engine oil NISSAN TIIDA 2008 Service Repair Manual

2008
QUICK REFERENCE CHART: VERSA
QUICK REFERENCE CHART: VERSA
Engine Tune-up DataINFOID:0000000001903528
GENERAL SPECIFICATIONS
SPARK PLUG
Unit: mm (in)
Front Wheel Alignment (Unladen*)INFOID:0000000001903529
Engine typeMR18DE
Cylinder arrangement In-line 4
Displacement cm
3 (cu in)1,797 (109.65)
Bore and stroke mm (in) 84.0 x 81.1 (3.307 x 3.192)
Valve arrangement DOHC
Firing order 1-3-4-2
Number of piston rings Compression 2
Oil 1
Compression ratio 9.9
Compression pressure
kPa (bar, kg/cm
2 , psi) / 250 rpm Standard 1,500 (15.0, 15.3, 217.6)
Minimum 1,200 (12.0, 12.2, 174)
Differential limit between cylinders 100 (1.0, 1.0, 15)
Plug type
Iridium-tipped TYPE
Make DENSO
Standard type FXE20HR11
Spark plug gap Nominal: 1.1 (0.043)
Camber
Degree minute (Decimal degree)RH
Minimum - 1
° 05 ′ (- 1.08 °)
Nominal - 0 ° 20 ′ (- 0.33 °)
Maximum 0 ° 25 ′ (0.42 °)
LH Minimum - 0
° 55 ′ (- 0.92 °)
Nominal - 0 ° 10 ′ (- 0.17 °)
Maximum 0 ° 35 ′ (0.58 °)
Left and right difference
(RH - LH) Minimum -0
° 45 ′ (-0.75 °) or less
Nominal -0 ° 12 ′ (-0.20 °) or less
Maximum 0 ° 21 ′ (0.35 °) or less
Caster
Degree minute (Decimal degree) RH
Minimum 4
° 05 ′ (4.08 °)
Nominal 4 ° 50 ′ (4.83 °)
Maximum 5 ° 35 ′ (5.58 °)
LH Minimum 3
° 55 ′ (3.92 °)
Nominal 4 ° 40 ′ (4.67 °)
Maximum 5 ° 25 ′ (5.42 °)
Left and right difference
(RH - LH) Minimum -0
° 21 ′ (-0.35 °) or less
Nominal 0 ° 12 ′ (0.20 °) or less
Maximum 0 ° 45 ′ (0.75 °) or less

QUICK REFERENCE CHART: VERSA
2008
*: Fuel, engine coolant and engine oil full. Spare tire, jack, hand tools and mats in designated positions.
Rear Wheel Alignment (Unladen*)INFOID:0000000001903531
*: Fuel, engine coolant and engine oil full. Spare tire, jack, hand tools and mats in designated positions.
Wheelarch Height (Unladen*)INFOID:0000000001903530
Kingpin inclination
Degree minute (Decimal degree)Minimum 9
° 10 ′ (9.17 °)
Nominal 9 ° 55 ′ (9.92 °)
Maximum 10 ° 40 ′ (10.67 °)
Total toe-in Distance (A - B)
Minimum 0 mm (0 in)
Nominal 1 mm (0.04 in)
Maximum 2 mm (0.08 in)
Angle (left or right, each side)
Degree minute (Decimal degree) Minimum 0
° 0 ′ (0 °)
Nominal 0 ° 3 ′ (0.05 °)
Maximum 0 ° 6 ′ (0.10 °)
SFA234AC
Camber
Degree minute (Decimal degree) Minimum – 2
° 01 ′ (– 2.02 °)
Nominal – 1 ° 31 ′ (– 1.52 °)
Maximum – 1 ° 01 ′ (– 1.02 °)
Total toe-in Distance (A - B)
Minimum 1.0 mm (0.039 in)
Nominal 5.0 mm (0.197 in)
Maximum 9.0 mm (0.354 in)
Angle (A - B)
Degree minute
(Decimal degree) Minimum 0
° 3 ′ (0.05 °)
Nominal 0 ° 14 ′ (0.23 °)
Maximum 0 ° 24 (0.41 °)
Tire size P185/65R15
Front (Hf) 686 mm (27.01 in)
Rear (Hr) 684 mm (26.93 in)
LEIA0085E

2008
QUICK REFERENCE CHART: VERSA
*: Fuel, engine coolant and engine oil full. Spare tire, jack, hand tools and mats in designated positions.
General SpecificationINFOID:0000000001903532
Brake PedalINFOID:0000000001903533
Unit: mm (in)
Front Disc BrakeINFOID:0000000001903534
Unit: mm (in)
Rear Drum BrakeINFOID:0000000001903535
Unit: mm (in)
Front brake Brake model CLZ25VACylinder bore diameter 57.2 mm (2.252 in)
Pad
Length × width × thickness 125.6 mm
× 46.0 mm × 9.5 mm
(4.945 in × 1.811 in × 0.374 in)
Rotor outer diameter × thickness 280 mm × 24.0 mm (11.02 in × 0.945 in)
Rear brake Brake model LT20D Cylinder bore diameter 15.87 mm (0.625 in)
Lining
Length × width × thickness 194.1 mm
× 30.0 mm × 4.0 mm
(7.642 in × 1.181 in × 0.157 in)
Drum outer diameter 228.6 mm (9.000 in)
Master cylinder Cylinder bore diameter 22.22 mm (0.875 in)
Control valve Valve model Electric brake force distribution
Brake booster Booster model C255 Diaphragm diameter 255 mm (10.04 in)
Brake pedal free height (from dash panel top surface) A/T, CVT model 172.4 - 182.4 (6.79 - 7.18)
M/T model 162.3 - 172.3 (6.39 - 6.78)
Brake pedal depressed height
[under a force of 490 N (50 kg-f, 110 lb-f) with the engine running] A/T, CVT model 98 (3.86) or more
M/T model 90 (3.54) or more
Clearance between brake pedal lever and the threaded end of stop lamp switch 0.74 - 1.96 (0.0291 - 0.0772)
Pedal play 3 - 11 (0.12 - 0.43)
Brake modelCLZ25VA
Brake pad Standard thickness (new) 9.5 (0.374)
Repair limit thickness 2.0 (0.079)
Disc rotor Standard thickness (new) 24.0 (0.945)
Repair limit thickness 22.0 (0.866)
Runout limit 0.04 (0.0016)
Maximum uneven wear (mea-
sured at 8 positions)
0.02 mm (0.0008 in) or less
Brake model
LT 2 0 D
Brake lining Standard thickness (new) 4.0 (0.157)
Repair limit thickness 1.5 (0.059)
Drum Standard inner diameter (new) 228.6 (9.000)
Repair limit inner diameter 230.0 (9.055)

QUICK REFERENCE CHART: VERSA
2008
Fluids and LubricantsINFOID:0000000001903536
DescriptionCapacity (Approximate)
Liter US measure Imp measure
Fuel 52.0 13 3/4 gal 11 1/2 gal
Engine oil
Drain and refill With oil filter change 3.9 4 1/8 qt 3 3/8 qt
Without oil filter change 3.7 3 7/8 qt 3 1/4 qt
Dry engine (engine overhaul) 4.9 5 1/8 qt 4 3/8 qt
Cooling system
(with reservoir at max level) 6.8 7 1/4 qt 6 qt
Manual transaxle fluid (MTF) 2.0 4 1/4 pt 3 1/2 pt
Automatic transaxle fluid (ATF) 7.9 8 3/8 qt 7 qt
CVT fluid 8.3 8 3/4 qt 7 1/4 qt
Brake and clutch fluid — — —
Multi-purpose grease — — —
Windshield washer fluid 4.5 4 3/4 qt 4 qt
Air conditioning system refrigerant 0.45 ± 0.05 kg 0.99 ± 0.11 lb 0.99 ± 0.11 lb
Air conditioning system oil Typ e 1
120 m4.1 fl oz 4.2 fl oz
Typ e 2 100 m3.4 fl oz 3.5 fl oz

PRECAUTIONS
AT-9
< SERVICE INFORMATION >
D
E
F
G
H
I
J
K
L
MA
B
AT
N
O
P
• Before assembly, apply a coat of recommended ATF to all parts. Apply petroleum jelly to protect O-rings and
seals, or hold bearings and washers in place during assembly. Do not use grease.
• Extreme care should be taken to avoid damage to O-rings, seals and gaskets when assembling.
• Clean or replace ATF cooler if excessive foreign material is found in oil pan or clogging strainer. Refer to
Refer to .
• After overhaul, refill the A/T with new ATF.
• When the A/T drain plug is removed, only some of the fluid is drained. Old A/T fluid will remain in torque con-
verter and ATF cooling system.
Always follow the procedures under “Changing A/T Fluid” in the AT section when changing A/T fluid. Refer to
MA-22, "
Changing A/T Fluid", MA-22, "Checking A/T Fluid".
Service Notice or PrecautionINFOID:0000000001703155
ATF COOLER SERVICE
If A/T fluid contains frictional material (clutches, bands, etc.), or if an A/T is repaired, overhauled, or replaced,
inspect and clean the A/T oil cooler mounted in the radiator or replace the radiator. Flush cooler lines using
cleaning solvent and compressed air after repair. Check Service Bulletins for latest A/T oil cooler cleaning pro-
cedure. For radiator replacement, refer to Refer to CO-11
.
TORQUE CONVERTER SERVICE
The torque converter should be replaced under any of the following conditions:
• External leaks in the hub weld area.
• Converter hub is scored or damaged.
• Converter pilot is broken, damaged or fits poorly into crankshaft.
• Steel particles are found after flushing the cooler and cooler lines.
• Pump is damaged or steel particles are found in the converter.
• Vehicle has TCC shudder and/or no TCC apply. Replace only after all hydraulic and electrical diagnoses
have been made. (Converter clutch material may be glazed.)
• Converter is contaminated with engine coolant containing antifreeze.
• Internal malfunction of stator roller clutch.
• Heavy clutch debris due to overheating (blue converter).
• Steel particles or clutch lining material found in fluid filter or on magnet when no internal parts in unit are
worn or damaged — indicates that lining material came from converter.
The torque converter should not be replaced if:
• The fluid has an odor, is discolored, and there is no evidence of metal or clutch facing particles.
• The threads in one or more of the converter bolt holes are damaged.
• A/T malfunction did not display evidence of damaged or worn internal parts, steel particles or clutch plate lin-
ing material in unit and inside the fluid filter.
• Vehicle has been exposed to high mileage (only). The exception may be where the torque converter clutch
dampener plate lining has seen excess wear by vehicles operated in heavy and/or constant traffic, such as
taxi, delivery or police use.
OBD-II SELF-DIAGNOSIS
• A/T self-diagnosis is performed by the TCM in combination with the ECM. The results can be read through
the blinking pattern of the OD OFF indicator lamp or the malfunction indicator lamp (MIL). Refer to the table
on AT-78, "
Diagnosis Procedure without CONSULT-III" for the indicator used to display each self-diagnostic
result.
• The self-diagnostic results indicated by the MIL are automatically stored in both the ECM and TCM memo-
ries.
Always perform the procedure “HOW TO ERASE DTC” on AT-36, "
OBD-II Diagnostic Trouble Code
(DTC)" to complete the repair and avoid unnecessary blinking of the MIL.
• The following self-diagnostic items can be detected using ECM self-diagnostic results mode* only when the
OD OFF indicator lamp does not indicate any malfunctions.
-PNP switch
- A/T 1st, 2nd, 3rd, or 4th gear function
*: For details of OBD-II, refer to AT- 3 6
.
•Certain systems and components, especially those related to OBD, may use a new style slide-lock-
ing type harness connector.
For description and how to disconnect, refer to PG-65
.

AT-16
< SERVICE INFORMATION >
A/T FLUID
5. Run engine at idle speed for 5 minutes.
6. Check A/T fluid level and condition. Refer to MA-22, "
Checking A/T Fluid".
A/T Fluid Cooler CleaningINFOID:0000000001703160
Whenever the A/T is repaired, overhauled, or replaced, the A/T fluid cooler mounted in the radiator must be
inspected and cleaned.
Metal debris and friction material, if present, can become trapped in the A/T fluid cooler. This debris can con-
taminate the newly serviced A/T or, in severe cases, can block or restrict the flow of A/T fluid. In either case,
malfunction of the newly serviced A/T may result.
Debris, if present, may build up as A/T fluid enters the cooler inlet. It will be necessary to back flush the cooler
through the cooler outlet in order to flush out any built up debris.
A/T FLUID COOLER CLEANING PROCEDURE
1. Identify the A/T inlet and outlet fluid cooler hoses.
2. Position an oil pan under the A/T inlet and outlet fluid cooler
hoses.
3. Disconnect the A/T fluid cooler inlet and outlet rubber hoses
from the steel cooler tubes or bypass valve.
NOTE:
Replace the cooler hoses if rubber material from the hose
remains on the tube fitting.
4. Allow any A/T fluid that remains in the cooler hoses to drain into
the oil pan.
5. Insert the extension adapter hose of a can of Transmission
Cooler Cleaner (Nissan P/N 999MP-AM006) into the cooler out-
let hose.
CAUTION:
• Wear safety glasses and rubber gloves when spraying the
Transmission Cooler Cleaner.
• Spray Transmission Cooler Cleaner only with adequate
ventilation.
• Avoid contact with eyes and skin.
• Do not breath vapors or spray mist.
6. Hold the hose and can as high as possible and spray Transmis-
sion Cooler Cleaner in a continuous stream into the cooler outlet
hose until A/T fluid flows out of the cooler inlet hose for 5 seconds.
7. Insert the tip of an air gun into the end of the cooler outlet hose.
8. Wrap a shop rag around the air gun tip and end of cooler outlet
hose.
9. Blow compressed air regulated to 5 - 9 kg/cm
2 (70 - 130 psi) through the cooler outlet hose for 10 seconds
to force out any remaining A/T fluid.
10. Repeat steps 5 through 9 three additional times.
11. Position an oil pan under the banjo bolts that connect the A/T fluid cooler steel lines to the A/T.
12. Remove the banjo bolts.Fluid grade and capacity: Refer to MA-10
.
SCIA5628E
SCIA5629E
SCIA5630E

AT-20
< SERVICE INFORMATION >
A/T CONTROL SYSTEM
FUNCTION OF CLUTCH AND BRAKE
CLUTCH AND BAND CHART
1. Torque converter 2. Oil pump 3. Input shaft
4. Brake band 5. Reverse clutch 6. High clutch
7. Front sun gear 8. Front pinion gear 9. Front internal gear
10. Front planetary carrier 11. Rear sun gear 12. Rear pinion gear
13. Rear internal gear 14. Rear planetary carrier 15. Forward clutch
16. Forward one-way clutch 17. Overrun clutch 18. Low one-way clutch
19. Low & reverse brake 20. Parking pawl 21. Parking gear
22. Output shaft 23. Idle gear 24. Output gear
SAT998I
Clutch and brake components Abbr. Function
5Reverse clutch R/C To transmit input power to front sun gear 7.
6High clutch H/C To transmit input power to front planetary carrier 10.
15Forward clutch F/C To connect front planetary carrier 10 with forward one-way clutch 16.
17Overrun clutch O/C To connect front planetary carrier 10 with rear internal gear 13.
4Brake band B/B To lock front sun gear 7.
16Forward one-way clutch F/O.CWhen forward clutch 15 is engaged, to stop rear internal gear 13 from rotating in
opposite direction against engine revolution.
18Low one-way clutch L/O.CTo stop front planetary carrier 10 from rotating in opposite direction against en-
gine revolution.
19Low & reverse brake L & R/B To lock front planetary carrier 10.
Shift posi-
tionR/C
5H/C
6F/C
15O/C
17Band servo
F/O.C
16L/O.C
18L&R/B
19Lock-
upRemarks
2nd
apply3rd re-
lease4th ap-
ply
PPA R K
POSITION
RREVERSE
POSITION
NNEUTRAL
POSITION
D*4 1st *1D B B

A/T CONTROL SYSTEM
AT-21
< SERVICE INFORMATION >
D
E
F
G
H
I
J
K
L
MA
B
AT
N
O
P
• *1: Operates when OD OFF. (OD OFF indicator lamp is on.)
• *2: Oil pressure is applied to both 2nd “apply” side and 3rd “release” side of band servo piston. However, brake band does not contract
because oil pressure area on the “release” side is greater than that on the “apply” side.
• *3: Oil pressure is applied to 4th “apply” side on condition *2 above, and brake band contracts.
• *4: A/T will not shift to 4th when OD OFF. (OD OFF indicator lamp is on.)
• : Operates.
• A: Operates when throttle opening is less than specification**, activating engine brake.
• B: Operates during “progressive” acceleration.
• C: Operates but does not affect power transmission.
• D: Operates when throttle opening is less than specification**, but does not affect engine brake.
- **: Overrun clutch remains in engaged condition when throttle opening is less than 1/16.
POWER TRANSMISSION
“N” and “P” Positions
• “N” position
Power from the input shaft is not transmitted to the output shaft because the clutches do not operate.
• “P” position
Similar to the “N” position, the clutches do not operate. The parking pawl engages with the parking gear to
mechanically hold the output shaft so that the power train is locked.
“11” Position
2nd *1A BAutomatic
shift
3rd *1A *2C C B
*11 ⇔ 2 ⇔ 3
⇔ 4
4th C *3C C
21stBB
Automatic
shift
1 ⇔ 2 ⇐ 3 2ndB
3rd *2C C B
11stBB
Locks (held
stationary)
in 1st speed
1 ⇐ 2 ⇐ 3 2ndB
3rd *2C C B Shift posi-
tionR/C
5H/C
6F/C
15O/C
17Band servo
F/O.C
16L/O.C
18L&R/B
19Lock-
upRemarks
2nd
apply3rd re-
lease4th ap-
ply
SAT991I

AT-34
< SERVICE INFORMATION >
A/T CONTROL SYSTEM
Control Valve
INFOID:0000000001703170
FUNCTION OF CONTROL VALVES
Centrifugal Cancel MechanismINFOID:0000000001703171
FUNCTION
The centrifugal cancel mechanism is a mechanism to cancel the centrifugal hydraulic pressure instead of the
conventional check balls. It cancels the centrifugal hydraulic pressure which is generated as high clutch drum
rotates, and it allows for preventing high clutch from dragging and for providing stable high clutch piston press-
ing force in all revolution speeds.
STRUCTURE/OPERATION
Valve name Function
Pressure regulator valve, plug and sleeve
plugRegulates oil discharged from the oil pump to provide optimum line pressure for all driving
conditions.
Pressure modifier valve and sleeve Used as a signal supplementary valve to the pressure regulator valve. Regulates pres-
sure-modifier pressure (signal pressure) which controls optimum line pressure for all driv-
ing conditions.
Pilot valve Regulates line pressure to maintain a constant pilot pressure level which controls lock-up
mechanism, overrun clutch, shift timing.
Accumulator control valve Regulates accumulator back-pressure to pressure suited to driving conditions.
Manual valve Directs line pressure to oil circuits corresponding to select positions.
Hydraulic pressure drains when the shift lever is in Neutral.
Shift valve A Simultaneously switches three oil circuits using output pressure of shift solenoid valve A
to meet driving conditions (vehicle speed, throttle opening, etc.).
Provides automatic downshifting and upshifting (1st → 2nd → 3rd → 4th gears/4th → 3rd
→ 2nd → 1st gears) in combination with shift valve B.
Shift valve B Simultaneously switches two oil circuits using output pressure of shift solenoid valve B in
relation to driving conditions (vehicle speed, throttle opening, etc.).
Provides automatic downshifting and upshifting (1st → 2nd → 3rd → 4th gears/4th → 3rd
→ 2nd → 1st gears) in combination with shift valve A.
Overrun clutch control valve Switches hydraulic circuits to prevent engagement of the overrun clutch simultaneously
with application of the brake band in D
4. (Interlocking occurs if the overrun clutch engages
during D
4.)
1st reducing valve Reduces low & reverse brake pressure to dampen engine-brake shock when downshift-
ing from the 1st position 1
2 to 11.
Overrun clutch reducing valve Reduces oil pressure directed to the overrun clutch and prevents engine-brake shock.
In the 1st and 2nd positions, line pressure acts on the overrun clutch reducing valve to
increase the pressure-regulating point, with resultant engine brake capability.
Torque converter relief valve Prevents an excessive rise in torque converter pressure.
Torque converter clutch control valve, plug
and sleeveActivates or inactivates the lock-up function.
Also provides smooth lock-up through transient application and release of the lock-up
system.
1-2 accumulator valve and piston Lessens the shock find when the 2nd gear band servo contracts, and provides smooth
shifting.
3-2 timing valve Switches the pace that oil pressure is released depending on vehicle speed; maximizes
the high clutch release timing, and allows for soft downshifting.
Shuttle valve Determines if the overrun clutch solenoid valve should control the 3-2 timing valve or the
overrun clutch control valve and switches between the two.
Cooler check valve At low speeds and with a small load when a little heat is generated, saves the volume of
cooler flow, and stores the oil pressure for lock-up.

AT-40
< SERVICE INFORMATION >
TROUBLE DIAGNOSIS
●: Solenoid ON
×: Solenoid OFF
–: Non-standard condition
Line Pressure Solenoid Valve
If non-standard solenoid signal is sent to TCM, line pressure solenoid valve is turned OFF to achieve maxi-
mum oil pressure.
Torque Converter Clutch Solenoid Valve
If non-standard solenoid signal is sent to TCM, torque converter clutch solenoid valve is turned OFF to release
lock-up.
Overrun Clutch Solenoid Valve
If non-standard solenoid signal is sent to TCM, overrun clutch solenoid valve is turned OFF to engage overrun
clutch. This will result in more effective engine brake during deceleration.
How to Perform Trouble Diagnosis for Quick and Accurate RepairINFOID:0000000001703179
INTRODUCTION
The TCM receives a signal from the vehicle speed sensor, accelera-
tor pedal position sensor or PNP switch and provides shift control or
lock-up control via A/T solenoid valves.
The TCM also communicates with the ECM by means of a signal
sent from sensing elements used with the OBD-related parts of the
A/T system for malfunction-diagnostic purposes. The TCM is capa-
ble of diagnosing malfunctioning parts while the ECM can store mal-
functions in its memory.
Input and output signals must always be correct and stable in the
operation of the A/T system. The A/T system must be in good oper-
ating condition and be free of valve seizure, solenoid valve malfunc-
tion, etc.
It is much more difficult to diagnose a malfunction that occurs intermittently rather than continuously. Most
intermittent malfunctions are caused by poor electric connections or improper wiring. In this case, careful
checking of suspected circuits may help prevent the replacement of good parts.
Shift positionNormalMalfunction in solenoid
valve AMalfunction in solenoid
valve BMalfunction in solenoid
valves A and B
A B Gear A B Gear A B Gear A B Gear
“D” position●●1st –●→×
3rd ●→×–
3rd ––
3rd ×●2nd –●→× ×–––
××3rd – x×–––
●×4th – x●→×–––
“2” position●●1st –●→×●→×–––
×●2nd –●→× ×–––
××3rd – x×–––
“1” position●●1st –●→×●→×–––
×●2nd –●→× ×–––
××3rd – x×–––
SAT631IA