Front Axle and Suspension Assembly Components (and related) Hardtop and Station wagon models
The final drive ratio of all models is 4.111:1 except for Patrol ST and Ti models with manual transmission, 3.0L models and Maverick XL. The gear ratio of the 3.0L models is 4.375:1, while the ST, XL and Ti models are 3.900:1.
The final drive gear assembly with differential is mounted in two tapered roller bearings, and the radial play and preload are adjusted by means of special nuts.
The drive gear is also installed in two tapered roller bearings, the preload of which is determined by the selection of an adjusting washer of the required thickness installed between them. The driving gear seating depth is corrected by selecting an adjusting washer installed between the gear and the inner bearing cone.
Drive shafts from the outer ends are equipped with non-separable hinges of equal angular velocities (SHRUS) Bierfield. In case of failure, the CV joint is replaced as an assembly with the drive shaft. The outer end of the drive shaft is mounted in a needle roller bearing enclosed in a stub axle. The axial stop is carried out by means of a brass washer installed between the CV joint and the pivot pin, and the axial play is adjusted by selecting the fixing retaining ring of the required thickness.
The steering knuckle is mounted on the trunnion of the axle housing in two tapered roller bearings. Preload is carried out by selecting shims of the required thickness installed between the bearing caps and the knuckle. The drive shafts transmit their rotation to the front wheel hubs via a disengaging drive.
The disengaging drive allows the drive shafts to be disconnected from the wheel hubs when there is no need to use the all-wheel drive mode. All models, with the exception of the Nissan Patrol Ti, are equipped with manual disengagement hubs. Disabling is done by turning the selector knob. In blocked (LOCK) position, the friction-gear assembly of the disengaging drive is engaged with the clutch gear, which is connected by means of splines to the end of the drive shaft.
Nissan Patrol Ti models are equipped with automatic front wheel hub disengagement. The shutdown can also be duplicated manually with a wrench. In the LOCK position, the automatic drive functions in the same way as the manual drive. In the AUTO position, with 4WD mode selected, rotation of the drive shaft causes the cam inside the hub assembly to rise up the track on the inner brake assembly. When this occurs, the displacement of the sliding gear equipped with splines along the drive shaft and its introduction into engagement with the drive gear located inside the hub assembly. Movement of the vehicle in the opposite direction causes the actuator to disengage immediately until the cam rises along the opposite track.
If the tripping drive fails, it must be replaced as an assembly. However, it should be noted that the manual shift actuator can be partially disassembled in order to perform regular maintenance procedures, in addition, the clutch gear is a replacement part.
To maintain the lubrication of the front axle components at the required level, the vehicle should be driven monthly for a distance of at least 16 km with the front wheel hub drive in the LOCK position.
The front suspension can be made both on leaf springs and on coil springs.
In the first case, the driving front axle of the car is suspended on semi-elliptical leaf springs (springs) and equipped with double-acting shock absorbers. The springs are mounted on rubber cushions, their front side is fixed by means of an earring, the rear side - by an anchor pin.
Shock absorbers are also mounted on rubber cushions. The bottom of the shock absorber is attached to the support plate of the spring ladder, while its upper part is attached to the chassis frame of the car.
Spring type front suspension components
The front axle rests on the springs and is fixed on them with a central bolt. The bridge is fastened with U-bolts of ladders.
The anti-roll bar is attached to the front axle housing by means of two support brackets equipped with rubber-metal bushings, while its outer ends are attached to the chassis brackets by means of struts and rubber bushings.
In the case of a spring suspension, the leading front axle is hung out by means of trailing arms and a transverse torque rod. The long travel of the coil springs is controlled by double-acting hydraulic shock absorbers. On some models, an anti-roll bar connects the trailing arms to the vehicle's chassis, making the vehicle easier to steer by limiting body roll while driving. The components are supported by maintenance-free rubber bushings, which significantly reduce suspension noise. At the top of the coil spring supports, rubber compression stroke stops are installed to prevent direct metal-to-metal contact when the springs are fully compressed.
The steering damper can be fixed to either the transverse torque arm or the chassis frame (see accompanying illustration).
The design of the suspension on helical springs, installed as an additional configuration on the 4.2 L EFI model with Utility type bodies (Van) and Late Years Mini Truck (since 1992), similar to that for the Hardtop and Station wagon models. The order of all the procedures described below remains unchanged, with the exception that the tightening torque of the nut securing the transverse torque rod to the front axle housing on models from October 1994 is 91÷121 Nm.