Nissan1997–2010 Critical issues documented

Nissan Elgrand E52: common faults & what to check

The E52 is the Nissan Elgrand built 2010 onward. It was sold here with the 2.5 petrol and 3.5 V6 petrol. Of the 17 faults documented for the Elgrand, 6 apply to this generation, each with its symptoms, what to inspect and a typical repair cost. Free, no account needed.

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Documented faults

Critical

Most serious

$420–$2,000

Typical repair

Systems covered

You're looking at the E52

2 engine variants are documented for this generation. Pick yours to narrow further, or keep reading for the generation as a whole.

2010–nowE52 Selected2010–nowE522.5 petrolPetrolDocumented issues5 knownSee faults & what to checkPhoto: EurovisionNim via Wikimedia Commons, CC BY-SA 4.0.

2010–nowE52 Selected2010–nowE523.5 V6 petrolPetrolDocumented issues6 knownSee faults & what to checkPhoto: EurovisionNim via Wikimedia Commons, CC BY-SA 4.0.

Choose a different generation

Now narrow it to the engine

A 1.8 and a 2.4 of the same car do not fail the same way, so the faults below narrow to the engine as well as the year. Free, no account needed.

Which engine is in it?

2.5 petrol· 2.5 litre petrol 3.5 V6 petrol· 3.5 litre petrol

A 2012 Nissan Elgrand is the E52 generation (2010 to now).

Start your free check on this Nissan Elgrand

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Nissan Elgrand E52Engine not picked yet

Pick the engine above first: the Elgrand came with 2, and without it the report has to show all of their faults. Pick the engine

Can't confirm for this car

Nissan Elgrand · 2012

Narrowed to the year. No engine is recorded for this vehicle. Pick an engine to see which faults apply.

Tell us the engine, or check the engine code on the car, before relying on this.

No engine is recorded for this vehicle.

matched on year only

What to look out for

The checks worth doing on a Nissan Elgrand before you hand over any money. Every documented fault is listed below, each with its own page.

Costly issue
Attempt to move each arm by hand — collapsed bushes allow noticeable movement at the pivot.
See why
Rear Multi-Link Suspension Bush Collapse
The E52 Elgrand uses a rear multi-link independent suspension with multiple rubber-bonded bushes in the trailing arms, lateral links, and toe-control rods. These bushes absorb road shock and maintain precise wheel alignment. As the rubber cores age and crack — a process accelerated by UV exposure and oil contamination — the bonded-in steel sleeves begin to move within the rubber, causing the bush to effectively collapse. Collapsed rear bushes allow the rear axle geometry to shift dynamically under load, producing tramlining, rear-end instability under braking, and rapid and uneven tyre wear. Full rear bush replacement requires pressing equipment and is a significant workshop labour operation.
What you would notice
- Tramlining — the rear of the vehicle follows road grooves and requires constant steering correction on motorways
- Accelerated or uneven rear tyre wear, particularly feathering or inner-edge wear caused by toe angle deviation from collapsed bushes
Typically $700–$2,000 to put right.
Costly issue
Attempt to slide the caliper by hand with the brake line clamped — a seized guide pin will not move.
See why
Front and Rear Brake Caliper Guide Pin Seizure
The sliding brake calipers on the E52 Elgrand rely on hardened steel guide pins — coated in high-temperature grease and sealed by rubber boots — to allow the caliper to float laterally as the brake pads wear. In the New Zealand and Japanese operating environment, moisture ingress through cracked or aged boots causes the guide pins to corrode and seize within their bores. A seized guide pin prevents the caliper from sliding, which means only the piston-side brake pad applies full force while the outer pad barely contacts the rotor. This produces rapid single-pad wear, rotor scoring, brake pull, and brake drag that causes the piston-side pad to overheat and glaze. In severe cases the dragging caliper can overheat the wheel hub bearing and warp the rotor.
What you would notice
- Uneven brake pad wear at a single corner — inner pad worn to metal while the outer pad retains significant material, or vice versa
- Vehicle pulls to one side under braking, or the affected wheel runs noticeably hotter than its counterpart after a drive
Typically $220–$700 to put right.
Worth checking
Fill the tank completely and observe whether the gauge reads correctly at full.
See why
Fuel Pump Float Corrosion Causing Gauge Fault
The E52 Elgrand fuel pump module incorporates a resistive float sender unit inside the fuel tank. The float arm pivot and the rheostat wiper contacts are susceptible to corrosion from ethanol-blended fuels common in NZ and AU. Corrosion causes the sender resistance to become erratic, resulting in a fuel gauge that reads incorrectly, sticks at a fixed reading, fluctuates unpredictably, or shows a false empty warning. This is not a safety failure in itself but has led to run-out incidents when the gauge under-reads and the owner trusts it. Replacement requires dropping the fuel tank or accessing the pump module via the interior floor panel.
What you would notice
- Fuel gauge needle stuck at a fixed reading regardless of actual fuel level
- Gauge reading fluctuating between different levels while driving on a level road
- Low fuel warning light illuminating with a full or near-full tank
- Gauge reading that does not move after refuelling
- Engine stalling unexpectedly at a gauge reading that appears to show remaining fuel
Typically $420–$950 to put right.

See all 6 issues for this oneDocumented for the exact year and engine you picked, including 1 rated critical.

Electrical1

01Fuel Pump Float Corrosion Causing Gauge Fault

Fill the tank completely and observe whether the gauge reads correctly at full.petrol2010 onwardElectrical$420–$950

OccasionalElectrical $420–$950 to fix

The E52 Elgrand fuel pump module incorporates a resistive float sender unit inside the fuel tank. The float arm pivot and the rheostat wiper contacts are susceptible to corrosion from ethanol-blended fuels common in NZ and AU. Corrosion causes the sender resistance to become erratic, resulting in a fuel gauge that reads incorrectly, sticks at a fixed reading, fluctuates unpredictably, or shows a false empty warning. This is not a safety failure in itself but has led to run-out incidents when the gauge under-reads and the owner trusts it. Replacement requires dropping the fuel tank or accessing the pump module via the interior floor panel.

Symptoms to notice

Fuel gauge needle stuck at a fixed reading regardless of actual fuel level
Gauge reading fluctuating between different levels while driving on a level road
Low fuel warning light illuminating with a full or near-full tank
Gauge reading that does not move after refuelling
Engine stalling unexpectedly at a gauge reading that appears to show remaining fuel

What to check

Fill the tank completely and observe whether the gauge reads correctly at full. Note the gauge behaviour over a period of driving. Query the ECU for fuel system codes such as P0460 (fuel level sensor circuit malfunction). If purchasing, cross-reference the displayed fuel level with a known recent refuel receipt the seller can provide. If a workshop inspection is possible: Access to OBD-II live data for the fuel level sensor voltage helps confirm sender fault versus gauge fault.

Where to look: Fuel pump module sender unit inside the main fuel tank, accessed via the floor panel beneath the second-row seating or by dropping the tank

Parts involved: Body corrosion.

Ask the seller

“Does the fuel gauge read accurately and consistently after filling the tank?”
“Has the fuel gauge ever been erratic or shown a low-fuel warning with fuel remaining?”
“Has the fuel pump module or sender unit ever been replaced?”
“Has the vehicle ever run out of fuel unexpectedly despite the gauge appearing to show a safe level?”

Body, brakes, suspension & interior1 critical3

02Front Lower Control Arm Ball Joint Wear

2010 onwardSuspension$350–$950

CommonSuspension $350–$950 to fix

The E52 Elgrand's front suspension uses a lower control arm with an integral or press-in ball joint that connects the arm to the front upright/knuckle. The ball joint operates under continuous vertical and lateral loading and is exposed to road contamination. As the polyurethane or rubber boot deteriorates — often accelerated by NZ and Japanese road grit — grease is lost and metal-to-metal wear begins. Excessive ball joint play allows the upright to pivot under braking and cornering loads, causing steering wander and potential for catastrophic separation at the joint, which results in immediate loss of steering control. New Zealand WOF inspection specifically targets ball joint play, and worn joints are a common failure cause.

Symptoms to notice

Clunking or knocking noise from the front suspension when traversing bumps, speed humps, or during slow-speed parking manoeuvres
Vague or wandering steering feel, particularly when braking or cornering, as the worn joint allows the upright to shift under load

What to check

Lift each front wheel off the ground and attempt to rock the wheel in the 12 o'clock and 6 o'clock positions — any detectable play (more than 1 mm) in the ball joint is a WOF failure.
Inspect the ball joint dust boot for cracking or tearing.
Check for a clunking noise from the front suspension when the vehicle traverses a speed bump.
If a workshop inspection is possible: A dial indicator check at the upright with the wheel supported is definitive.

Where to look: Front suspension, lower control arm ball joint at the wheel upright/knuckle, both sides

Parts involved: Ball joint.

Ask the seller

“When did the vehicle last pass a WOF and were any suspension items noted?”
“Has there been any clunking from the front suspension, especially over bumps?”
“Have the lower control arm ball joints ever been replaced or inspected?”

03Rear Multi-Link Suspension Bush Collapse

Attempt to move each arm by hand — collapsed bushes allow noticeable movement at the pivot.2010 onwardSuspension$700–$2,000

CommonSuspension $700–$2,000 to fix

The E52 Elgrand uses a rear multi-link independent suspension with multiple rubber-bonded bushes in the trailing arms, lateral links, and toe-control rods. These bushes absorb road shock and maintain precise wheel alignment. As the rubber cores age and crack — a process accelerated by UV exposure and oil contamination — the bonded-in steel sleeves begin to move within the rubber, causing the bush to effectively collapse. Collapsed rear bushes allow the rear axle geometry to shift dynamically under load, producing tramlining, rear-end instability under braking, and rapid and uneven tyre wear. Full rear bush replacement requires pressing equipment and is a significant workshop labour operation.

Symptoms to notice

Tramlining — the rear of the vehicle follows road grooves and requires constant steering correction on motorways
Accelerated or uneven rear tyre wear, particularly feathering or inner-edge wear caused by toe angle deviation from collapsed bushes

What to check

Attempt to move each arm by hand — collapsed bushes allow noticeable movement at the pivot. Check rear tyre wear pattern for feathering or inner/outer edge wear caused by toe and camber deviation. Road test on a straight highway and check for rear-end wandering or sensitivity to road crown. If a workshop inspection is possible: With the vehicle on a hoist, inspect all rear arm bushes visually for cracking, splitting, or voids in the rubber.

Where to look: Rear suspension multi-link arms — trailing arms, lateral/toe-control links, and subframe-to-body mounting bushes

Ask the seller

“Have the rear suspension bushes been inspected or replaced?”
“Does the vehicle tramline or wander on the motorway?”
“What is the condition of the rear tyres — are they wearing evenly across the full tread width?”

04Front and Rear Brake Caliper Guide Pin Seizure

Attempt to slide the caliper by hand with the brake line clamped — a seized guide pin will not move.2010 onwardBrakes$220–$700

CommonBrakes $220–$700 to fix

The sliding brake calipers on the E52 Elgrand rely on hardened steel guide pins — coated in high-temperature grease and sealed by rubber boots — to allow the caliper to float laterally as the brake pads wear. In the New Zealand and Japanese operating environment, moisture ingress through cracked or aged boots causes the guide pins to corrode and seize within their bores. A seized guide pin prevents the caliper from sliding, which means only the piston-side brake pad applies full force while the outer pad barely contacts the rotor. This produces rapid single-pad wear, rotor scoring, brake pull, and brake drag that causes the piston-side pad to overheat and glaze. In severe cases the dragging caliper can overheat the wheel hub bearing and warp the rotor.

Symptoms to notice

Uneven brake pad wear at a single corner — inner pad worn to metal while the outer pad retains significant material, or vice versa
Vehicle pulls to one side under braking, or the affected wheel runs noticeably hotter than its counterpart after a drive

What to check

Attempt to slide the caliper by hand with the brake line clamped — a seized guide pin will not move. Inspect guide pin rubber boots for cracking or missing boots that allow moisture entry. Check rotors for scoring on one face only (inner or outer) as a secondary indicator. If a workshop inspection is possible: Remove wheels and inspect both brake pads at each corner — uneven wear between the inner and outer pad at the same corner is the definitive sign of a seized guide pin.

Where to look: All four brake calipers — guide pins are located at the top and bottom of each caliper bracket, front and rear axles

Parts involved: Brake disc and pads.

Ask the seller

“When were the brake pads last replaced, and were they changed as a complete axle set?”
“Does the vehicle pull to one side under braking?”
“Have the brake caliper guide pins been cleaned and regreased as part of any recent brake service?”

Depends on the exact engine — 2 moreDocumented for a specific engine we could not confirm from what you picked. Check the engine code on the car.

Engine, transmission & cooling2

01RE0F10D CVT Belt Wear and Torque Shudder

Check CVT fluid condition via dipstick or fill-plug (fluid should be pink and clean, not dark or burnt-smelling).petrol2010 onwardTransmissionCan't confirm for this car$2,800–$7,000Read the full fault: symptoms, where to look, what to ask the seller

02VQ35DE AC Compressor Clutch Bearing Failure

With the engine running and AC off, listen for a high-pitched whine or grinding noise from the front of the engine on the passenger side.petrol2010 onwardEngineCan't confirm for this car$900–$2,400

OccasionalEngine $900–$2,400 to fix

Can't confirm for this car

The air conditioning compressor on the VQ35DE is a belt-driven unit with an electromagnetic clutch that engages and disengages the compressor from the accessory belt drive. The clutch bearing (the front bearing that supports the pulley when the clutch is disengaged) is a sealed unit that operates continuously regardless of whether the AC is selected. Heat cycling, belt tension loading, and the bearing running without adequate lubrication replenishment over time cause the bearing races and balls to deteriorate. The resulting roughness causes a high-pitched squeal or grinding noise that worsens when the AC is switched on. A seized bearing will lock the compressor pulley, shredding the accessory belt and disabling alternator and power steering pump drive simultaneously.

Symptoms to notice

High-pitched squealing or grinding noise from the front of the engine, audible at idle, that may change character when the AC is switched on or off
Complete loss of air conditioning cooling if the bearing seizes and the clutch stops engaging, or loss of all auxiliary belt-driven functions if the belt shreds

What to check

With the engine running and AC off, listen for a high-pitched whine or grinding noise from the front of the engine on the passenger side. Switch the AC on — if the noise changes pitch or disappears momentarily as the clutch engages, the clutch bearing is the source. Inspect the accessory belt for glazing or fraying caused by a rough pulley. Check for AC refrigerant in the system as a secondary confirmation (non-functional AC alongside a bearing noise confirms the compressor is failing).

Where to look: Front of the VQ35DE engine, passenger side, on the accessory drive belt — the AC compressor is mounted low on the engine block

Parts involved: Clutch.

Ask the seller

“Does the air conditioning blow cold, and has it ever needed a regas or compressor work?”
“Is there any squealing or grinding noise from the engine, particularly on the passenger side?”
“Has the accessory drive belt been inspected recently?”

Other Nissan Elgrand engines and years11 documented issues that do not apply to the one you picked.

Engine, transmission & cooling4

01VG33E Timing Belt Failure on Interference Engine

Demand full service history with proof of timing belt replacement.petrol1997–2002EngineDoes not apply$500–$5,500Read the full fault: symptoms, where to look, what to ask the seller

02VQ timing chain guide / tensioner rattle (E51)

Cold-start and listen at the front of the engine for a chain rattle in the first seconds.petrol2002–2010EngineDoes not apply$2,000–$4,000Read the full fault: symptoms, where to look, what to ask the seller

03RE4F04A 4-Speed Automatic Fluid Degradation and Harsh Shifting (E50)

Check transmission fluid level, colour and smell on the dipstick — fluid should be pink or red and clean with no burnt odour.petrol1997–2002TransmissionDoes not apply$250–$3,800

CommonTransmission $250–$3,800 to fix

Does not apply

The RE4F04A 4-speed automatic used in the E50 Elgrand is reliable when maintained but develops harsh shifting, gear hunting and eventual solenoid failure when fluid changes have been neglected. NZ JDM imports with unknown service history frequently present with burnt fluid and worn clutch packs. A fluid change and filter service can address early symptoms but cannot reverse advanced wear.

Symptoms to notice

Harsh or delayed engagement when selecting drive or reverse
Slipping under load, particularly on uphill grades
Dark, burnt-smelling transmission fluid on dipstick
Hunting between gears at steady highway speed

What to check

Check transmission fluid level, colour and smell on the dipstick — fluid should be pink or red and clean with no burnt odour.
Test drive through all gear ranges including full-throttle upshifts.
Check for leaks at the transmission pan.
Inspect filter condition if fluid is very dark.

Where to look: Transmission, underside centre of vehicle

Parts involved: Clutch.

Ask the seller

“Has the transmission fluid ever been changed, and when?”
“Any slipping, harsh shifts, or delayed engagement noticed?”
“Has the transmission been repaired or reconditioned?”

04AWD Transfer Case Chain Stretch and Wear

Engage 4WD mode and drive a figure-eight or tight circle to load the driveline.petrol1997–2010TransmissionDoes not apply$800–$3,000

OccasionalTransmission $800–$3,000 to fix

Does not apply

AWD variants of both the E50 and E51 Elgrand use a chain-driven transfer case to distribute torque to the front axle. The transfer case chain stretches with age and high mileage, causing vibration during 4WD engagement, clunking during mode transitions, and eventual noisy operation in all drive modes. Transfer case oil is frequently never changed on imported examples, accelerating chain and sprocket wear. Rebuilds or used unit replacement are the typical remedies.

Symptoms to notice

Vibration or shudder when 4WD mode is selected
Clunking during transitions between 2WD and 4WD
Rumbling noise from driveline at speed in 4WD
4WD engagement fault or warning light

What to check

Engage 4WD mode and drive a figure-eight or tight circle to load the driveline.
Listen for clunking or binding.
Check transfer case oil condition — milky or metal-contaminated fluid indicates chain wear.
Verify 4WD indicator illuminates correctly when mode is selected.

Where to look: Transfer case, centre of vehicle between gearbox and front propshaft

Parts involved: Timing chain, Transfer case.

Ask the seller

“Has the transfer case oil ever been changed?”
“Does 4WD engage and disengage smoothly without clunks?”
“Any vibration or noise specific to 4WD operation?”

Electrical1

01E51 Power Sliding Door Actuator and Motor Failure

Test both rear sliding doors through full open and close cycles multiple times.petrol2002–2010ElectricalDoes not apply$400–$1,500Read the full fault: symptoms, where to look, what to ask the seller

Body, brakes, suspension & interior5

01Front Lower Arm Ball Joint Deterioration

Any play felt at the ball joint indicates failure.petrol2002–2010SuspensionDoes not apply$600–$1,500Read the full fault: symptoms, where to look, what to ask the seller

02Rear Wheel Arch and Inner Sill Rust Perforation (E50)

Use a strong magnet to detect body filler concealing rust at rear arches.petrol1997–2002Body & RustDoes not apply$800–$4,000

CommonBody & Rust $800–$4,000 to fix

Does not apply

E50 Elgrands imported to NZ now exceed 25 years of age and frequently show rust perforation at the rear wheel arch lips, inner sill sections and around rear door apertures. NZ coastal environments accelerate the process. Poorly executed pre-export repairs on Japanese vehicles can conceal deeper rust behind body filler, making magnetic inspection important.

Symptoms to notice

Bubbling or flaking paint at rear wheel arch lips
Rust staining on interior carpet near rear sill
Visible perforation at sill or arch seams when inspected closely
Soft or flexible bodywork at arch lip when pressed

What to check

Use a strong magnet to detect body filler concealing rust at rear arches.
Inspect inner sill sections and rear arch lips in detail.
Lift rear carpet if permitted to check inner sill for rust or water staining.
Inspect the spare wheel well for rust and water ingress.

Where to look: Rear wheel arch lips, inner sills, rear door apertures

Parts involved: Body corrosion.

Ask the seller

“Has any rust repair or panel work been done on the rear arches or sills?”
“Has the vehicle had underbody rust treatment applied?”
“Has the vehicle spent time in a coastal or high-humidity environment?”

03Rust and water leaks from sunroof drains and tailgate (E51)

Feel the headlining around the sunroofs and the carpets for damp; check the spare-wheel well for standing water.petrol2002–2010Body & RustDoes not apply$300–$3,000

OccasionalBody & Rust $300–$3,000 to fix

Does not apply

E51 Elgrands are big imports that often have twin sunroofs; the sunroof drain tubes block with debris and overflow into the headlining and A/B-pillars, and the tailgate lower edge and rear arches corrode. A blocked drain can drip onto interior trim and wiring and rot the floor, while arch and sill rust is a WoF concern. Water damage inside a loaded family van is easy to miss on a quick look.

Symptoms to notice

Damp headlining or water stains near the sunroof
Wet carpets or a musty smell
Bubbling paint on tailgate lower edge / rear arches
Water in the spare-wheel well

What to check

Feel the headlining around the sunroofs and the carpets for damp; check the spare-wheel well for standing water.
Pour a little water into the sunroof channel and watch it drain freely.
Press the tailgate lip and rear arches for soft rust.

Where to look: Sunroof drain tubes (A/B-pillars), headlining, tailgate lower edge, rear wheel arches, spare-wheel well

Parts involved: Body corrosion.

Ask the seller

“Have the sunroof drains ever been cleared or leaked?”
“Any history of damp carpets or interior water?”

04Power Sliding Door Roller and Cable Wear (E50/E51)

Operate both sliding doors through full open and close cycles at least three times each.petrol1997–2010InteriorDoes not apply$350–$1,200

Very commonInterior $350–$1,200 to fix

Does not apply

The power sliding doors on both E50 and E51 Elgrands use roller and cable mechanisms that wear progressively with age and use. Failed rollers cause the door to drop or bind on its track; broken cables render the power mechanism inoperative. A near-universal fault on high-mileage examples used heavily as family vehicles.

Symptoms to notice

Sliding door jerky or slow through its travel
Door drops or catches at the bottom of the track
Grinding or clicking during open or close operation
Door fails to latch fully without manual assistance

What to check

Operate both sliding doors through full open and close cycles at least three times each.
Listen for grinding or clicking.
Check door alignment when closed — a dropped or misaligned door indicates roller wear.
Inspect the lower door track for debris and deformed rollers.

Where to look: Rear sliding doors, upper and lower track rollers and cable mechanism

Ask the seller

“Do both sliding doors open and close fully and latch correctly?”
“Have the door rollers or cables been replaced?”
“Any history of door repairs, adjustments, or manual override use?”

05Front Strut Top Mount Bearing Collapse (E51)

Bounce each front corner and listen and feel for clunking from the top of the strut.petrol2002–2010SuspensionDoes not apply$400–$900

Very commonSuspension $400–$900 to fix

Does not apply

The front strut top mounts on the E51 Elgrand suffer bearing collapse and rubber bushing deterioration, particularly on NZ examples exposed to rough road surfaces. Failed top mounts produce a clunk over bumps and a click when steering, and alter front suspension geometry causing tyre feathering. The fault is very common by 150,000 km and is a frequent WOF advisory or rejection item.

Symptoms to notice

Clunk from front suspension when hitting bumps or on full steering lock
Knocking when manoeuvring at low speed in car parks
Steering wheel vibration transmitted over rough surfaces
Front tyre feathering or uneven inner or outer wear

What to check

Bounce each front corner and listen and feel for clunking from the top of the strut. Have a helper turn the steering wheel while you observe the top mount for movement or bearing roughness with the bonnet open. Inspect the rubber surround for cracking or separation from the mount plate.

Where to look: Top of front struts, accessible under bonnet at inner guards

Parts involved: Shock absorber / strut.

Ask the seller

“Any clunking from the front suspension over bumps?”
“Have the strut top mounts been replaced?”
“When were the front struts last serviced or replaced?”

Fluid leaks1

01VQ35DE Power Steering Pump Seal Weep

The power steering pump on the VQ35DE Elgrand E51 uses rubber shaft seals and O-ring fittings that harden and crack with age and heat cycling.petrol2002–2010Fluid LeaksDoes not apply$350–$950

CommonFluid Leaks $350–$950 to fix

Does not apply

The power steering pump on the VQ35DE Elgrand E51 uses rubber shaft seals and O-ring fittings that harden and crack with age and heat cycling. At mileages above 120,000 km it is common for the pump body seal or the high-pressure hose banjo fitting to weep hydraulic fluid. Left unaddressed the fluid level drops, causing pump noise and ultimately pump failure. The leak is typically slow but progressive and is a standard finding on pre-purchase inspections of higher-mileage examples imported to NZ and AU.

Symptoms to notice

Oily residue or staining on the underside of the power steering pump body
Low power steering fluid reservoir requiring periodic top-up
Whining or groaning noise from the steering pump under full lock
Slight burning smell from fluid contacting the exhaust manifold heat shield

What to check

With the engine cold, inspect the power steering pump body, inlet and outlet hose connections, and the high-pressure hose banjo bolt for signs of oily weeping or dried fluid staining. Check the fluid reservoir level and note its colour. Steer to full lock in both directions and listen for pump whine.

Where to look: Driver's side of the engine bay, power steering pump mounted on the VQ35DE accessory drive bracket

Parts involved: Steering rack.

Ask the seller

“When was the power steering fluid last changed and is the level currently correct?”
“Has any oil or fluid seepage been noticed under the bonnet near the steering pump?”
“Has the power steering ever made any whining noise at low speed or full lock?”

Nissan Elgrand faults in detail

Narrowed to the Nissan Elgrand · 2012. Each of these has its own page: the symptoms, where to look, what to ask the seller and what the repair costs. Free, no account needed.

RE0F10D CVT Belt Wear and Torque ShudderMajor · Transmission

What these repairs cost on other cars

Some of the Nissan Elgrand’s documented faults are repairs other models share. Each page lists the documented NZ cost for every model it affects.

Other Nissan models

Nissan Patrol48 documented faults Nissan Navara45 documented faults Nissan X-Trail45 documented faults Nissan Fairlady Z16 documented faults Nissan 370Z15 documented faults Nissan Presage14 documented faults

Nissan Elgrand buyer questions

Is the Nissan Elgrand reliable?

Like any used car, it depends on the specific example and its service history. Across the 17 documented faults for the Nissan Elgrand, the recurring problem areas are engine, suspension, and transmission. A Nissan Elgrand with a full service history and no signs of the issues listed on this page can be a sound buy but each one needs to be checked individually before you commit.

What are the most common problems with a used Nissan Elgrand?

We've catalogued 17 known faults for the Nissan Elgrand, covering engine, suspension, and transmission. All 17 are written out in full on this page, with the symptoms to notice, what to inspect, and typical repair costs for each. Free to read, no account needed.

How much do repairs cost on a Nissan Elgrand?

Most single repairs on the Nissan Elgrand fall between $420–$2,000 at NZ independent-workshop rates. Some of the 17 documented faults cost less and a few cost considerably more, and no one car needs them all. Knowing which ones to look for before you view is what lets you negotiate the price down or walk away.

Should I get a pre-purchase inspection on a Nissan Elgrand?

Yes. A Nissan Elgrand inspection focused on its known weak points is the single best way to avoid an expensive mistake. KickTyres gives you a guided, model-specific inspection plus a market valuation and negotiation figure for $24.90 far less than the cost of missing one of the faults on this page.