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my6thgen 04-08

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Many Maxima owners use B & Q Quality Axle aka “ChinaMan” for their Axle rebuilds Maximas. We wanted to share this information for those who live in NYC and want to get their Axle’s rebuilt.

Pricing for each Axle rebuild is between $60-$75 bucks. If you do no have a CORE axle, the price will be slightly higher (around $90). It takes anywhere between 30 mins to an hour for the rebuild. It all depends on how busy the shop is that day.

Shop Address:

B & Q Quality Axle and Rack & Pinion
8713 Ditmas Ave
Brooklyn, NY 11236
Phone: (718) 821-2963

Kevin Crawford aka kevin007's 2004 Nitrous Powered 6thgen Maxima (R.I.P Kevin)
Owner: Kevin Crawford aka kevin007 Year: 2004 Model: Maxima Current Color:  Red Transmission: 5-Speed ...
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Kevin Crawford aka kevin007’s 2004 Nitrous Powered 6thgen Maxima (R.I.P Kevin)

Modded 2007 6thgen Nissan Maxima with Fender Flares and Big Wing
Owner:  Bryan Otero Year: 2007 Model: Maxima Color: Dark Slate Metallic Transmission: CVT ...
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Modded 2007 6thgen Nissan Maxima with Fender Flares and Big Wing

Omar Hernandez aka hero782's 2007 6thgen Nissan Maxima Transformations
Owner: Omar Hernandez aka hero782 Year: 2007 Model: Maxima Color:  Silver to White Transmission: CVT ...
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Omar Hernandez aka hero782’s 2007 6thgen Nissan Maxima Transformations

Erick Villanueva's VQ35DE GT35 Turbo 6-Speed 2005 Nissan Maxima
Owner:  Erick Villanueva Year: 2005 Model: Maxima Color: Black Obsidian (KH3) Transmission: 6-Speed Manual Trim: SE ...
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Erick Villanueva’s VQ35DE GT35 Turbo 6-Speed 2005 Nissan Maxima

‎Kenlly Espinal‎'s 2004 6thgen Nissan Maxima Transformation
Owner: Kenlly Espinal‎ Year: 2004 Model: Maxima Current Color:  Custom Grey Transmission: ...
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‎Kenlly Espinal‎’s 2004 6thgen Nissan Maxima Transformation

Elijah's 2007 Bagged 6thgen Nissan Maxima
Owner: Elijah Jefferson Year: 2007 Make/Model: Nissan Maxima Color: Black --> Wrapped ...
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Elijah’s 2007 Bagged 6thgen Nissan Maxima

Richard Alexander's 6thgen Maxima via Ponce, Puerto Rico
Owner: Richard Alexander Year: 2005 Model: Maxima Color: Custom Lexus IS-F White Transmission: Manual 6-Speed ...
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Richard Alexander’s 6thgen Maxima via Ponce, Puerto Rico

Ham's "Bagged & Coppered" Elite 6thgen Vol. 1
Owner: Ham A. Social Media: Year: 2008 Model: Nissan Maxima Color: Majestic Blue ...
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Ham’s “Bagged & Coppered” Elite 6thgen Vol. 1

The Legendary UNFADEABLE MAX
This car was built back in 2007. One of the ...
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The Legendary UNFADEABLE MAX

Edwin Lopez's Canadian Radiant Amber 6-Speed Modded 6GM
Owner: Eddie Lopez Year: 2004 Model: Nissan Maxima Original Color: ...
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Edwin Lopez’s Canadian Radiant Amber 6-Speed Modded 6GM

 

If you are reading this article, you are very likely trying to resolve P0420/P0430 without having to spend a lot of money on the issue. Most of the time, the codes are due to a bad clogged catalytic converter or bad O2 sensors. Before replacing the O2 sensor, be sure to do the spacer fix modification first because O2 sensors are not cheap.

There aren’t usually any drivability issues associated with these codes. For most people, the first sign that anything is wrong at all is the check engine light. Below are the typical check engine lights you would normally get:

  • P0420 NISSAN – Catalyst System Efficiency Below Threshold Bank 1
  • P0430 NISSAN – Catalyst System Efficiency Below Threshold Bank 2

The Fix

You can eliminate the codes by using a spark plug non-fouler which tricks your engine computer to think that everything is working fine. This simple trick will pull the O2 sensor away from the exhaust flow and the computer will think the Catalytic converter is working properly. This will work if you remove the catalytic converter or have a bad cat. It’s very simple and cheap to do. Below is a video on how to perform the fix:

You can also buy them pre-made on eBay if you do not want to drill.

 

Make Your Own Spacers/Foulers

You can buy these non-fouler spacers at your local parts store. You can get them from Advanced Auto or Autozone for about $7-8 bucks.

You now need to drill out 1 of the non-foulers using a 1/2″ drill bit. When finished this is what it will look like.

O2 Sensor inserted in the modified non-fouler

Second, unmodified non-fouler now installed on modified non-fouler, then threaded into the pipe

Reference Photos

Below are photos of the spacers installed and 100% working on Nissan Maximas by generation. After installing the spacers, the CEL codes went away.

5thgen Nissan Maxima

6thgen Nissan Maxima

7thgen Nissan Maxima

If you are DIY person and love working on your Nissan Maxima, then this tool is a MUST HAVE! When you go to the Nissan dealer, the person working on your car typically uses a tool called a Nissan Consult. The Nissan Consult that the dealer uses costs thousand of dollars and is only available to dealers. By using the Nissan DataScan software, a laptop and a generic VAG COM OBDII adapter you can achieve just about the same level of on-board diagnosis that $5,000 Nissan Consult provides. This software allows you to:

  • Check CEL codes
  • Check/Reset ABS and SRS-Airbag Faults
  • Check/Reset TCM Codes
  • Adjust timing
  • Perform Idle Air Relearn
  • Reset ECU learned settings
  • Data-log
  • Program keys
  • Check Emissions Readiness Monitors
  • Active Test temporary modify some of the engine parameters for testing purposes
  • And Much much more….

The software itself costs $55.00 and generic cable costs around $7.00-$8.00. 

Software License Purchase Link: Nissan DataScan II

Software Download Links:

OBD2 Cable eBay Link: KKL 409 VAG COM OBD2 Cable

You can find the cables on eBay between $6.00-$8.00 shipped. Search for the following keywords on eBay and you will find it: “KKL 409.1 VAG-COM OBD2 USB Cable

Below are all the functions it provides:

ECU Part Number

This is the main window of the NDSII software which shows the ECM Nissan Identification part number. Basic and Advance Functions can be selected by clicking on the buttons, using the shortcut keys (F1 – F11) or using the Menu bar. Most functions except Data Replay and Log Analyser are disabled until communication with the ECU is successfully established.

Progress bar at the bottom indicates communication between the ECU and PC. If the bar is not moving there is no data being received from the ECU.

Data Display Settings

This window is used to assign parameters to be displayed by the Data Display function. Only parameters that are supported by the currently connected ECU are available for selection. Gauges are counted from left to right, top to bottom. Multiple gauges can monitor the same parameter.

Data Logging ECM

Selected parameters can be logged to a file. This function can also be accessed from the Data Display window. The data log file can be analysed using the Data Replay or Log Analyser functions.

Self Diagnostics ECM

Self Diagnostics function allows users to read and reset engine ECU error codes.

Idle Adjustment

Idle Adjustment function allows users to adjust the base idle RPM. The setting is saved to the ECU and it does not reset with engine restart.

Timing Adjustment

Timing Adjustment function allows users to adjust the base ignition timing. The setting is saved to the ECU and it does not reset with engine restart.

Active Test ECM

Active Test allows users to temporary modify some of the engine parameters for testing purposes. They return to their original values when a function is stopped, PC disconnected or engine restarted.

Note: It is possible to damage the engine if the A/F Base % functions is used to excessively modify fuel delivery. Likewise the engine may overheat if the Engine Temperature is set to low for a long period of time. Do not use those functions if you are not sure how they will effect your engine.

Work Support

Work Support functions allow users to perform some of the advance service procedures. Those procedures may need to be performed after replacement parts are installed.

Clear Self Learn – clears the A/F Base SL map learned by the ECU.

Idle Air Volume Learn – is an operation to learn the fully closed position of the throttle valve.

Program Immobiliser Key – allows to register the Nissan transponder keys with the Immobiliser Note: The immobiliser security PIN CODE needs to be known. Initially all registered keys will be erased and all keys will need to be reregistered.

Cylinder Power Test

Cylinder Power Test function can be used to identify cylinder that is under performing. This function allows shutting down individual cylinders. If all of the cylinders are producing the same amount of power the engine RPMs will drop exactly the same amount on each cylinder that is cancelled.

Log Analyser is used to review log files previously generated by with Data Logging function. Graphs are drawn by selecting boxes next to parameter value. Graph colours match the parameter value colours.

Speed Test

Speed Test is a unique function for measuring car’s acceleration performance. Predefined or user specific tests can be used. Due to the low resolution of Nissan speed sensors, measurements should only be used as a guide and not a true reflection of car’s performance.

Note: This function should not be used while driving on public roads.

Address Watch

Address Watch function is used for monitor specific ECU memory addresses. By monitoring a memory address extra information can be retrieved that is not normally available using Consult II protocol. A knock sensor reading can be obtain using this method if knock sensor memory address is known.

Wideband O2 sensor

Nissan DataScan II also supports wideband Air/Fuel ratio meters from Innovate Motorsports. A second serial port is used to connect to the controller and collect data.

The data from the wideband meter can be displayed or logged in conjunction with other engine parameters using the Data Logging function.

ECU Part Number BCM

The BCM tab shows the BCM Nissan Identification part number. Basic Functions can be selected by clicking on the buttons or using the Menu bar. All functions are disabled until communication with the ECU is successfully established.

Progress bar at the bottom indicates data being send between the ECU and PC. If the bar is not moving there is no data being received from the ECU.

Note: Some vehicles may use K line for diagnostics of engine ECU (ECM) but still use DDL1 line for diagnostics of other control modules. This software does not support diagnostics over the DDL1 line. Some of those models are: X-trail, Maxima, Patrol.

Self Diagnostics BCM

Self Diagnostics function allows users to read and reset BCM error codes.

Active Test BCM

Active Test allows users to temporally activate some of the functions of the BCM. This is usually used to manually test the functionality of the systems controlled by the BCM.

Note: Functions not supported by the BCM are disabled (grayed out).

ECU Part Number TCM

The TCM tab shows the TCM Nissan Identification part number. Basic Functions can be selected by clicking on the buttons or using the Menu bar. Most functions except Data Replay and Log Analyser are disabled until communication with the ECU is successfully established.

Progress bar at the bottom indicates data being send between the ECU and PC. If the bar is not moving there is no data being received from the ECU.

Note: Some vehicles may use K line for diagnostics of engine ECU (ECM) but still use DDL1 line for diagnostics of other control modules. This software does not support diagnostics over the DDL1 line. Some of those models are: X-trail, Maxima, Patrol.

Data Logging TCM

Selected parameters can be logged to a file. This function can also be accessed from the Data Display window so the data can be logged while it is displayed. The data log file can be analysed using the Data Replay or Data Analyser functions.

Self Diagnostics TCM

Self Diagnostics function allows users to read and reset TCM error codes.

ECU Part Number ABS

The ABS tab shows the ABS Nissan Identification part number. Basic Functions can be selected by clicking on the buttons or using the Menu bar. Most functions except Data Replay and Log Analyser are disabled until communication with the ECU is successfully established.

Progress bar at the bottom indicates data being send between the ECU and PC. If the bar is not moving there is no data being received from the ECU.

Note: Some vehicles may use K line for diagnostics of engine ECU (ECM) but still use DDL1 line for diagnostics of other control modules. This software does not support diagnostics over the DDL1 line. Some of those models are: X-trail, Maxima, Patrol.

Data Logging ABS

Selected parameters can be logged to a file. This function can also be accessed from the Data Display window so the data can be logged while it is displayed. The data log file can be analysed using the Data Replay or Data Analyser functions.

Self Diagnostics ABS

Self Diagnostics function allows users to read and reset ABS error codes.

Work Support ABS

Work Support functions allow users to perform advance service procedures. Those procedures may need to be performed after replacing parts.

Steering Angle Sensor Reset – After removing/installing or replacing VDC/TCS/ABS control unit, steering angle sensor, steering components, suspension components, and tires, or after adjusting wheel alignment, make sure to adjust neutral position of steering angle sensor before running vehicle.

ECU Part Number SRS

The SRS tab shows the SRS Nissan Identification part number. Basic Functions can be selected by clicking on the buttons or using the Menu bar. All functions are disabled until communication with the ECU is successfully established.

Progress bar at the bottom indicates data being send between the ECU and PC. If the bar is not moving there is no data being received from the ECU.

Note: Some vehicles may use K line for diagnostics of engine ECU (ECM) but still use DDL1 line for diagnostics of other control modules. This software does not support diagnostics over the DDL1 line. Some of those models are: X-trail, Maxima, Patrol.

Self Diagnostics SRS

Self Diagnostics function allows users to read and reset SRS error codes.

Note: Recorded faults are historical and can not be cleared.

Work Support

Work Support functions allow users to perform the advance service procedures. Those procedures may need to be performed after replacement parts are installed.

Program Immobiliser Key – allows to register the Nissan transponder keys with the Immobiliser Note: The immobiliser security PIN CODE needs to be known. Initially all registered keys will be erased and all keys will need to be reregistered.

OBDII Self Diagnostics

OBDII Self Diagnostics function allows users to read and reset ECU error codes.

OBDII Monitor Status

OBDII Monitor Status shows the current status of various monitoring systems used by the car’s engine management system.

OBDII Log Analyser

Log Analyser is used to review log files previously generated by with Data Logging function. Graphs are drawn by selecting boxes next to parameter value. Graph colours match the parameter value colours.

OBDII Fuel System Satus

OBDII Fuel System Status can be used to check if the car’s fuel system is running in Closed Loop mode.

Fuel systems do not normally refer to injector banks. They are intended to represent completely different fuel systems that can independently enter and exit closed loop fuel. Banks of injectors on a V-engine are generally not independent and share the same closed-loop enablement criteria.

OBDII Data Logging

Selected OBDII parameters can be logged to a file. The data log file can then be analysed using the Log Analyser function.

Due to the slow nature of OBDII protocol it’s recommended to log only the required parameters.

Member Credit: 6spd_Hayes

Disclaimer: If you attempt any of what you see from my post, you do so at your own risk. The following is a summary of my experience.

The Car: 2002 Maxima SE
Transmission: 6 speed, HLSD, RS6F51A
Mileage: 174,000 mi. (approx.)
Situation: November 1st, 2014. I jumped in the Maxima, running late to a funeral in Tennessee. Pushed clutch to floor and started it. I could not get gear shifter out of third gear no matter how hard I tried. Something was obviously broken in the transmission.

After a lot of online research, I purchased a 29,066 mile 6 speed, HLSD transmission from a 2006 Nissan Sentra Spec-V (p/n RS6F51H) from http://car-part.com/. Kindly gentlemen cargo shipped it from a junkyard in Arkansas to my door step in North Alabama for $XXX (will update when I remember it). The following were the only differences in the two transmissions: (1) bellhousings were different, (2) final drive ratio were different (3.812 vs 4.133), (3) Maxima – 1st & 2nd gear dual synchro, SpecV – 1st gear dual synchro, 2nd gear triple synchro.

Sentra SpecV Transmission As Received:

Work Setup:

  • Set each transmission on cardboard covered work bench side by side (cardboard to protect mating surfaces on transmission and soak up any grease/oil/fluids)
  • For fasteners, blow up and print out FSM pages and glue to cardboard. Poke fasteners through on board where you take them out of transmission
  • Take off parts from each transmission at same time, label in Ziploc bag
  • For large parts, label and place in its own cardboard box
  • Clean as you go (scrape off gasket material, use acetone/cloth) to clean
  • Follow both factory service manuals for breakdown/buildup

Maxima

SpecV

Maxima Speedo Sensor Block-off Plate

SpecV Speedo Sensor

Maxima Transaxel Case Stamp

SpecV Transaxel Case Stamp

Maxima

SpecV

Maxima Control Assembly, Sensors, and Case Bolts Removed

SpecV Control Assembly, Sensors, and Case Bolts Removed

Maxima Transaxel Case Removed (at this point forward, they both look the same

Maxima Spread Spring Debris and Detail

Based on the pictures below, it appears the spread spring in the 3rd-4th synchronizer broke and lodged itself in to prevent the sliding action between gears.

Maxima – Reverse Tilt Mechanism Removed

Maxima – Re-test fitting reverse tilt mechanism (to make sure I understood its reassembly)

Maxima – Reverse shift fork and rod

Maxima – Reverse Gear Stack

Maxima – Re-test fit reverse shift fork

Maxima – Shifter bracket Detail

Maxima – Gear Stacks and Differential

SpecV – Gear Stacks and Differential

Maxima – Input, Main, & Reverse Shafts and Axels

Maxima – Final Drive & HLSD

SpecV – Final Drive and HLSD

SpecV – Reverse Gear Set

Cleaned Maxima Bellhousing (Used acetone and cloth)

Cleaned Differential Side of Bellhousing

Maxima Final Drive and HLSD from SpecV

SpecV Reverse Gear Set

SpecV Gear Stacks and Maxima Final Drive in Bellhousing

Maxima Final Drive Meshed with SpecV Mainshaft

SpecV Mainshaft Meshed with SpecV Input Shaft

SpecV Input Shaft Meshed with SpecV Reverse Gear Set

Detail SpecV Main and Input Shaft

SpecV 5th/6th Shifter Fork with Maxima 5th/6th Shifter Fork Rod Detail

The SpecV 5th/6th Shifter Fork Rod had a pretty significant burr on it, and wouldn’t actuate properly. So I used the Maxima version.

SpecV Check Ball and Spacer for 5th/6th Rod

SpecV 1st through 4th Shifter Fork with SpecV Rod Detail

SpecV 1st/2nd Shifter Fork Detail

SpecV Reverse Bracket Detail

SpecV Reverse Shifter Fork Detail

SpecV Reverse Tilt Mechanism Assembly

SpecV Check Ball and Spacer for Reverse Rod Mechanism

Fully Assembled SpecV Guts and Transaxel Case on Maxima Bellhousing

SpecV Shifting Mechanism

Fully Assembled Transmission on Hoist

Member Credit: xlack

This is from a G37 but the procedure pretty much identical to Nissan Maximas.

OEM Oil Pan completely stripped of silicon residue:

JWT Oil Pan Spacer:

New silicon applied:

Brush used to remove silicon remains:

This bolt has to be bended in order for the oil pan spacer to fit. (guy from 370z forum had it cut off, but is not necessary):

Bolt is knocked back into position:

Member Credit: NISformance

This article shows how to swap a 2007+ Altima 3.5L VQ35 engine, or 2009+ Maxima 3.5L engine into older Nissan Maxima’s. Including the 2002-2006 Altima (3.5L) and 2002-2008 Maximas. This motor swap is referred to as the 2nd Generation (Gen2) VQ35DE swap.

FB: https://www.facebook.com/NISformance/
Contact: darren@nisformance.com

FWD HR Engine Swap Kit – Version 2 ($220.00)

This kit allows you to swap a 2nd generation VQ35DE motor in a 2002-2008 Maxima or 2002-2006 Altima (3.5 V6) The NISformance 2nd Generation VQ35DE swap kit consist of five main components. The Cam sensor signal inverters, PNP throttle body adapter harness, Belt tensioner bracket, and Alternator bracket. Each component and its intended use is detailed below.

The camshaft sensor signal inverter allows the stock harness to be attached to a newer 2nd generation motor and intercept the camshaft signal wires. This is an essential part of the swap kit and has been designed with ease of install in mind. Each inverter with have a camshaft sensor plug pre-installed. Only wiring necessary are three wires consisting of ground, power, and signal.

The plug and play throttle body harness is necessary in order to utilize the 70 or 75 millimeter throttle body that is equipped on 2nd generation motors.

Sept 2018 Update: We have made several changes to our swap kit in order to improve function and ease of installation. Our V2 swap kit features new cam sensor signal inverters that use a 12V power source. This makes wiring much quicker and easier. Each inverter includes a camshaft sensor plug pre-installed. Both the alternator and belt tensioner brackets have been updated for better fit, brackets are now Zinc coated for higher corrosion resistance.

Ordering Link: http://www.nisformance.com/product-p/hrkitv2.htm

EPS Tuning Oil Gallery Gasket/Hardware Kit VQ35 FWD HR Head engine ($60.00)

Ordering Link: http://www.nisformance.com/EPS-Tuning-Oil-Gallery-Gasket-Hardware-Kit-p/oilgallerykitfwdhr.htm

VIAS Vacuum Hose Kit 2nd Gen VQ35DE ($9.00)

This Kit allows you to properly connect VIAS hassle free. Each kit includes high quality 5/32 Vacuum hose pre cut to the correct lengths for the 2nd Generation VQ35DE intake manifold.Outside port on VIAS solenoid goes to the manifold. Inner port goes to the Y splitter, then each VIAS control solenoid.

Ordering Link: http://www.nisformance.com/product-p/nis-vhk.htm

Other Optional Parts to Replace:

  • Coolant Log Gaskets ($7.99)
  • VQ35 Upper Oil Pan Gasket ($14.99)
  • Belt Tensioner Adjuster Bolt ($15.99)
  • Oil Cooler/Warmer Delete Kit FWD 2nd Gen VQ35DE ($49.99)

There are a few things to keep in mind before beginning your swap:

  • It’s easier to do this swap if you have a 3.5 DE motor laying around, especially if you just pulled it out of the car. You will need to take some things off of the old motor to use on the HR. Without this, there are a few parts that you will have to buy in order to complete the swap.
  • There are some specific tools needed: An ‘E8’ torx socket, 5/16 Allen key, Loctite

VQ35DE Motor Options

There are two generations of the front wheel drive VQ35DE. First generation motor 2002-2008 Maxima , 2002-2006 3.5L Altima. Second generation motor 2009+ Maxima , 2007+ 3.5L Altima. The second generation VQ35DE is equipped with an improved head and manifold design allowing for increased air flow and improved performance. Oil consumption and other flaws commonly found in first generation motors have also been eliminated.

There are two variations of the second generation VQ35DE. A Maxima motor is equipped with “EVT” ( Exhaust Valve Timing ) and has slightly higher compression when compared to an Altima motor, which is not equipped with “EVT”. In most swap applications that use a Maxima motor “EVT” is not used. In order to use “EVT” a different engine management system is necessary. However “EVT” is not necessary and does not negatively affect performance or reliability if left unused.

Step 1: Stripping the motor

Depending on where your motor came from, there may be a lot of ‘extra’ pieces still attached to it. Some of these will just get in your way while you prep your motor, some can’t be used for this swap.

  • Remove all accessories, which includes the alternator, power steering pump.
  • Remove any harnesses and brackets that are still connected to the motor.
  • Remove upper intake manifold (removing lower manifold is not necessary, but sometimes desirable. If removed, a new gasket should be used to reinstall).
  • Remove oil temperature sender:

  • Remove idler pulley/tensioner ‘spacer’ (seen below in red):

** The injector rail may also be removed, but that isn’t necessary.

Step 2: Cover any openings

There will be A LOT of metal shavings and dust around the motor, depending on how you do the cutting and grinding that comes later. These absolutely CANNOT be allowed to get into the motor.

  • Intake ports in the top:

  • Exhaust ports on the sides of motor:

  • Fuel injector ports if fuel rail was removed:

  • The open ends of any coolant hoses/pipes:

Step 3: Modifying the motor 

Some parts of the motor will need to be cut somehow (tools, methods and results will vary) to allow for proper fitment and function once it’s re-installed.

** Because of some concerns about the integrity of the stock oil gallery gasket, we at NISformance strongly recommend replacing it in this step. **

  • When changing the oil gallery gasket, this is a good time to grind away the center portion of the power steering bracket before reassembling the front of the motor.
  • Grind/cut away the center portion of the power steering bracket. This requires some aggressive cutting, but also needs some attention to detail (cutting too DEEPLY can weaken the integrity of the timing cover. Cutting too WIDE can weaken the remaining brackets that will be needed to hold the alternator):

  • Grind/cut away a portion of the metal where the idler pulley/tensioner spacer was:

  • Remove exhaust manifold studs at the rearmost exhaust port (close to the trans). This requires an ‘E8‘ torx socket:

  • Clean out the threads in the opposite holes using a ‘10 x 1.25‘ tap.
  • Replace the removed studs into the newly cleaned holes:

  • Remove lower oil pan
  • Remove upper oil pan
  • Use the oil pan from a 3.5 DE motor…but remove the windage tray. Add your o-rings and seals, and install upper oil pan onto the HR motor.
  • Remove the HR water pump access cover, and replace it with the one from the DE motor

Step 4: Adjusting the cam signal wheel

This is a VERY important step and it must be done very carefully for your car to run properly. You have to be accurate.

Apart from the wiring, adjusting the signal wheel is the most detailed work you need to do on the swap. It is important to be very accurate when cutting or grinding, and it’s also extremely important to assemble everything correctly at the end of this step. Pay close attention to the pictures and make sure that your work looks EXACTLY the same!

*You will need to modify your 5/16 Allen key by cutting the arm down so that it is approximately 3/8″ long. This is your ‘special tool’ that you will need to use in this part of the swap.

  • Open one of the valve covers.
  • Using the ‘special tool’, loosen the signal wheel lock nut and remove the signal wheel from the intake cam:
  • Completely remove the inner nubs from the signal wheel without damaging the rest of the inner surface:

  • At the crank, turn the motor until two notches are visible at the top of the cam:

  • Add Loctite to the flat inner surface of the signal wheel:

  • Reconnect the modified signal wheel to the intake cam…be sure to place it at the proper angle (as shown below) and re-secure the lock nut:

  • Close and bolt down the valve cover
  • Open the other valve cover, and repeat these same steps.

Step 5: Cam Sensor Wiring

Now that all of the heavy wrenching is out of the way, we get to the really important part of your swap.

Version 2 Kit –  Cam Sensor Signal Inverter Wiring

V2 inverters are single channel. One inverter is required for each camshaft position sensor.

Wiring for cam sensor signal inverter:

Red wire – 12 volt power supply (power going into the board)
Black wire – Ground
Orange wire – Signal out (connects to existing wire on ecu side)

Picture below demonstrates the older style DE cam sensor plug that is cut off when wiring in inverter with required wiring:

Version 1 Kit –  Cam Sensor Signal Inverter Wiring

The wiring harness in your car needs to be connected to the newer motor, and it’s not just a ‘plug-and-play’ situation. These diagrams show you the changes that need to be made to make your DE harness control your HR motor:

** THESE WIRE CONNECTIONS ARE CRITICAL. MAKE SURE THAT THEY ARE CONNECTED CORRECTLY (ACCORDING TO THE INSTRUCTIONS), AND SECURELY. TWISTING THEM TOGETHER IS NOT GOOD ENOUGH. **

The stock cam signal wire will be intercepted (cut) by the cam signal inverter supplied with the swap kit. There are six wires on the cam signal inverter…here’s how you connect them:

  • The RED wire goes to a 5v source from your car’s harness (to supply power to the sensor)
  • The BLACK wire is ground

For Cam #1…cut the existing wire:

  • The YELLOW inverter wire connects to the existing wire on the CAM side
  • the ORANGE inverter wire connects to the existing wire on the ECU side

For Cam #2…cut the existing wire:

  • The BLUE inverter wire connects to the existing wire on the CAM side
  • The GREEN inverter wire connects to the existing wire on the ECU side

Credit: NISformance

This kit is designed to replace the factory oil cooler/warmer. Factory setup warms the engine oil and maintains it at coolant temperature. However, this often leaks or cannot be reused due to damage or contamination.

When using this delete kit vehicles must be driven carefully upon cold startup, no high rpm driving until oil temperature warms up *

Includes:

  • Block plug
  • Oil filter stud
  • Thermostat (without coolant hose fitting)
  • Gasket

Installation:

The block plug replaces the metal line running from block to the factory oil warmer plate

Oil filter stud is used for attaching oil filter to engine block once the oil warmer plate has been removed

Welded coolant block replaces factory coolant block as well as the rubber hose

Member Credit(s): Enygunna Aztec, Tesfa McGregor, Justin Funck

Official photos of the NISformance headers purchased by various Maxima members. They look great! The price of these headers is $1,550.00 and worth every penny! You can get them here: http://www.nisformance.com/NISformance-Headers-p/nisheaders.htm

These headers are currently available for: VQ35DE 1995-2003 Maxima, 2004-2006 Maxima with manual trans or 4spd auto, 2002-2006 Altima 3.5L with manual trans or 4spd auto.

Specifications:

  • Head flange Made from 1/2″ thick steel
  • CNC machined for a smooth transition from exhaust port to primary pipe
  • 1 7/8″ Primary runner size
  • Equal length primaries
  • Formed collector with spike
  • 2.5” collector
  • 2.5” equal length ypipe
  • 3” ypipe out to catback flange
  • Vband flanges on headers and ypipe (2bolt flange on rear of ypipe to bolt to catback)
  • Fully TIG welded

Comparison of 3rdgen Altima / 6thgen Maxima Cattman Headers and NISformance Headers

Price for Reference