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Nissan Tiida I

Transmission
Despite the fact that some of the cars on sale are designated as all-wheel drive, there is no full-fledged all-wheel drive here – there is an electric drive to the rear axle, which is rather doubtful from all points of view – we touched it in the first part in the “Electrics” section.

But the elements of the front-wheel drive are quite reliable: the CV joints and shafts, provided that the anthers are preserved, last a long time.

Gearbox car offered several. The bulk of the cars is equipped with either a 5-speed manual transmission or a 4-speed automatic transmission. Until 2011 – Jatco RE4F03A, and after – its successor in the face of JF404E. On Japanese and American cars there is also a variator JF011E.

The mechanics do not cause problems for at least 200 thousand runs (after which the bearings will scream and synchronizer wear), especially if at least sometimes you change the oil in it and monitor its level. Machines with engines of 1.6 have the usual monolithic flywheel, but for cars with engines of 1.8 it is two-mass, with a price of 40 thousand rubles, and it does not differ in reliability. When running more than a hundred thousand, it is imperative to listen to knocks at low speeds and at start.

The torque converter JF011E with a torque converter is found mainly on Japanese right-hand drive cars of release before 2007 and on cars from the USA, and its presence depends on the configuration – they put them on the most expensive versions. The unit has long been studied and is now considered a very good choice for non-heavy vehicles without off-road operation, albeit with reservations.

Front strut support
The total construction life on Tiida with Russian exploitation and regular oil change every 50–60 thousand kilometers – approximately 220–280 thousand before the overhaul. Unfortunately, it is difficult to reliably determine from the symptoms what exactly the problem was – during slippage or jerking, it is most likely not to avoid disassembly with defective. Below is a list of what you may have to face.

Failures of the step motor and solenoids of the hydraulic unit are resource problems that arise during limit runs. Teflon seal rings wear out mainly due to mechanical loads, even with pure oil – the result is usually a drop in oil pressure and combustion of forward friction clutches, and when the rings of the cones are worn, both the belt and the cones.

If you do not change the oil and go on a dirty one, you can sentence the pump pressure control valve, which usually ends very sadly. High loads, overheating and regular loads “on cold” lead not only to wear of the package of friction clutches and the lining of the DGT blocking, but also to belt stretching and damage to the surfaces of the cones.

In addition, there are still possible problems with the bearings of the shaft of the cones: at high loads, they turn them in the housing. Basically, the resource is limited to the resource of the belt itself, but the listed faults just reduce it.

WHAT ARE THE MERCHANT WITHOUT OR OPERATION, AND AS REGULAR – OIL REPLACEMENT, AFTER 280-300 THOUSAND, THERE IS A CHANGE FOR THE BELT. THE PRICE OF IT IS SUFFICIENTLY GREAT (MORE THAN 1,000 EURO), BUT THE BALD AND VIBRATING BELT KILLS THE SURFACE OF CONES, AFTER THAT THE RESTORATION OF THE VARIATOR IS USUALLY UNENTABLE.
Four-stage planetary boxes with a Jatco torque converter are very reliable. They are not so easy to kill as a CVT, they are not very sensitive to the style of driving and quality of service. They are found on all versions of Tiida, and on Japanese and American cars as well.

As I said at the beginning, almost to the very end of the release of the model of the main automatic transmission was Jatco RE4F03A. This box is really eternal, the absolute majority of its breakdowns are the failures of the speed sensors and solenoids, and when running over 300 thousand, the lining of the torque converter lockout is also available. If you do not overheat and do not kill her purposefully, she will outlive the machine itself. With more powerful engines its resource is less, but 1.6 and 1.8 will not harm it.

However, jerks when switching, especially from the first to the second, is a “proprietary” feature of the system that adapts to the temperature of the oil. The wear of the box, brake tape, aging of the thermal compensation resistor and a dirty hydraulic unit sometimes create combinations in which the “kick” to cold or hot cannot be eliminated without a complete and thorough reassembly, and partial repairs do not help. It is rarely possible to completely remove the jerk, because it was present even in new cars, which were a little less lucky with the basic setting.

On the 2010 model year cars, a new automatic transmission began to appear, also 4-step, but lightweight and “modern” with the use of early blocking of GDT and more aggressive engine braking, the presence of a “manual mode” and other small achievements. With the JF404E box, the car is a bit more dynamic and economical, there are almost no kicks, but the automatic transmission maintains the engine torque noticeably worse. After 200 thousand runs, it often needs not only the replacement of the GDT lining and preventive maintenance of the hydraulic unit (flushing, replacing solenoids as necessary), but also serious repairs.

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