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Nefarious last won the day on November 13 2016

Nefarious had the most liked content!

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About Nefarious

  • Birthday 11/30/1986

Previous Fields

  • Your Pathfinder Info
    1993 Pathfinder 4x4. V6, auto. VG33E swap from a R50, using R50 power steering/90 amp alternator. Power mirrors/windows/locks, keyless entry, cruise control, a/c. So far it has a 3" body lift, 3" torsion bar/JGC lift. Energy suspension poly Tension rod / front sway bar bushings / endlinks. New monroe Ford bronco II front shocks and Ford 350 rear shocks made to fit. Riding on some 33x12.5 Goodyear duratracs on some 15x10 powder coated American racing steelies. Powder coated front bumper/bull bar, and rear bush bumper all zinc epoxy primer and gloss black powder coat. Also has some fender trimming in the front and light trimming in the rear.
  • Mechanical Skill Level
    Standalone Tool Chest Mechanic
  • Your Age
  • What do you consider yourself?
    Weekend Warrior
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    BC, Canada
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  1. Happy Birthday dude!

  2. You will also need the RE4R01A transmission, not sure what a 4 cylinder hardbody comes with, but the diesel uses the same base transmission as the v6 auto.
  3. To properly run your td27 with a gas auto trans, you will need to rewire the transmission wiring, as well as use the diesel transmission control unit, it moves the shift points for the diesel engine. I hope you got the diesel torque converter with your swap as well, as it is different than the gas, as well. The wiring for the v6 tcu has the same 2 connector setup, so you could get the connectors from any v6 pathfinder. The wiring pin out is similar to the v6 gas auto trans wiring except there's one or two less wires on the diesel loom and a couple of the sensors go to different places. The gas ecu sends coolant temp, tps etc to the auto trans computer. On the diesel, there's no ecu, so there's engine mounted sensors for the trans. A tps is mounted to the top of the injection pump and the coolant temp is one of three coolant sensors on the upper coolant neck. I could take a picture of the diesel tcu wiring connectors so you have them for wire colour reference, on the weekend. I don't have a diesel wiring diagram, but using the pathy fsm and the Terrano wiring harness I was able to figure it out. I had an entire donor vehicle so I made a custom wiring harness basically 50% pathy and 50% terrano. I'm pretty sure it's just tps and cts, but the rotational sensor on the front of the injection pump might also send a signal there, can't remember that last one. I'll have to check on the weekend. Best I have for now, hope that helps.
  4. Next time just hook up an impact to the torsion bar tensioner bolts (with the front of the vehicle on frame stands) until the bars go loose, you can then just slide them out. It's literally just one bolt each that tensions the torsion bars before you can remove them. Once the t bars are out, the front diff comes down in about 45 minutes and from there it's very very easy to get at all the bolts to remove the engine. It opens the whole space up quite a lot. Saves a lot of headaches and cursing!
  5. For the record I have pulled engines from wd21s and r50s about 7 or 8 times now, and engine swapped 3 trucks. I can get the engine out in about 4 or 5 hours now but it wasn't always this way, lol.
  6. Remove the torsion bars, unbolt the Cv axles from the front diff, Unbolt and drop the front diff, it's all easy from there. That's for a manual truck. For an auto truck you can slip it out without dropping the diff - if you are creative with a jack to tilt the trans. I've tried to cut corners before but it always ends up taking more time. If you want to get it done quicjly and easily just do it properly and remove the torsion bars and front diff. That's the way you are supposed to do it.
  7. Reinstalled bumper, lights, wiring through the engine bay and rad support area, tightened all the lines up, mounted the fenders. Just have to change the filters and add the fluids and a few more wiring connections and I'll be ready to fire up the diesel tomorrow.
  8. The moog upper ball joints are garbage to be honest. Beck arnley seem to be the best for durability. You called it, the dust boots are the issue. They aren't sealed whatsoever and don't last due to this fact. I have however had excellent luck with the 2wd problem solver inner tie rods. 50k and 4 years of hard driving and logging roads / wheeling and they are still tight as the day we put them in. As for articulation. As balanced as possible would be ideal between compression and extension travel, but having it on the higher side by an inch or two might be beneficial depending on the roads you drive on. The logging roads here have a lot of pot holes, so down travel is very important or you are in for a rough ride. We don't have a huge amount of speed bump like humps on my trails, aside from obstacles thst would be taken slowly. As for the roads, bad pot holes, so the more down travel, the better. I would aim for around 4 compression / 3 extension if possible but that would be for my roads. If you are out in the flat lands or a desert it could be completely different.
  9. Cleaned up the diesel fuel hard lines, diesel tank fill tube and retainer and all the rubber and removed all the rust (from the metal parts obviously ). Painted said items with a rust inhibiting primer and top coated black. Cleaned up the inside of the diesel tank (a little tar here and there but not too bad) and the pickup / level sending unit (totally gunked up) and re applied the tanks undercoating while taking care of any minor surface rust. Almost ready to start assembling all the diesel components in the pathy...
  10. No problem. I promise the plenum pull is much easier if you ever do it a second time. haha
  11. Sure thing. The two smaller lines there are plenum coolant lines. They tee off the heater hose hard pipes. If you look where your heater core lines connect to the firewall pipes, follow those heater core lines back toward the engine. You will see there's 2 hard pipes and off each hard pipe is a separate hose fitting . It tees off. The upper smaller coolant hose (the one that is just above the other) goes to the rear most heater core hard line tee(closest to firewall) the lower smaller coolant hose (the one that is just under the other) goes to the forward most heater core hard line tee (closest to the back of the engine). I agree those two lines are a pain in the rear, hardest part about a plenum removal. I suggest getting a set of long needle nose pliers. I got a set from the local tool house they are approx 10-12 inches long. One is straight needle, one is 45 degree and one is 90 degree tip. They are absolutely vital tools to have for working on imports! Hope that helped
  12. Also I wouldn't advise seafoam as a regular use item on an engine. Especially one that may have dust buildup. All it does is force all the junk through the engine and cam end up doing damage if it breaks loose a big chunk or carbon or washes a bunch of dirt through. As laborious as it is, best to pull the plenum snd clean it by hand. It can be done in a day or at the least a weekend. Then you can clean your iacv, egr etc individually and re gasket the plenum. It solves so many little nagging issues these old girls may develop
  13. Valve issue shouldn't bog the vehicle out like that. Sounds pretty intermittent. I would be looking more towards sensors and electrical. If it were me, I would probably go through all the wiring first and clean / tighten all the connectors. Push the female sockets closed a bit so the pins fit tight again. Sounds similar to an issue I had on my 240sx when my maf connector plug started to get loose at the pins. Sometimes these old girls just need a good clean so all the electronics can talk properly again. Worth a shot and it's free. Would also check ecu codes and run a compression test - first dry and then wet to confirm the engine health.
  14. Finally finished the diesel wiring conversion on my 92 se. Added all of the jdm options including headlight washers and side fender light secondary turn signals, glow plug controller, gauge cluster, clinometer etc... as well as added a/c and wired for automatic climate control. Also had to rewire the vehicle for the diesel auto trans computer. Now here's hoping I didn't mess anything up... nervous to put a battery in it, alas I cannot test it until the engine is in.
  15. You can test this, remove the positive and the negative leads from your battery. Then take a multimeter set to continuity test and place one lead on the positive battery wire on the vehicle and one lead to the aluminum body of the alternator. If there is continuity you have a short in the alternator.
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