RedPath88

R50 Lokka installation - with picture goodness

The max capacity of a winch is on the first wrap on the drum, when the cable has the lease amount of possible leverage on it, with every additional wrap it gains more leverage over the drum so the pull capacity of the winch is reduced. Also remember that the first wrap (from fully extended) is also the smallest wrap you will have available because you need to leave a couple winds on the drum so your putting the pressure on the drum and not on the cable attachment bolt. Here is the layer capacity of a Warn M8000 from their product page https://www.warn.com/truck/winches/src/M8000.shtml Pull by layer layer/Lbs(Kgs.) 1/8000 (3629) 2/7280 (3302) 3/6670 (3026) 4/6230 (2826) You can overcome this and/or get away with a smaller winch by using a snatch block. But remember if your winch is rated lower than your needs, then you will always have to use the snatch bock, or you risk damaging your winch. HF winches seem to be pretty well respected for what they are, but one thing that many have said is that they are noticeably slower than brand names (Warn/Superwinch/T-Max) If your ok with that, which many people are, then they seem to be a great cost effective alternative. Something else to remember when your building a recovery setup, it is only as strong as the LOWEST capacity item in the system. 12K Winch? Does not matter when your using 6K shackles.

It won't let you or your not doing it right? How to: Post a Photo

hmm Link did not work but if you do an advanced search of all forums for Winches and set the Match to titles only, you'll get more than 10 results of similar threads, that's a good start

Didn't you bore that engine over during a rebuild? EDIT: Jim click HERE!

Congrats on JuniorJim and it's good to see you around here again Oh and sorry, but I gotta agree on the whole FB thing, I'm not a fan either. I have an account that I do not use for anything unrelated to my sons... it only exists because "friending" me was a condition of them getting their own account quite a few years ago

I modified the title just a little to give more of an idea of what the thread is about... and maybe to help with future searches on the subject First think that comes to mind is a stressed spring (possibly do to uneven load/overloading one side in the long term. But something else to look for would be damaged or excessively warn parts, such as bushings, that may be contributing to the issue.

Now it's been years since I installed mine and maybe they have since changed something, but I did not have to use a press to do it.

I just want to take a minute to point out and congratulate a new member for 1) Doing his own research 2) Successfully searching (?)

I think he meant a front hinged hood where the rear lifts up and forward.

Here are a couple threads from the Garage > How-To's section... How To: Transmission Cooler Install Replacing the Timing Belt & Adding an AT Cooler

Dead link, but personally I would skip the cleaning altogether and go straight to the replacement... while hoping that it's not to late. Wrecking yard Explorer coolers are, or were, popular but I will let others with Auto's chime in here. Also going to move this to The Garage where you should get better exposure, since it is not a problem that is restricted to 4dr WD21's.

Welcome to NPORA - Don't forget to stop by the New Members area to introduce yourself. While your there check out the common problems/new people start here thread. And there is a TON of info on the site if you take the time to look around What do you intend on using the pathfinder for? Off road (even without a lift) on road only or a mix of the two... if so how much? As for T-bars, why do you feel that they need replaced? Is the front low? Have you raised it before? Can you not raise it any more or has it sagged again since leveling? If you have never re-indexed them, check the Garage > How To's for instructions on how to do so. You probably do not need replacement stock bars and if your not going to be adding a bunch of weight or jumping it you don't really need aftermarket T-bars. Poly bushings can tighten everything up, but they can also transfer a lot more vibration. Some have expressed that they wear out faster and others some have even said that after having them, they went back to stock rubber. If a typical stock feel is all your after, then perhaps standard direct replacements are the best options (if the existing need replaced)

I noticed his name came up, I think it was yesterday, on the Birthdays list.

Something I have considered a time or two, just never got serious about it I think I will re-title this (slightly) and move it to the How To's in the Garage

Are you referring to the four bolts on the front of the torque converter? If so then it's 33-43 ft-lb. But look at the diagram on page AT-115 of the 1994 FSM and verify for yourself.

Automakers to gearheads: Stop repairing cars autoblog.com ____________________ Automakers to gearheads: Stop repairing cars Automakers are supporting provisions in copyright law that could prohibit home mechanics and car enthusiasts from repairing and modifying their own vehicles. In comments filed with a federal agency that will determine whether tinkering with a car constitutes a copyright violation, OEMs and their main lobbying organization say cars have become too complex and dangerous for consumers and third parties to handle. Allowing them to continue to fix their cars has become "legally problematic," according to a written statement from the Auto Alliance, the main lobbying arm of automakers. The dispute arises from a section of the Digital Millennium Copyright Act that no one thought could apply to vehicles when it was signed into law in 1998. But now, in an era where cars are rolling computing platforms, the U.S. Copyright Office is examining whether provisions of the law that protect intellectual property should prohibit people from modifying and tuning their cars. Every three years, the office holds hearings on whether certain activities should be exempt from the DMCA's section 1201, which governs technological measures that protect copyrighted work. The Electronic Frontier Foundation, a nonprofit organization that advocates for individual rights in the digital world, has asked the office to ensure that enthusiasts can continue working on cars by providing exemptions that would give them the right to access necessary car components. Interested parties have until the end of the month to file comments on the proposed rule making, and a final decision is expected by mid-year. In comments submitted so far, automakers have expressed concern that allowing outsiders to access electronic control units that run critical vehicle functions like steering, throttle inputs and braking "leads to an imbalance by which the negative consequences far outweigh any suggested benefits," according to the Alliance of Global Automakers. In the worst cases, the organizations said an exemption for enthusiasts "leads to disastrous consequences." Complex Software, Increased Risk Industry concerns are mounting that modifying these ECUs and the software coding that runs them could lead to vulnerabilities in vehicle safety and cyber security. Imagine an amateur makes a coding mistake that causes brakes to fail and a car crash ensues. Furthermore, automakers say these modifications could render cars non-compliant with environmental laws that regulate emissions. But exemptions from the DMCA don't give third parties the right to infringe upon existing copyrights. Nor does an exemption mean consumers don't have to abide by other laws and rules that govern vehicles passed by the National Highway Traffic Administration, Environmental Protection Agency or U.S. Patent and Trade Office. "It's not a new thing to be able to repair and modify cars," said Kit Walsh, a staff attorney with the Electronic Frontier Foundation. "It's actually a new thing to keep people from doing it. There are these specialized agencies that govern what vehicles can lawfully be used for on the road, and they have not seen fit to stop them from repairing cars." Aftermarket suppliers and home enthusiasts have been modifying ECUs for years without dire consequences. By tweaking the ECU codes, a process sometimes known as "chipping," they've boosted horsepower, improved fuel efficiency, established performance limits for teen drivers and enhanced countless other features. These innovations have contributed to a "decades-old tradition of mechanical curiosity and self-reliance," according to the EFF. Those innovations could be curbed precisely at a time that automakers believe personalization of vehicles is emerging as a significant trend. Software is allowing for all sorts of technology, such as 4G LTE wireless connections, and motorists can use this software to choose from an increasing array of infotainment options. But the car companies, paradoxically, want to be the ones doing the personalizing. The EFF thinks the industry's desire to block exemptions has more to do with profits than safety. As software becomes easier to update, automakers could sell these performance upgrades on an a la carte basis. Because a favorable ruling would strengthen their control of the software, the car companies could potentially force consumers to only have their vehicles fixed at their dealerships or preferred repair shops. Last September, Ford took steps toward consolidating such control, filing a lawsuit against Autel US Inc., a diagnostic-equipment manufacturer based in Huntington, New York. Ford alleges the company unlawfully copied trade secrets and accessed on-board computer systems that relay technical information on diagnostic codes and repair data. The EFF says consumers should have the right to have their cars fixed by independent mechanics. Jennifer Dukarski, an intellectual property and technology attorney from Michigan firm Butzel Long, said there's an additional reason automakers are getting more aggressive in the copyright realm. Court rulings in recent years have eroded their patent protections, so they're searching for alternate ways to protect investments in research and development. "With a limited scope of protection," she said, "they're saying, 'OK, if I can't protect this via patent, how am I going to lock everything down? What's my next-best tool?' And I think using copyright law, it is kind of the only protection outside the idea of trade secrets. The problem is you're in a situation with a host of competing interests, and those are how much freedom will you let car owners have? What's the relationship with the information in this car you bought?" Another question central to balancing the competing interests in the proposed exemptions: Once customers purchase a device, must they only use it specifically as the manufacturer intended or can they modify it for their own particular needs? GM: Telematics Industry Threatened For their part, manufacturers say they're more concerned about potential losses than new revenue streams. Tinkering with the ECUs can void a car owner's warranty, but automakers remain concerned with their liability if third parties make changes that could result in physical or financial harm. They noted unsavory mechanics could easily manipulate odometers, and make cars appear to have fewer miles on them than they actually do, a problem for unsuspecting used-car buyers. Granting exemptions would "deliberately weaken" protections put in place to ensure safe operation and regulatory mandates, General Motors said. Without such protection, the company said it would re-evaluate its entire electronic architecture. It could take the draconian step of removing telematics units, which control many real-time safety and infotainment features, from cars entirely. Exemptions "would offer a serious, and potentially fatal, blow to the future of automotive telematics," GM wrote in its comments. "Absent this protection, vehicle manufacturers, including GM, may be forced to consider reducing offerings or withdrawing these systems from the market." The Copyright Office has granted exemptions to the law in the past, and will consider 27 different exemption requests in its current deliberations. Most of the proposed exemptions have nothing to do with the automotive, covering copyright issues on everything from medical devices to eBooks to smart televisions. "What's interesting is this is a unique situation," Dukarski said. "A lot of those exceptions are simple and straightforward. These ones, you've got some oddball nuances about reverse engineering, and it depends on how you're looking at things. ... "You have to question, 'How secure does it need to be? Does it affect a safety system?' You are dealing with a much more nuanced issue, and the results are tangible." Automakers: We Know Our Cars Better Manufacturers and their lobbyists have submitted comments on six of the 27 proposals. The specific topics cover: unlocking mobile connectivity devices, unlocking consumer machines, jailbreaking all-purpose mobile computing devices, vehicle software diagnosis repair and modification, and software security and safety research. If there's a recurring theme in the comments beyond their assertions of ownership, it's that they say they know the intricacies of these ever-more-complicated software systems better than consumers and third parties. The Association of Global Automakers says the manufacturers and their suppliers "best understand the interdependence of automotive systems and are in the best position to know whether a modification, regardless of how slight, would disrupt another system." Comments from equipment manufacturer John Deere took a more condescending tone toward independent and amateur mechanics, noting that circumventing protected technology should be "against public policy because individual vehicle owners do not have the technological resources to provide safe, reliable and lawful software for repair, diagnosis or some dubious 'aftermarket personalization, modification or other improvement' that is not directed toward repair or diagnosis of the vehicle." Yet manufacturers have sometimes failed to find flaws in their own products or understand the relationships between various systems. In Congressional hearings devoted to uncovering why General Motors took no action for a decade in fixing a deadly defect in ignition switches, lawmakers noted the company failed to understand the connection between the ignition switch moving to the "accessory" position and airbag non-deployments. At latest count, at least 84 motorists have been killed in accidents caused by the defect. Perhaps as troubling, auto-industry leaders failed in recent years to recognize countless cyber-security vulnerabilities in vehicles. It wasn't until outside researchers conducted high-profile and sometimes embarrassing demonstrations of how cars can be hacked before automakers took steps to address cyber threats. Without an exemption, this sort of research could be illegal. In that respect, cyber-security security researchers might enhance vehicle safety more than the occasional amateur error may cause harm. All the more reason, Walsh said, that automakers and independents should be considered on equal footing. "It's just a myth that the manufacturers are the only people who can make improvements," he said. "That's why maintaining that choice is really important." ____________________

pretty sure it was the bushings that did that Not today, two days ago actually but I vacuumed it out from end to end and boy did it need it!

Thank you for this, it is great info I understand your need to get them asap, but this is a topic that always puzzles me. People need this bolt or that nut or some other minor part and they often put a lot of work into finding replacements that will save them a buck or two. I just called my local dealer and got replacement info on these and although it is not as cheap per unit as the bulk packs that you bought (again I understand the reasoning in your case) they are not really that costly IMHO. And given that they are factory replacement parts, there is no chance for error resulting in them not fitting (assuming of course that the dealer gave me the correct info.) And you don't end up with bags full of 23 and 46 spares that will never be used. Here is the parts, part numbers and costs for the bolts and nuts as given from my local Nissan Dealership. Description: Torsion Bar Adjustment Bolt (qty 1) Nissan Part Number: 5421631G0A Cost: 10.61 USD Description: Torsion Bar Adjustment Nut - Large (qty 1) Nissan Part Number: 43245G040A Cost: $8.45 USD Description: Torsion Bar Adjustment Nut - Small (qty 1) Nissan Part Number: 089116421A Cost: $2.27 USD At the time of this writing all parts where located on the east coast, so please account for any applicable shipping times. I also recommend contacting Rob, aka Alkorahil (see the Classifieds > NPORA Vendors Section) as he can help you with this as well. PS: It took me longer to type this post than it did to get the information from the dealer

No they are the same thing.

And here is yet another identical thread, consider this your warning. Next time ask for a thread to be moved if you believe that it would be better suited in another section. You can do that by posting the request in the thread, PM'ing a member of the Mod Team or by using the "Report" button under the first post. Please take more time to consider the best section for you questions and do not post the same questions all over the forum.

Sounds like pulling the codes is not that hard, might as well check it out.

Check the connector at the axle input shaft to see if it is loose or wet?

Factory springs do the trick

There are plenty around here including this current thread http://www.nissanpathfinders.net/forum/topic/39874-custom-bumper-almost-completed/ Please take some time and explore the forum, you will find all kinds of examples. Thread moved from the garage as its not technical in nature and closed since there are plenty of others with bumper pics