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Photos of the little ones working on their family car. Remind them to check this site after 10 years as I’m sure they will appreciate it.

my4dsc.com is officially 5yrs old today. In a new age of Facebook groups and dying forums, my4dsc.com is the # Nissan Maxima source in existence growing by the day. Thanks for all the love and support. Stay tuned for official decals and merch coming soon on the website.

Community Member Credit: EddyMaxx

My Racing Line End Links finally have up again for the second time. So I decided to switch over to the Moog. I got the fronts for about $50 from Advanced Auto Part using an online coupon code. Don’t get me wrong, the racing line ones were good for the time they lasted. I just didn’t expect them to break off like which is very dangerous on the highway and can cause you to lose control.

Parts Info from RockAuto.com:

  • MOOG K90352 Front Left $18.82
  • MOOG K90353 Front Right $18.97

There has been a lot of discussion in the Nissan Maxima community around the crankshaft pulley and whether it’s a dampener or balancer. Despite how often people get them confused, a crank pulley, a vibration damper, and a harmonic balancer are three different things. Kind of like they’re, their, and there. The crank pulley on a VQ acts as a vibration damper, but it is not a harmonic balancer. The VQ is internally balanced.

What is often called Harmonic Balancer is really a Harmonic Damper. Nissan doesn’t use either term. The factory service manual identifies the part as Crankshaft Pulley. The main purpose of a harmonic damper is to control harmonic vibration, not to balance the engine’s rotating assembly. It has nothing to do with engine balance. That’s the elastomer ring that binds the outer pulley to the inner pulley. Just about every car manufacturer uses a thin rubber ring between two concentric pieces of a crankshaft pulley. The amount of damping can be varied by how thick the ring is.

Additional Info:

As for the underdrive pulley vs. light-weight stock pulley… the light-weight stock size pulley will help you rev faster and may free up some horsepower because it is lighter than the stock pulley. An underdrive pulley (UDP) will do the same things, but it will do them a little better because it is smaller and even lighter, and, due to its smaller size, also takes less power away from your engine to drive your alternator and air conditioning compressor. Most people don’t really notice the loss in electrical power or AC efficiency unless they have big audio systems.

It’s important to note that both pulleys are solid and do not have vibration dampers. Also, the UDP will require you to use a smaller accessory belt. Take those as you will.

Most UDP failures have been the pulley itself due to cheap quality. The majority of VQ owners have never had an issue with “upgraded” pulleys.

The mixture ratio feedback control system monitors the mixture ratio signal transmitted from air fuel ratio (A/F) sensor 1. This feedback signal is then sent to the Engine Control Module (ECM). The ECM controls the basic mixture ratio as close to the theoretical mixture ratio as possible. However, the basic mixture ratio is not necessarily controlled as originally designed. Both manufacturing differences (i.e., mass air flow sensor hot wire) and characteristic changes during operation (i.e., fuel injector clogging) directly affect mixture ratio.

Accordingly, the difference between the basic and theoretical mixture ratios is monitored in this system. This is then computed in terms of “injection pulse duration” to automatically compensate for the difference between the two ratios.

“Fuel trim” refers to the feedback compensation value compared against the basic injection duration. Fuel trim includes short term fuel trim and long term fuel trim.

“Short term fuel trim” is the short-term fuel compensation used to maintain the mixture ratio at its theoretical value. The signal from air fuel ratio (A/F) sensor 1 indicates whether the mixture ratio is RICH or LEAN compared to the theoretical value. The signal then triggers a reduction in fuel volume if the mixture ratio is rich, and an increase in fuel volume if it is lean.

“Long term fuel trim” is overall fuel compensation carried out long-term to compensate for continual deviation of the short term fuel trim from the central value. Such deviation will occur due to individual engine differences, wear over time and changes in the usage environment.

Instructions

  1. Start engine and warm it up to normal operating temperature.
  2. Turn ignition switch OFF.
  3. Disconnect mass air flow sensor harness connector, and restart and run engine for at least 3 seconds at idle speed.
  4. Stop engine and reconnect mass air flow sensor harness connector.
  5. Make sure Detected Trouble Code (DTC) P0102 is displayed.
  6. Erase the DTC memory. (This could be done by disconnecting the car battery for 30-45 min or with a scanner)
  7. Make sure no codes are stored in the ECM.
  8. Run engine for at least 10 minutes at idle speed.