an undoubted indicator of success for such a simple and cheap design.

In the photo: under the hood of the Nissan X-Trail FCV (T30) "2003–07

The 2.5-liter engine acquires an oil appetite a little earlier. Cases of its occurrence with runs significantly less than 200 thousand mainly appear for the following reasons: either the mileage is twisted, or the catalyst was not changed in time for a recall campaign, or the engine overheated. Because it seems to be a reliable motor, but it has enough nuances.

Ignition coil

original price

2 670 rubles

First, the catalyst. The design with a catalytic converter and a ceramic catalyst on Nissan cars turned out to be not very resourceful, and after hundreds of thousands of runs, especially with winter starts, the catalyst began to “dust”. And part of the dust was sucked back into the cylinders, contributing to a sharp increase in wear piston rings and the top of the cylinder and increasing the chances of scoring. The problem was noticed, and since 2003-2004, all cars received a catalyst on a metal substrate, which is noticeably more resistant to overheating and almost does not produce dust during destruction. The measure turned out to be effective, so restyled engines without major repairs with high mileage are much more common than pre-styling ones.

At the same time, they also abandoned a strange solution in the cooling system, which contributed to the early coking of the rings. In addition to the standard thermostat, which, at an opening temperature of 82 degrees and a full opening of 96, maintains a very gentle temperature regime engine, there is also another one installed, which provides accelerated heating of the cylinder block up to 95 degrees. The idea is quite simple: until full warm-up, there is practically no circulation of liquid in the block, and only after 95 degrees does the antifreeze go through the block in full. This helps to quickly reach the optimal temperature regime for the engine to meet environmental standards, but this technology has its own unpleasant features. Firstly, most of the operating time there is a large temperature gradient between the cylinder head and the cylinder block, which increases the load on the gas joint and leads to its depressurization. Hence - the regularly "blowing" cylinder head gasket on cars before restyling. Secondly, an increase in the temperature of the block to hundreds of degrees increases the temperature of the piston rings and the piston itself, which is expressed in a tendency to coking. Well, and the last thing: the circulation of the liquid with the second thermostat closed is less, and in cars the stove in the cabin does not heat well until it is completely warmed up.

Pictured: Nissan X-Trail (T30) "2001–04

Cylinder blocks and cylinder heads before and after restyling have differences in the design of the cooling jacket. On a pre-styling engine, you can simply remove the second thermostat without any obvious negative consequences. But putting a thermostat in a new cylinder head will not work. But you can put the old cylinder head on a new block - in this case, installing an additional thermostat is simply harmful.

But with runs above 250-280 thousand, the engine eats oil not only because of the cooling system and catalyst. Despite the low opening temperature of the main thermostat, the temperature of the cylinder head in many modes still remains quite high. And valve stem seals after 5-6 years of operation are already starting to leak. Oil leakage from above contributes to the occurrence of compression rings, which increases the risk of occurrence of oil scraper and increases the flow of crankcase gases through the ventilation system. And this speeds up the coking process.

The design of the piston is also not perfect: the rings are thin, the oil drain is designed for low-viscosity oils, and the motor does not like operation with constant underheating. In the presence of a serious oil appetite, sloppy owners almost always bring the matter to the lifted liners and the killed oil pump. The oil level sensor is located too low, and the crankcase has a weak anti-drain system, so in sharp left turns at a low level, the pump draws air.

Structurally, the motor is not complicated. Its block is made of aluminum, the sleeves are cast iron, the timing drive is chain, there is only one phase shifter.

Timing chain 2.0 QR20DE

original price

2 039 rubles

At 170-200 thousand timing chains usually need to be changed, and with stars. At good oil resource is more. There are cases when chains pass more than 250 thousand, but this is rare.

With a run of about 80-120 thousand kilometers, the valves will have to be adjusted, and then every 50-60 thousand kilometers the procedure will need to be repeated.

The motor really does not like old candles and dirty fuel. Everything is clear with old candles, no one likes them. And the fuel is often very dirty due to the nature of the fuel tank. Fuel system requires periodic flushing, and nozzles - even replacement.

It is worth noting that the prices for even original parts are low, and a typical overhaul is almost cheaper than on domestic engines.

SR20VET is a legendary motor, it is the most powerful production version of the motor on the SR20 block. The variant with the Garrett T28 turbine with a power of 280 horsepower is notable for its reliability, which is quite good by the standards of highly accelerated engines. There is also an aluminum block and cast iron sleeves, the camshafts are also driven by a chain, but there are hydraulic lifters. And he has no problems in the cooling system. And an oil burner for him on a stock piston is a rarity, usually this motor dies for a different reason.

In the photo: under the hood of the Nissan X-Trail (T30) "2000–2003

The diesel engine YD22DDTi is rare and only on European cars. The motor is chain and quite strong mechanically. The main engine problems are either related to the fuel equipment, or exhaust manifold cracks, EGR system, dirty intake or clogged injectors.

Here is the system common rail one of the first generations, and she is quite capricious. Dirt in fuel tank for a diesel engine, it poses an even greater threat than for a gasoline engine, so filters need to be changed often, and the cleanliness of the tank should be carefully monitored.

original price

3 681 rubles

High mileage engines can have severe cylinder head corrosion with cracks between valve seats and gas leaks into the cooling jacket. We strongly recommend that you examine the motor with an endoscope when buying. True, the glow plugs sometimes stick here so that they cannot be removed.

By car after restyling you can meet particulate filter. Do not expect good from him, he is not very well compatible with this motor.

In general, a diesel engine is not at all bad, but due to the low prevalence and capriciousness of fuel equipment, it is highly not recommended for purchase.

Summary

Nissan was very late with the launch of the crossover, but took into account the mistakes of competitors and tried to do everything “right.” In many ways, this is why a car with far from ideal technical side managed to become quite popular in Russia.

Pictured: Nissan X-Trail (T30) "2004–07

The balance between "jeep" and "minivan" was chosen very precisely, besides, the car is really inexpensive to operate and repair. Of course, the body slowly but surely rots, and the engines of early releases are prone to the appearance of an oil appetite with low mileage, but car owners are usually satisfied with them. At least until they switch to something more reliable or more comfortable.

I can only recommend carefully checking the body upon purchase and trying to purchase a car after restyling or with an already overhauled engine, without a problematic ceramic catalyst and without an extra thermostat. Automatic boxes and all-wheel drive you can not be afraid. Unless, of course, they work, and you are ready for the fact that they will have to be serviced.

Would you take the first generation Nissan X-Trail?

Crossover Nissan X-Trail of the first generation was presented Japanese company in 2001, and it was based on the Nissan FF-S platform (on which the Primera and Almera had previously been created).

The production of the car was carried out until 2007, when it was replaced by the second generation model.

The "first" Nissan X-Trail is compact crossover with a five-seat interior layout. The length of the car was 4510 mm, width - 1765 mm, height - 2625 mm, wheelbase- 2625 mm, and its ground clearance was equal to 200 mm.
In curb condition, the "first X-Trail" weighed from 1390 to 1490 kg, depending on the configuration, engine, gearbox and transmission.

For the first generation X-Trail, two petrol engines of 2.0 and 2.5 liters were offered, producing 140 and 165 Horse power respectively. There was also a 2.2-liter turbodiesel, the return of which was 136 "horses". The motors worked in tandem with a 5- or 6-speed "mechanics" and a 4-band "automatic", with front or all-wheel drive.

An independent spring suspension was installed front and rear on the X-Trail T30. Ventilated disc brakes are used on the front wheels, and disc brakes on the rear wheels. Steering was supplemented with an amplifier.

The first generation Nissan X-Trail crossover is well known to Russian motorists, as it was in good demand in our country. Of the advantages of the car, one can note an attractive and brutal appearance, overall reliability, good off-road qualities for an SUV, roomy interior, confident demeanor on the road, comfortable suspension, good momentum and handling, maintainability and relatively affordable parts.
The disadvantages of the crossover include the average quality paintwork, the presence of excess noise at high speeds, not too fast operation automatic box gears and uncomfortable seats.

OPTICAL ILLUSION

A formidable appearance is deceptive - sometimes they remember this too late, when they tear off a hanging neutralizer or rear suspension arms off-road. The latter often suffer because of the hack-work of the “dismantling-collapse” masters who do not bother to check the condition of silent blocks. If the connection is soured, which often happens already by 40–60 thousand km, the rubber, additionally twisted with such an adjustment, works at extreme angles and quickly breaks. Tip: if we do not plan to adjust the angles of the wheels, we mark the position of the fastener relative to the subframe, turn it inside out and generously lubricate it, for example, with Movil. We collect, of course, by labels. The corners will remain unchanged, and now you can forget about internal silent blocks up to 120-130 thousand km. External ones, although they last longer, will also have to be changed - the levers are sold only as an assembly. By 80–100 thousand km, the stabilizer will remind you of itself with a clatter of broken bushings, shock absorbers with sweaty rods, and double-row ball bearings of the hubs with a rumble. The latter, however, may vote earlier. Change bearings separately. They cost a lot - 3800 rubles, so it's a sin to save on hundred-ruble retaining rings.

The front suspension is more durable. Up to 150 thousand km, only penny stabilizer bushings will have to be changed. Racks (bones), silent blocks, ball and steering tips easily nurse up to 160–180, and sometimes up to 200 thousand, of course, if you don’t finish them in a rut. Surprisingly, aluminum levers are not afraid of salt - unlike some European ones.

ARMOR STRONG

The body has also proven itself well: it does not creak, does not rust. The front fenders are completely plastic - they don’t care about anything, except for ... severe frosts. It happened, burst almost spontaneously, but this rarely happens. The paint is holding up well, but the chrome on the door handles, grille and molding above back number peels off often. It's a shame that Nissan does not offer alternatives - painted parts or simply "in plastic". You have to put up with a shabby look.

We also put up with the potential for safety - according to the results of EuroNCAP, the model earned only 9 points for a frontal impact. Summed up a significant displacement of the pedals and a high load on the chest from the straps of the belts. However, taking into account the well-tolerated side crash test and an additional two points for the seat belt warning indicator, the result was four stars. Not bad for those years.

On the cars of the first batches, there were problems with the hatch, which sometimes began to open and close itself. The drive was changed under warranty, so the old design is unlikely to be found. Sound signals rot regardless of the year of manufacture, but they are not so expensive, and changing it yourself is not a problem. But the howl of the heater, especially in the cold, is much more difficult to treat - you need to disassemble half the cabin. If you can’t stand the squealing anymore, don’t spend money on a new motor - it’s expensive, it’s better to lubricate the rotor bushings in the old one. From experience: after such prevention, the node sometimes calms down forever.

VOLVO FIRE SYSTEM

On cars before 2004, there were problems with the converter (the so-called catolector), caused by a non-optimal program of the engine control unit. In some transient conditions, the mixture was excessively enriched, which is why the converter was not able to burn the excess, overheated and collapsed. Since it is located close to the engine (to warm up faster), ceramic particles also flew into the cylinders, leading to wear of the cylinder-piston group and, as a result, to increased oil appetite.

Front suspension, rear view. In addition to the stabilizer bushings (circle), it is unlikely that it will require investments of up to 150 thousand km. brake pads serve 30–40 thousand km (AKP-MKP), disks - twice as long.

Front suspension, rear view. In addition to the stabilizer bushings (circle), it is unlikely that it will require investments of up to 150 thousand km. Brake pads serve 30-40 thousand km (AKP-MKP), discs - twice as long.

The antidote was soon found - the control units were reflashed en masse. Since 2004, the converter itself has also been changed, moving the honeycomb away from the “spider” and making the cells larger - if a grain comes off, it will most likely fly into the pipe, and not into the engine. Such cars, of course, are preferable. However, many old neutralizers are still working to this day - if the intervention in electronics turned out to be timely, there were no fatal consequences in the future. The craftsmen solved the problem simply - they removed the honeycombs, but such a number passed only on a car for our market. European and American systems of management are “sharpened” for more stringent environmental standards; there the second oxygen sensor just can not be deceived.

STOP, TANKER!

2.0 liter engines (QR20) on machines with an automatic machine often started to triple when gas was released due to abundant carbon deposits on the exhaust valves. The drivers themselves (more often ladies) are to blame for this - they drive very carefully, and the machine quiet ride goes through gears at too low speeds, and soot simply does not burn out. It is worth "lighting up" - the problem goes away, but in advanced cases, even flushing the nozzles directly on the motor does not save - while the resins are partially washed off from the valves. Fortunately, there were no cases of burnout of plates and saddles, and the repair was limited to mechanical cleaning of carbon deposits and grinding. After it, do not forget to adjust valve clearances by selecting the height of the pushers.

If the momentum began to float idle move, we wash the throttle assembly and be sure to calibrate it - we “acquaint” the control unit with the new limit positions of the damper, for which we need a dealer scanner. If the engine "eats" oil, for example, because of the converter mentioned above, then flushing will be required almost at every maintenance - another argument to give the engine to the bulkhead.

HEAVY FUEL

Diesel versions were not in great demand with us. On the secondary market about 15% of them are mainly from Europe. When buying this option, do not skimp on the diagnosis. In addition to the body (it's no secret, they often bring broken ones), we check the characteristic diesel sores, first of all, the boost pressure sensor and the bypass valve - both, which pleases, are relatively inexpensive. On Russian cars, a charge air cooling radiator is added to them.

The rear suspension arms are more often either bent in a rut by the owners themselves, or their silent blocks (circle) are torn in the workshops of "dismantling". Brake pads run up to 40-50 thousand km, discs - up to 80-100.

The rear suspension arms are more often either bent in a rut by the owners themselves, or their silent blocks (circle) are torn in the workshops of "dismantling". Brake pads run up to 40-50 thousand km, discs - up to 80-100.

It is difficult to systematize other problems - the sample is small, but cases of failure of the turbine and fuel equipment are known. Failures of the latter even led to the destruction of the pistons, because of which the motor was changed under warranty - an indirect sign of the owner's innocence.

AT THE TOP CORNER

The angular gearbox, which docks to the box and diverts momentum to the rear wheels, often annoys oil leaks. There are five oil seals in the unit, and the most expensive one costs 780 rubles. The bulkhead work is not cheap, therefore, if the flow is not strong, just add oil (the crankcase is separate from the gearbox). It is better to change the seals as a set.

There are no special complaints about the boxes themselves: both the mechanics and the automatic are quite reliable, of course, if you change the oil on time. The clutch usually runs 120 thousand km, but with frequent outings "into nature" it may require replacement even earlier. In an advanced case, it comes to replacing the flywheel, which is very expensive - almost 53,000 rubles! Doesn’t really like increased loads and a connection coupling rear axle: it is worth skidding, it will quickly overheat.

The conclusion is obvious: firstly, the T-30 is not suitable for the role of a “heavy tank”, it is only a light weapon for fighting, for example, with a well-trodden country road. Secondly, before buying a used copy, we will certainly check the components and assemblies described above, because the repair or replacement of some can ruin the future “tanker”.

We thank the company "GENSER-NISSAN on Lobachevsky" for their help in preparing the material.

HISTORY OF THE MODEL

2001 Nissan X-Trail debuts in Europe. Body: 5-door station wagon. Engines: gasoline QR20 P4, 2.0 l, 103 kW / 140 hp; QR25 P4, 2.5 l, 121 kW / 165 hp; diesel YD22 with common rail injection system and turbocharging P4, 2.2 l, 84 kW / 114 hp Full drive with automatic or manual connection of the rear axle with an electromagnetic clutch, M5 or A4 (for diesel M6).

2002 EuroNCAP crash test: 9 points for a front impact, 15 for a side impact, plus 2 points for a seat belt warning device. The result is four stars. New engines: Turbocharged SR20ET petrol with VVL variable valve timing and P4 lift, 2.0L, 206 kW/280 hp; diesel YD22D with common rail injection system and turbocharging P4, 2.2 l, 100 kW / 136 hp

2003 Light facelift. Changed: bumpers, instrument panel center console, upholstery materials. On gasoline units, the control unit and converter have been changed. Instead of conventional LFR5A-11 spark plugs, platinum PLFR5A began to be installed.

2007 Second generation "X-Trail" introduced (model code T31).

11.07.2018

Nissan X-trail engines have several generations and modifications. These units are of considerable interest to motorists both before and after buying this car. The most frequently discussed issues are reliability, resource, specifications and economy. During its history, which began in 2000, motors have earned a reputation for being reliable, unpretentious and easy to repair. In addition to the X-trail, they were installed on Nissan Teana, Premiere, Qashqai and others.

The line of crossover engines can be divided into three generations. Modifications with the QR index were placed on the first generation X-trail in the back of the T30. At the time of its release, this unit was a fairly modern motor, which brought together the most necessary and proven technologies. Next in model range a modification of the MR20DE for the T31 body appeared, which was replaced by the MR20DD, with direct injection, which meets modern requirements for environmental friendliness, power and fuel consumption.

Separately, there are two diesel engines in the lineup, which attract motorists with some features, but not without flaws, and much less common than their gasoline counterparts.

QR20DE

The two-liter QR20DE engine is most often found on the Nissan X-trail T30. It was installed on cars from the very beginning of production and replaced the older SR20DE. The four-cylinder engine is made according to the classic DOHC layout with two overhead camshafts and 4 valves per cylinder. There is a system for changing the valve timing on the intake shaft, which has become one of its differences from the previous model. There are no hydraulic lifters. This design is considered simple, inexpensive to manufacture, and provides sufficient power and torque with low fuel consumption.

The engine has an all-aluminum cylinder block and fuel injection, a trend in the early 2000s. At that time, just the automotive industry was about to turn to the side power units, which during their service life should bring a minimum of trouble to their owners with timely maintenance, and be quite reliable. Maintainability was sacrificed for this, while the overhaul with the replacement of the piston and cylinder bore gave the engine new life a thing of the past, so the cases of such repairs starting from the QR series and above are rare and are performed by real enthusiasts.

Engine 2.0 Nissan X-trail QR20DE

Engine power 2.0 on the Nissan X-trail is 140 horsepower, torque - 192 Nm. These characteristics, in principle, are enough for the crossover both in the city and on the highway, but it cannot boast of good dynamics and gas responsiveness. Overtaking at high speed is quite confident, but they need to be calculated in advance, if it becomes necessary to accelerate sharply, at a speed of 10 km / h, the car will not do this even with the gas pedal fully depressed at the peak of torque.

At low revs, the 2.0 QR20DE engine pulls surprisingly well, here, apparently, the overall low weight of the car is only one and a half tons. Such a mass was the result of the focused work of Nissan engineers, which was aimed at improving the efficiency of the car.

Low fuel consumption was a necessity to compete with the heavy and voracious SUVs of the late 90s, especially since the crossover was more focused on the markets of European and Asian countries, where economy and functionality are valued rather than high power. Already at 1500 rpm in low gears, stable traction is felt, which allows the car to move confidently even when loaded. Its lack is felt on the road and when overcoming bumps, when you need to maintain a very low speed, and the load is significant. This shortcoming could easily be eliminated by adding a low gear, but the X-trail does not have it.

Some consider the QR20DE motor to be unsuccessful, arguing with oil consumption, the occurrence of rings, the need to adjust valve clearances, and so on. It should be noted here that most technical problems appear on these engines as a result of poor maintenance, delays in oil changes and unskilled repairs in suspicious workshops, which are now all the time. At first, the motor forgives an increase in the service interval, bad oil, replacement fuel filter just on warranty period, but over time, problems pop up, and talk begins about poor reliability, a low resource of 200,000 km, and so on. In fact, with due attention and following the simple rules of operation and maintenance, the Nissan 2.0 engine of the QR series can freely move 200,000 km without any intervention in technical part.

QR25DE

The 2.5-liter QR25DE four-cylinder gasoline engine appeared on the Nissan X-trail in 2003. It was then that a restyled crossover in the back of the T-30 appeared on sale. The unit was designed to give the car, as they say, a second wind, to give something that was lacking in an easy and manageable X-trail - dynamics. And the developers did it. The differences between the motor and the younger two-liter brother have become minimal - shortened connecting rods and a new crankshaft, with the help of which the piston stroke will increase to 100 mm. As a result, the working volume increased from 2 to 2.5 liters.

As a result, the crossover acquired a more lively character and became much more cheerful. The dynamics of overtaking improved, the reaction to pressing the gas pedal became more pronounced. Engine power 2.5 is 171 liters. with. torque - 233 Nm at 4000 rpm. The increase in working volume had a positive effect on traction with low speed. Nissan did not suffer from its lack anyway, but then it began to behave like a real SUV on the bottoms. Contributed to this, as mentioned above, the low weight of the machine.

Good bottom-end traction from Nissan X-trail gasoline engines not only adds to the capabilities of the car, but can also create problems if handled ineptly. Since the car goes almost a thousand revolutions, some owners do not turn the engine up to normal speed, and it runs in a half-strangled state. With a lack of speed, the ShPG is subjected to an increased load, which after 100,000 km of run can result in certain problems associated with oil consumption and so on. It must be remembered that the optimal speed is 80% of those at which the engine shows maximum torque. For gasoline engines X-trail is about 3,000.

Motor X-trail T31 QR25DE

Fuel consumption QR25DE according to the passport:

• Track - 8.4;
• Mixed cycle - 10.7;
• City — 13 liters.

In fact, such figures were seen, most likely, only at the factory. We often hear from X-trail owners that the real consumption of these cars is much higher, the reviews show figures of 15-20 liters or more. And the owners of different gasoline engines complain about this. It was not possible to trace a significant difference between the 2.0 and 2.5 engines, but some say that the 2.5 version has even a little less consumption in a quiet driving mode, but in a more sporty one it is more voracious than the less voluminous QR20DE.

Nissan QR series motors usually rarely fail due to design flaws, but some of the most common should be mentioned:

Sometimes, especially among fans of sports driving, the timing chain is stretched. This happens after 100-150 thousand kilometers. A characteristic ringing appears in the engine, revolutions begin to float, dips and twitches are felt during movement.

Oil zhor appears up to 1 liter per thousand kilometers or more.
The problem is most often associated with the occurrence of piston rings caused by untimely replacement oil and its low quality.

To get some other malfunctions on QR engines with a range of up to 200,000 km, you will have to try hard.

In general, the QR25DE engine turned out to be successful, so its production was transferred from the T30 body to the T31 and T32 cars with certain modifications, which included changing the valve timing on the exhaust shaft and changing the geometry of the intake manifold.

MR20DE

In 2007, with the release of the new T31 body, Nissan X-trail began to install new engine volume 2.0 - MR20DE. This motor is very similar to its predecessor, however, it also has changes that made it a little more powerful and high-torque. The volume and layout remained the same, the cylinder diameter and piston stroke changed, the compression ratio increased from 9.9 to 10.2, which increased power and torque. Now the 2.0 engine produces 141 hp. with. and 196 Nm. The peak moment has shifted 800 rpm upwards - 4800 versus 4000.

Nissan X-trail T31 (2007-2014) MR20DE

The unit, as before, is not equipped with hydraulic lifters, therefore, when a characteristic sound appears, you need to go to adjust the valves, but it is better to do this in advance about once every 90,000 kilometers.

You can often hear the question of what is used in Nissan X-trail engines, a belt or chain. In the engines of the QR and MR series on this car, a chain is used as a timing mechanism drive, the resource of which is approximately 200,000 km, so Nissan does not require maintenance in the form of replacing the belt every 60,000 km.

Among the main problems of the MR20DE motor are:

• High oil consumption up to one liter per hundred kilometers and above. Occurs on runs over 100,000 km. The cause is usually wear and tear. oil scraper rings or the working surface of the cylinder;
• Stretching and noise of the timing chain among lovers of dynamic driving. Eliminated by replacing the chain.

Cracking of cylinder head spark plug wells is often called a problem. Appears after changing spark plugs. It is hardly worth attributing this moment to the shortcomings of the engine, since it appears solely as a result of a violation of the repair technology. To avoid it, you should change the candles only on a cold engine, tightening with the necessary force with a torque wrench.

As can be seen from the above, the problems that can appear during the operation of X-trail engines are quite serious and can require a lot of time and money to solve. However, you should pay attention to the fact that their causes, in most cases, are improper maintenance, unskilled repairs, operation in difficult conditions, the units themselves are quite reliable and, by modern standards, durable.

MR20DD

This designation has a new Nissan engine, which is used on the third generation X-trail in the T32 body. This motor is present in the lineup along with the old, but modified, QR25DE and the R9M turbodiesel.

The main difference from the two-liter MR20DE was the presence of a direct fuel injection system and variable valve timing on both shafts instead of one. These improvements are necessary to meet the new efficiency requirements and emission standards. In addition, the compression ratio increased to 11.2, which added a few extra horses to the engine. Similar design solutions are widely used by automakers on their cars, especially in Europe and the USA (GDI for Kia, FSI for VW, Skoda and others).

The direct injection 2.0 X-trail T32 engine is more torquey than its predecessor, with improved throttle response and high-speed pickup. The power of the unit is now 144 liters. with., torque 200 at 4400 rpm.

Along with the improvement in performance, the motor also received some disadvantages inherent in the design with direct injection:

1. High demands on the quality of fuel and consumables;
2. Shorter service intervals;
3. High repair cost;
4. The need for highly qualified employees who carry out work on this unit.

There is still little information on common breakdowns and reliability of the motor, due to the relatively recent start of production, but, apparently, they will differ little from those that were on the previous MR20DE model. Of the problems, malfunctions of the fuel equipment for the direct supply system to the cylinders and a higher probability of an error in setting the correct position of the shafts when replacing the timing chain can be added.

In terms of fuel consumption, the Nissan X-trail with the new 2.0 engine, the manufacturer promises 9.4 liters per hundred in city mode, 7.5 in the combined cycle, 6.4 liters in the country with the new eight-speed CVT. In fact, such indicators, of course, are extremely difficult to obtain, it is not known in which super-quiet driving modes the engineers managed to obtain them, but, according to the reviews of the owners and measurements real consumption, more plausible figures are at least two to three liters more in city mode. And the most interesting thing is that the consumption of a two-liter engine with direct injection is often higher than that of another gasoline engine from the line - the upgraded QR25DE, with a volume of 2.5 liters. Discussions on this topic are ongoing, but a clear explanation of this situation has not yet followed.