Nissan1997–2015 Critical issues documented

Nissan Frontier D40: common faults & what to check

The D40 is the Nissan Frontier built 2005–2015. Of the 26 faults documented for the Frontier, 23 apply to this generation, each with its symptoms, what to inspect and a typical repair cost. Free, no account needed.

Check this exact Nissan Frontier

Odometer history
Money owing
Reported stolen
Ownership history

Official NZ vehicle register data
NZ owned and operated

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Documented faults

Critical

Most serious

$1,500–$3,800

Typical repair

Systems covered

Which Nissan Frontier are you looking at?

4 generation variants documented. Pick the shape you recognise: the faults, the servicing and the timeline below all narrow to it. Free, no account needed.

Engine not documented

4 variants documented

Nissan Frontier, D21 (1985–1998) (KickTyres illustration)

1985–1998D211985–1998D21Engine not documented for this generationEngine not documentedDocumented issues0 knownSee faults & what to checkKickTyres illustration, not a photograph.

Nissan Frontier, D22 (1997–2015) (KickTyres illustration)

1997–2015D221997–2015D22Engine not documented for this generationEngine not documentedDocumented issues3 knownSee faults & what to checkKickTyres illustration, not a photograph.

Nissan Frontier, D40 (2005–2015) (KickTyres illustration)

2005–2015D402005–2015D40Engine not documented for this generationEngine not documentedDocumented issues23 knownSee faults & what to checkKickTyres illustration, not a photograph.

Nissan Frontier, D23 (2014–now) (KickTyres illustration)

2014–nowD232014–nowD23Engine not documented for this generationEngine not documentedDocumented issues1 knownSee faults & what to checkKickTyres illustration, not a photograph.

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? These cover every year of this model.

2.4L petrol (KA24-DE)· 2.4 litre petrol 2.5L diesel (YD25-DDTI)· 2.5 litre diesel 2.7L diesel (TD27-T)· 2.7 litre diesel 3.0L diesel (ZD30-DDTI)· 3.0 litre diesel

2005 is a changeover year: a Nissan Frontier built then could be the D22 or the D40. Faults from all of them are shown, because guessing would hide real ones.

We cannot narrow the engine list to this year, so every engine this model was sold with is offered.

Start your free check on this Nissan Frontier

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Nissan FrontierEngine not picked yet

Pick the engine above first: the Frontier came with 4, and without it the report has to show all of their faults. Pick the engine

Can't confirm for this car

Nissan Frontier · 2005

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 Frontier before you hand over any money. Every documented fault is listed below, each with its own page.

Costly issue
Inspect all four rear U-bolts closely for corrosion, cracking at the bend, or deformation.
See why
Rear Leaf Spring U-Bolt Corrosion and Fracture
D40 Navara rear leaf spring U-bolts are prone to severe corrosion in NZ/AU conditions, particularly on vehicles used near the coast or on unsealed roads. Corroded U-bolts can fracture, allowing the leaf spring pack to shift laterally or the axle to displace under load. This is a structural safety failure if not caught early. Spring leaves can also crack from metal fatigue in overloaded configurations.
What you would notice
- Creaking or clunking from rear suspension over rough surfaces
- Vehicle pulling under braking
- Visible corrosion, cracking, or distortion on U-bolts
- Rear axle appearing off-centre relative to spring perch
- Uneven rear tyre wear
Typically $400–$1,200 to put right.
Costly issue
Check both ends of the rear axle housing where the axle shafts emerge — fresh gear oil here indicates failed shaft seals.
See why
D22 and D40 Rear Differential Pinion and Axle Oil Seal Weeping
Both the D22 and D40 Navara use a conventional solid rear axle with hypoid bevel gear differential. The pinion oil seal (at the front of the differential where the propeller shaft connects) and the inner axle shaft seals are known to weep gear oil over time, particularly once odometer readings pass 150,000 km. Weeping pinion seals contaminate the rear brakes — a safety-critical failure mode — while axle seal leaks allow gear oil to saturate the brake drum linings, significantly reducing braking performance.
What you would notice
- Gear oil residue or wet film visible on the rear axle housing near brake drum or at the differential pinion flange
- Rear brake fade or pulling to one side under braking — indicating oil-contaminated brake shoes
- Differential oil level low on check with no visible pooling under the vehicle
- Burning gear oil smell from the rear of the vehicle after driving
Typically $200–$700 to put right.

See all 23 issues for this oneDocumented for the exact year and engine you picked, including 8 rated critical.

Body, brakes, suspension & interior1

01Rear Leaf Spring U-Bolt Corrosion and Fracture

Inspect all four rear U-bolts closely for corrosion, cracking at the bend, or deformation.diesel2005–2015Suspension$400–$1,200

CommonSuspension $400–$1,200 to fix

D40 Navara rear leaf spring U-bolts are prone to severe corrosion in NZ/AU conditions, particularly on vehicles used near the coast or on unsealed roads. Corroded U-bolts can fracture, allowing the leaf spring pack to shift laterally or the axle to displace under load. This is a structural safety failure if not caught early. Spring leaves can also crack from metal fatigue in overloaded configurations.

Symptoms to notice

Creaking or clunking from rear suspension over rough surfaces
Vehicle pulling under braking
Visible corrosion, cracking, or distortion on U-bolts
Rear axle appearing off-centre relative to spring perch
Uneven rear tyre wear

What to check

Inspect all four rear U-bolts closely for corrosion, cracking at the bend, or deformation.
Check each leaf spring for cracked or broken leaves.
Verify the rear axle is centred on the spring pack and that the centre bolt head is intact.
Look for any axle wind-up or re-centring repair evidence.

Where to look: Rear axle – leaf spring packs and U-bolts securing springs to the rear axle housing

Parts involved: Rear leaf spring, Body corrosion.

Ask the seller

“Has the vehicle been used for heavy towing or carried regular overloads?”
“Have the rear U-bolts been replaced or inspected recently?”
“Has the vehicle operated near the coast or regularly on gravel roads?”

Fluid leaks1

02D22 and D40 Rear Differential Pinion and Axle Oil Seal Weeping

Check both ends of the rear axle housing where the axle shafts emerge — fresh gear oil here indicates failed shaft seals.1997 onwardFluid Leaks$200–$700

CommonFluid Leaks $200–$700 to fix

Both the D22 and D40 Navara use a conventional solid rear axle with hypoid bevel gear differential. The pinion oil seal (at the front of the differential where the propeller shaft connects) and the inner axle shaft seals are known to weep gear oil over time, particularly once odometer readings pass 150,000 km. Weeping pinion seals contaminate the rear brakes — a safety-critical failure mode — while axle seal leaks allow gear oil to saturate the brake drum linings, significantly reducing braking performance.

Symptoms to notice

Gear oil residue or wet film visible on the rear axle housing near brake drum or at the differential pinion flange
Rear brake fade or pulling to one side under braking — indicating oil-contaminated brake shoes
Differential oil level low on check with no visible pooling under the vehicle
Burning gear oil smell from the rear of the vehicle after driving

What to check

Check both ends of the rear axle housing where the axle shafts emerge — fresh gear oil here indicates failed shaft seals.
Remove a rear brake drum and inspect the shoes for oil contamination (shiny, saturated, or discoloured lining material indicates seal failure).
If a workshop inspection is possible: With the vehicle on a hoist, inspect the pinion seal where the rear propeller shaft flange meets the differential nose for gear oil weeping or residue.

Where to look: Rear differential housing — pinion seal at front of diff nose, axle shaft seals at each end of the rear axle housing

Parts involved: Differential.

Ask the seller

“Have the rear differential pinion or axle shaft seals ever been replaced?”
“When were the rear brake shoes last inspected or replaced, and was any oil contamination found?”
“Is there any gear oil residue visible around the rear axle housing or differential?”

Depends on the exact engine — 21 moreDocumented for a specific engine we could not confirm from what you picked. Check the engine code on the car.

Engine, transmission & cooling16

01YD25DDTi Rear Timing Chain Tensioner Catastrophic Failure

Check oil level and condition before anything else – this failure is strongly correlated with low or degraded oil.diesel2005–2015EngineCan't confirm for this car$5,000–$14,000

Very commonEngine $5,000–$14,000 to fix

Can't confirm for this car

The YD25DDTi 2.5-litre diesel has a rear-mounted secondary timing chain tensioner that is entirely oil-pressure dependent. If oil pressure drops – through low oil level, degraded oil, or a faulty pump – the tensioner collapses, the chain slackens, and the engine suffers catastrophic internal damage including bent valves and broken pistons. This failure mode was the subject of an Australian ACCC recall action in 2012. It remains the most expensive and common serious failure on the D40 Navara diesel.

Symptoms to notice

Loud rattle from the rear of the engine on cold start
Check engine light with camshaft timing fault codes (P0016, P0340)
Sudden engine knock followed by loss of power
Engine will not restart after stalling
Metal debris visible in oil on drain or in oil filter element

What to check

Check oil level and condition before anything else – this failure is strongly correlated with low or degraded oil.
Ask for a documented oil service history; any gap beyond 10,000 km is a serious risk indicator.
Cold-start the engine and listen for rattle from the rear of the engine bay.
Request pre-purchase inspection by a Nissan-familiar diesel mechanic to check tensioner oil feed passages.

Where to look: Rear of the YD25DDTi engine block – secondary timing chain and hydraulic tensioner behind the flywheel housing

Parts involved: Timing chain.

Ask the seller

“Has the rear timing chain tensioner been inspected or replaced?”
“What is the documented oil change interval and oil specification used?”
“Has the oil pressure warning light ever illuminated?”
“Is there evidence of Australian recall compliance for the YD25 tensioner campaign?”

02ZD30DDTi Head Bolt Stretch and Head Gasket Failure

Remove oil filler cap and inspect underside for creamy emulsion.diesel2001–2015EngineCan't confirm for this car$3,000–$8,500

Very commonEngine $3,000–$8,500 to fix

Can't confirm for this car

The ZD30DDTi 3.0-litre turbodiesel uses undersized M11 head bolts that are prone to stretching under thermal cycling. As bolts lose clamping force, the head gasket fails — most commonly between cylinders 3 and 4 — allowing coolant and combustion gases to cross-contaminate. This leads to rapid overheating, white exhaust smoke, coolant loss, and if ignored, a warped or cracked cylinder head. The failure is accelerated by even brief overheat events. Nissan issued no recall; the recommended fix is a head stud upgrade (ARP or equivalent) combined with a full head gasket replacement and surface machining.

Symptoms to notice

White steam or smoke from exhaust, particularly on startup
Coolant level dropping with no visible external leak
Milky or frothy residue under oil filler cap
Engine overheating warning, rising temperature gauge

What to check

Remove oil filler cap and inspect underside for creamy emulsion.
Check coolant reservoir for oily film or brown discolouration.
Start cold engine and observe exhaust for sustained white smoke beyond normal condensation.
Check for bubbles in overflow tank with engine running, indicating combustion gas intrusion.
If a workshop inspection is possible: Pressure-test cooling system for unexplained pressure loss.

Where to look: Cylinder head / head gasket, top of engine block

Parts involved: Head gasket.

Ask the seller

“Has the head gasket or head studs ever been replaced, and do you have workshop receipts?”
“Has the engine ever overheated, even briefly?”
“Has the cooling system been pressure tested recently?”

03YD25DDTi Cracked Cylinder Head and Coolant Loss

Check coolant reservoir for brown oily contamination.diesel2005–2015EngineCan't confirm for this car$3,500–$8,500

Very commonEngine $3,500–$8,500 to fix

Can't confirm for this car

The YD25DDTi 2.5L common-rail diesel engine fitted to D40 Navaras suffers from thermally-induced cracking of the aluminium cylinder head, typically between valve seat inserts and coolant jacket passages. Rapid thermal cycling under load — particularly towing or sustained highway running — causes the casting to crack. Coolant enters the combustion chamber or oil gallery, leading to hydrolock risk and catastrophic bearing failure if undetected. Nissan Australia issued a voluntary service campaign and extended the warranty on affected cylinder heads to 10 years/200,000 km on some production runs.

Symptoms to notice

White or grey exhaust smoke under load or on cold start that does not clear
Coolant level dropping with no visible external leak
Oil filler cap showing white emulsion (coolant-oil mixing)
Overheating gauge creeping up during towing or highway driving

What to check

Check coolant reservoir for brown oily contamination.
Inspect oil filler cap for white mayonnaise emulsion.
Conduct a combustion gas (CO2) sniff test on the coolant reservoir with engine warm.
Request any previous head replacement history from seller.
Look for white exhaust smoke under load.

Where to look: Cylinder head, top of YD25DDTi engine block

Parts involved: Cylinder head.

Ask the seller

“Has the cylinder head ever been replaced or reconditioned under the Nissan extended warranty campaign?”
“Can you show the full service history including any coolant system work?”
“Has the vehicle ever overheated or run low on coolant?”

04YD25DDTi High-Pressure Fuel Pump and Injector Failure

Scan for fault codes, particularly P0087 (fuel rail pressure too low) or P1272/P1273 injector balance codes.diesel2005–2015EngineCan't confirm for this car$2,500–$7,000

CommonEngine $2,500–$7,000 to fix

Can't confirm for this car

The YD25DDTi common-rail diesel system uses a high-pressure fuel pump (HPFP) and Bosch piezoelectric injectors that are sensitive to fuel contamination and wear. Pump failure typically results from cavitation caused by aerated or low-lubricity fuel. When the HPFP fails catastrophically it can shed metal particles throughout the entire high-pressure fuel circuit, contaminating injectors, fuel rail, and in severe cases the cylinder head fuel galleries. A full system failure requires replacement of pump, all injectors, fuel rail, and high-pressure lines — an expensive outcome. Early-stage pump wear presents as hard starting when hot and rough idle at low rpm.

Symptoms to notice

Difficulty starting when engine is hot, cranks but takes multiple attempts
Rough idle and misfiring at low rpm
Loss of power under load with intermittent surging
Engine management warning light with fuel system fault codes

What to check

Scan for fault codes, particularly P0087 (fuel rail pressure too low) or P1272/P1273 injector balance codes.
Check fuel rail pressure with a calibrated gauge — low pressure at idle indicates pump wear.
Inspect fuel filter housing for metal debris or discolouration in the fuel.
Check for signs of previous injector or pump replacement.
Ask workshop to perform injector return-flow test to confirm injector health before purchase.

Where to look: High-pressure fuel pump on engine block, injectors in cylinder head

Parts involved: High-pressure fuel pump, Fuel injector.

Ask the seller

“Has the high-pressure fuel pump or any injectors been replaced?”
“Has the vehicle been run on low-quality or contaminated diesel at any point?”
“Are there any stored or historical fuel system fault codes?”

05D40 YD25DDTi Head Gasket Failure Between Bores

Perform a combustion leak (block) test on the coolant reservoir — a positive result confirms exhaust gas in coolant.diesel2005–2015EngineCan't confirm for this car$2,800–$5,500

Very commonEngine $2,800–$5,500 to fix

Can't confirm for this car

The YD25DDTi 2.5-litre four-cylinder diesel engine fitted to the D40 Navara has a well-documented failure mode where the head gasket cracks or erodes in the fire ring land between adjacent combustion chambers, particularly between cylinders 3 and 4. The narrow inter-bore bridge on the cast iron block combined with the high combustion pressures from a common-rail turbo diesel creates a hot spot that fatigues the MLS (multi-layer steel) head gasket over time. Symptoms include coolant loss without visible external leak, white exhaust smoke, and combustion gas contamination of the coolant. The failure is accelerated by overheating episodes, cooling system neglect, or high towing loads. Many failures occur between 150,000 and 250,000 km. The aluminium cylinder head also commonly warps and must be resurfaced or replaced.

Symptoms to notice

White or sweet-smelling smoke from exhaust under load
Coolant level dropping with no external leak
Bubbling or pressurisation in the coolant overflow reservoir
Overheating temperature gauge readings
Milky or frothy oil on dipstick or under oil cap
Loss of power or rough idle

What to check

Perform a combustion leak (block) test on the coolant reservoir — a positive result confirms exhaust gas in coolant.
Check the oil dipstick and underside of the oil filler cap for mayonnaise-like emulsification.
Inspect exhaust output at idle and under load for sustained white smoke.
Ask for coolant service records and check for any prior head gasket repair receipts.
Check whether the head has been skimmed.

Where to look: Cylinder head gasket sealing surface, between cylinders 3 and 4 on the YD25DDTi 2.5L diesel engine

Parts involved: Head gasket.

Ask the seller

“Has the head gasket ever been replaced, and is there an invoice from the workshop?”
“Has the vehicle ever overheated?”
“When was the coolant last changed and has the level been stable?”
“Has the cylinder head been inspected or resurfaced?”

06D40 YD25DDTi Timing Chain Tensioner Failure and Chain Rattle

The YD25DDTi engine uses a single-row primary timing chain with a hydraulic tensioner that is known to lose oil pressure retention over time.diesel2005–2015EngineCan't confirm for this car$900–$3,200

CommonEngine $900–$3,200 to fix

Can't confirm for this car

The YD25DDTi engine uses a single-row primary timing chain with a hydraulic tensioner that is known to lose oil pressure retention over time. The tensioner can collapse on cold start, allowing chain slack to slap against the guide rail. Prolonged operation with a failed tensioner causes chain stretch, jumped timing, and in severe cases bent valves and piston contact. The failure is often triggered by infrequent oil changes allowing oil pressure bleed-off in the tensioner check valve.

Symptoms to notice

Metallic rattling from front of engine on cold start lasting more than a few seconds
Check engine light with cam-to-crank correlation fault codes (P0016/P0017)
Engine runs rough or misfires after a cold start rattle event
Ticking noise that increases with engine speed on a cold engine

What to check

Cold-start the engine and listen immediately for a metallic rattling or clattering from the front of the engine that persists more than 3 seconds before quietening.
Check oil condition and service interval history — neglected oil is the primary trigger.
Ask about any MIL codes related to cam/crank correlation (P0016, P0017).

Where to look: Front of engine, timing chain cover, driver's side

Parts involved: Timing chain.

Ask the seller

“Does the engine rattle on cold start before oil pressure builds?”
“What is the oil change interval and what oil grade has been used?”
“Has a timing chain, tensioner, or guide replacement ever been carried out?”

07D40 RE5R05A Torque Converter Lock-Up Shudder

Drive at steady 80 km/h on light throttle in overdrive and hold — shudder indicates TCC slip.diesel2005–2015TransmissionCan't confirm for this car$2,500–$6,000

CommonTransmission $2,500–$6,000 to fix

Can't confirm for this car

The RE5R05A five-speed automatic transmission used in D40 Navara 4WD models is susceptible to torque converter clutch (TCC) shudder, typically at light throttle in overdrive at 60 to 100 km/h. The TCC applies a clutch inside the torque converter to improve fuel economy; the friction material on this clutch degrades over time and causes a fine vibration or shudder that can be mistaken for a misfire or driveline vibration. Contributing factors include prolonged use of deteriorated ATF, overheating the transmission through towing, and low fluid levels. The shudder can also be caused by micro-aeration of fluid from a blocked filter or failed ATF cooler. Early intervention with a fluid and filter service and a friction modifier additive sometimes resolves mild cases; severe wear requires torque converter replacement or full transmission overhaul.

A cutaway automatic transmission torque converter showing the internal turbine and stator. — A torque converter, sectioned. The lock-up clutch inside is what shudders.
No machine-readable author provided. BerndB~commonswiki assumed (based on copyright claims). · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

Vibration or shudder at light throttle between 60 and 100 km/h in overdrive
Shudder disappears when accelerating firmly or decelerating
Shudder absent in lower gears
Transmission fluid dark, burnt-smelling, or overdue
Delayed engagement or harsh shifts when cold

What to check

Drive at steady 80 km/h on light throttle in overdrive and hold — shudder indicates TCC slip.
Check ATF colour and smell on the dipstick (should be red and odourless).
Ask for ATF service history; a flush at under 60,000 km intervals is ideal for tow vehicles.
Check the transmission sump externally for signs of overheating discolouration.
Confirm whether an aftermarket transmission cooler has been fitted if vehicle was used for towing.

Where to look: RE5R05A automatic transmission torque converter, inside the bell housing between engine and transmission

Parts involved: Torque converter.

Ask the seller

“When was the automatic transmission fluid last changed and what product was used?”
“Has the vehicle towed regularly and has an aftermarket transmission cooler been fitted?”
“Has the transmission ever been serviced internally or had the filter replaced?”
“Have you noticed any shudder or vibration at highway cruise speeds?”

08ZD30DDTi Excessive Oil Consumption and Piston Ring Failure

Check oil level and note colour — dark black oil suggests extended intervals.diesel2001–2015EngineCan't confirm for this car$1,800–$6,000

CommonEngine $1,800–$6,000 to fix

Can't confirm for this car

The ZD30DDTi is documented to consume engine oil at rates significantly above factory tolerance, often exceeding 1 litre per 2,000–3,000 km. The primary cause is piston ring wear and carbon glazing of the cylinder bores, compounded by the engine running lean under certain boost conditions. Excessive oil consumption leads to blue-grey exhaust smoke, fouled injectors, and turbocharger oil seal failure. In severe cases the engine can experience hydrostatic lock from oil accumulation in the intake system via a failed turbo seal, causing catastrophic connecting rod or block failure. The issue is exacerbated in vehicles that idle frequently or that have not had regular oil changes.

Symptoms to notice

Blue or grey smoke from exhaust under load or on overrun
Oil level dropping noticeably between service intervals
Oil residue around turbocharger outlet or intercooler hoses
Fouled or black spark-plug equivalent — injector tip carbon build-up

What to check

Check oil level and note colour — dark black oil suggests extended intervals.
Inspect intercooler intake hose for oil film inside, indicating turbo seal failure.
Observe exhaust under hard acceleration and on throttle lift for blue smoke.
Remove air filter housing and check inlet tract for oil pooling.
Ask for service history showing oil change intervals.

Where to look: Engine internals — pistons, rings, cylinder bores; turbocharger oil seals

Parts involved: Turbocharger, Fuel injector.

Ask the seller

“How much oil does the engine consume between services, and how often is it checked?”
“Has the turbocharger been replaced or rebuilt?”
“Are complete service records with oil change receipts available?”

09ZD30DDTi Timing Chain Stretch and Guide Wear

Cold-start the engine from fully cold and listen immediately for chain rattle from the upper front of the engine.diesel2001–2015EngineCan't confirm for this car$2,200–$5,000

CommonEngine $2,200–$5,000 to fix

Can't confirm for this car

The ZD30DDTi timing chain and plastic guides are prone to premature stretch, particularly in vehicles with infrequent oil changes. Chain stretch causes timing retardation, cold-start rattle, and in severe cases allows the chain to jump a tooth, leading to valve-to-piston contact. The failure is progressive – early rattle is a clear warning that is often ignored until the chain skips.

Symptoms to notice

Rattling from engine top-end on cold start that may clear after warm-up
Rough idle particularly when cold
Check engine light with camshaft or crankshaft timing correlation codes
Slightly elevated fuel consumption

What to check

Cold-start the engine from fully cold and listen immediately for chain rattle from the upper front of the engine. Connect an OBD2 scanner and check for cam/crank position fault codes. Ask about oil change intervals – extended drain intervals are the primary cause of accelerated guide wear.

Where to look: Front upper engine – timing chain, tensioner, and plastic guides behind the timing cover

Parts involved: Timing chain.

Ask the seller

“Has the timing chain or tensioner ever been replaced or inspected?”
“What are the oil change intervals and what oil specification is used?”
“Has the check engine light appeared with cam sensor or timing codes?”

10D40 Transfer Case Chain Rattle and 4WD Engagement Failure

With the vehicle in neutral and engine at idle, engage 4WD modes sequentially and listen for chain rattle or mechanical whirring.2005–2015TransmissionCan't confirm for this car$1,800–$4,500

CommonTransmission $1,800–$4,500 to fix

Can't confirm for this car

The D40 Navara uses an All-Mode 4WD system with a chain-driven transfer case (model MTC 13CA or similar). The internal drive chain and its tensioner are known to wear prematurely, especially if the transfer case oil is not changed at the recommended interval or if the unit is operated in Auto 4WD continuously on sealed roads. Chain wear produces a characteristic rattle or whirring noise and can eventually cause slipping during 4WD engagement or failure to lock into 4H/4L modes.

Symptoms to notice

Metallic rattling or whirring noise from centre of vehicle at highway speeds in Auto or 4H mode
4WD engagement lamp flashing or failing to illuminate when 4H or 4L is selected
Shudder or vibration through the drivetrain on tight low-speed turns in 4WD
Transfer case oil contaminated with fine metal particles on drain inspection

What to check

With the vehicle in neutral and engine at idle, engage 4WD modes sequentially and listen for chain rattle or mechanical whirring. Road test in a straight line in 4H on a low-traction surface (grass or gravel) and confirm drive is being sent to all four wheels. Check transfer case oil level and condition — milky or metallic-flecked oil indicates internal wear.

Where to look: Transfer case, mounted behind main gearbox on centre tunnel

Parts involved: Transfer case.

Ask the seller

“Has the transfer case oil ever been changed, and at what intervals?”
“Does the 4WD system engage cleanly into 4H and 4L without any warning lights or delay?”
“Has any drivetrain rattle or vibration been investigated or repaired?”

11D40 YD25 Dual-Mass Flywheel (DMF) Failure

With the engine at idle and in neutral, depress the clutch and listen for the rattle to disappear — this isolates the DMF as the noise source.diesel2005–2015TransmissionCan't confirm for this car$2,200–$4,000

CommonTransmission $2,200–$4,000 to fix

Can't confirm for this car

Manual transmission D40 Navaras fitted with the YD25DDTi diesel engine use a dual-mass flywheel (DMF) to dampen the high torque pulse frequency of the common-rail diesel. The DMF contains internal springs and damping grease that degrade over time, particularly under towing loads, hill starts, or any driving style involving low-rpm high-load situations. As the DMF wears, its internal spring mechanism breaks down, causing the two flywheel masses to rattle against each other. A failed DMF transmits shock loads directly to the gearbox input shaft and can damage the clutch assembly simultaneously. Replacement of the DMF necessitates removal of the gearbox and transfer case, and the clutch is typically replaced at the same time. Failures commonly occur from 120,000 km onwards.

Symptoms to notice

Rattling or clunking noise at idle that disappears when clutch pedal is depressed
Juddering or shuddering when pulling away from a standstill
Vibration through the gear lever at idle
Clunking sound when engine is switched off as it winds down
Clutch engagement shudder at low speed

What to check

With the engine at idle and in neutral, depress the clutch and listen for the rattle to disappear — this isolates the DMF as the noise source. Test clutch take-up at very low speed on a hill to feel for judder. Ask the seller if the clutch has ever been replaced and confirm what flywheel was installed (OEM DMF or solid flywheel conversion). A solid flywheel conversion is an acceptable fix but adds drivetrain vibration.

Where to look: Between engine and gearbox, bolted to rear of YD25DDTi crankshaft flange

Parts involved: Clutch.

Ask the seller

“Has the clutch or flywheel ever been replaced, and do you have the workshop invoice?”
“Was the flywheel replaced with an OEM dual-mass or a solid flywheel conversion kit?”
“Does the vehicle tow or carry heavy loads regularly?”
“Have you noticed any rattling at idle or judder on take-off?”

12ZD30DDTi Turbocharger Failure and Oil Starvation

Inspect inside the compressor housing for scoring marks.diesel2001–2015EngineCan't confirm for this car$1,500–$4,000

CommonEngine $1,500–$4,000 to fix

Can't confirm for this car

The Garrett turbocharger fitted to the ZD30DDTi is vulnerable to premature bearing failure caused by inadequate oil supply and oil coking in the feed line. Oil coking occurs when the engine is shut down immediately after hard running without an idle cool-down period, baking residual oil in the turbo centre housing. Repeated thermal shock degrades the centre bearing cartridge and shaft seal. A failing turbo presents first with shaft play and oil burning, then progresses to bearing seizure. In severe cases the compressor wheel contacts the housing, shedding aluminium fragments into the intake and intercooler. The oil feed banjo bolt restrictor is a known contributor and some workshops replace it with a higher-flow unit.

Symptoms to notice

Whining or screeching noise from turbocharger under boost
Excessive shaft play felt by hand with intake removed
Blue smoke on startup or under load from turbo oil seal
Oil pooling in intercooler pipe or air intake tract

What to check

Inspect inside the compressor housing for scoring marks.
Check the intercooler intake pipe for oil coating inside.
On a running engine listen for bearing whine above 2,000 rpm under load.
Inspect the turbo oil feed banjo bolt for blockage.
If a workshop inspection is possible: With engine off and cool, remove the turbo inlet hose and check the compressor wheel for play by gripping the shaft and pushing radially — more than 0.5 mm is concerning.

Where to look: Turbocharger mounted to exhaust manifold, driver's side of engine

Parts involved: Turbocharger.

Ask the seller

“Has the turbocharger been replaced or rebuilt?”
“Does the previous owner allow the engine to idle down before switching off after highway driving?”
“Is there oil residue in the intake pipes or intercooler?”

13YD25DDTi EGR Valve and Inlet Manifold Carbon Clogging

Inspect intercooler inlet and outlet rubber boots for oily black carbon residue.diesel2005–2015EngineCan't confirm for this car$700–$2,200

CommonEngine $700–$2,200 to fix

Can't confirm for this car

The YD25DDTi EGR system progressively accumulates carbon deposits in the EGR valve, intercooler piping, and inlet manifold from recirculated exhaust gases. Vehicles used mainly for short urban trips accumulate carbon significantly faster. Severe clogging restricts airflow and causes power loss, elevated exhaust gas temperatures, and rough running. Inlet manifold removal and cleaning, or EGR valve replacement, is a common service job on high-mileage D40 Navaras.

Symptoms to notice

Progressive loss of power under load
Rough idle or hesitation on acceleration
Increased black smoke output
Check engine light with EGR fault codes
Oily black residue inside intercooler hoses

What to check

Inspect intercooler inlet and outlet rubber boots for oily black carbon residue.
Ask about typical use – short-trip urban driving accelerates build-up significantly.
Check for EGR-related fault codes using an OBD2 scanner.
If accessible, visually inspect the inlet manifold for heavy soot accumulation.

Where to look: Intake side of engine – EGR valve, intercooler piping, and inlet manifold on the YD25DDTi

Parts involved: Intake manifold, EGR valve.

Ask the seller

“Has the EGR valve and inlet manifold been cleaned or replaced?”
“Is the vehicle mainly used for short urban trips or highway driving?”
“Are there any stored engine management fault codes?”

14D40 Automatic Transmission Cooler Line Fatigue and ATF Leak

With engine warm and ATF at operating temperature, inspect the full run of both transmission cooler lines from the transmission body to the cooler.2005–2015TransmissionCan't confirm for this car$400–$1,400

CommonTransmission $400–$1,400 to fix

Can't confirm for this car

D40 Navaras fitted with the RE5R05A five-speed automatic transmission route ATF to an external oil cooler via metal-to-rubber crimped lines that pass close to the engine crossmember. Vibration and heat cycling cause the crimped ferrule joints to fatigue and crack, or the rubber section to harden and split. ATF loss is often gradual and goes unnoticed until severe transmission slipping or burning occurs. A complete loss of fluid results in irreversible transmission damage requiring full replacement.

Symptoms to notice

Red ATF drips or puddle under the vehicle forward of the transmission
Transmission slipping, delayed engagement, or harsh shifts as ATF level drops
Burning smell from underneath after highway driving
Low ATF level on dipstick with no prior external leak visible

What to check

With engine warm and ATF at operating temperature, inspect the full run of both transmission cooler lines from the transmission body to the cooler. Pay particular attention to the crimped ends where metal meets rubber. Look for red-brown ATF residue, seeping wet joints, or hardened cracked rubber. Check ATF level on dipstick and note any burning smell.

Where to look: Transmission cooler lines running from RE5R05A gearbox to front-mounted cooler, near crossmember

Ask the seller

“Has the automatic transmission ever slipped, flared, or had delayed engagement?”
“When were the transmission cooler lines last inspected or replaced?”
“Is there any red fluid residue visible under the vehicle near the gearbox?”

15D40 YD25 Fuel Rail Pressure Sensor Failure and Limp Mode

Scan the ECM for fault codes — a functional fuel rail pressure sensor fault typically stores P0191 (fuel rail pressure too low), P0192, or P0193.diesel2005–2015EngineCan't confirm for this car$280–$750

CommonEngine $280–$750 to fix

Can't confirm for this car

The high-pressure fuel rail on the YD25DDTi common-rail diesel engine uses a piezo-electric pressure sensor to regulate injection pressure via the ECM. These sensors develop internal seal failures or electrical faults, sending out-of-range pressure signals that cause the ECM to enter limp mode (restricted to approximately 3,000 RPM and reduced fuel delivery). The fault is often intermittent initially, worsening with heat cycles, and generates a consistent fault code.

Symptoms to notice

Engine enters limp mode (RPM limited to around 3,000, poor acceleration) particularly under load or when hot
Check engine light with fuel rail pressure sensor fault codes P0191/P0192/P0193
Hesitation, flat spots, or surging under hard acceleration before limp mode triggers
Fault clears after engine cool-down and restart but recurs on next hard drive

What to check

Scan the ECM for fault codes — a functional fuel rail pressure sensor fault typically stores P0191 (fuel rail pressure too low), P0192, or P0193. Clear codes and road test under load to see if the fault re-triggers. Check for fuel weeping around the sensor thread. A live data scan showing fuel rail pressure fluctuating erratically at steady throttle is a strong diagnostic indicator.

Where to look: High-pressure fuel rail, top of YD25DDTi engine, sensor threaded into rail body

Parts involved: Fuel rail.

Ask the seller

“Has the vehicle ever entered limp mode or shown a check engine light related to fuel pressure?”
“Has the fuel rail pressure sensor been replaced at any point?”
“Does the vehicle hesitate or cut power under hard acceleration when up to temperature?”

16YD25DDTi Intercooler Hose Boost Leak

With the engine at idle, carefully run a hand along each intercooler hose to feel for air escaping.diesel2005–2015EngineCan't confirm for this car$150–$600

CommonEngine $150–$600 to fix

Can't confirm for this car

The intercooler system on the YD25DDTi uses rubber hoses secured by spring-type clamps that are prone to cracking and splitting, particularly the hose at the turbo compressor outlet and the hose connecting the intercooler to the intake manifold throttle body. Cracked or loose hoses cause unmetered air to bypass the MAF sensor, and boost pressure to escape before reaching the engine. The result is a significant loss of turbo power, increased fuel consumption as the ECU compensates, and in some cases black smoke from overfuelling. The failure is accelerated by the hose aging in the engine bay heat and by the hose being disturbed during any air filter service if clamps are not retorqued.

Symptoms to notice

Noticeable loss of power and turbo lag under acceleration
Hissing or fluttering sound from engine bay under load
Black smoke from exhaust during acceleration
Increased fuel consumption without mechanical cause

What to check

With the engine at idle, carefully run a hand along each intercooler hose to feel for air escaping. Inspect each hose for cracks, splits, or perishing, particularly at the hose ends near clamps. Check that all spring clamps are fully seated in their grooves and have not backed off. A smoke machine introduced to the intake at idle is the definitive test for boost leaks. Also check the crankcase breather hose connected to the intake.

Where to look: Intercooler hoses — turbo outlet pipe and intercooler-to-throttle pipe in engine bay

Parts involved: Intake manifold, Turbocharger.

Ask the seller

“Has there been any power loss or turbo boost issue that was investigated?”
“Have the intercooler hoses been replaced or inspected recently?”
“Has a boost leak test been performed?”

Electrical1

01D40 Front Differential Vacuum Actuator Failure

Locate the vacuum actuator on the front differential — a small canister with a vacuum line attached.2005–2015ElectricalCan't confirm for this car$250–$900

CommonElectrical $250–$900 to fix

Can't confirm for this car

The D40 Navara uses a vacuum-operated actuator on the front differential to engage and disengage the front axle from the drivetrain when switching between 2WD and 4WD. The actuator diaphragm perishes over time or the vacuum lines crack, causing the front diff to remain disengaged (no 4WD engagement) or, less commonly, to remain locked in 4WD causing binding on sealed roads. The failure is exacerbated by underbonnet heat and age of the rubber components.

Symptoms to notice

4WD light illuminates on the dash but the front wheels receive no drive — vehicle behaves as 2WD only
Vacuum line visible cracked, split, or disconnected from actuator canister
4WD engagement is intermittent depending on engine temperature or underbonnet heat
Front differential actuator canister cracked or its mounting bracket corroded through

What to check

Locate the vacuum actuator on the front differential — a small canister with a vacuum line attached.
With engine running, disconnect the vacuum line and confirm vacuum is present.
Check the diaphragm by applying vacuum directly to the actuator and verifying it holds.
Inspect all vacuum lines for cracking, kinking, or disconnection.
Engage 4WD and verify front wheels are receiving drive by checking for axle shaft rotation.

Where to look: Front differential housing, driver's side — vacuum actuator canister and associated vacuum lines

Parts involved: Differential.

Ask the seller

“Does the 4WD system engage and provide drive to the front wheels when tested off-road or on gravel?”
“Has the front differential vacuum actuator or any vacuum lines been replaced?”
“Has the vehicle ever failed to engage 4WD despite the dash light showing it engaged?”

Body, brakes, suspension & interior4

01D40 chassis rail cracking or bending at the towbar (genuine Nissan towbar recall, built 2005 to 2010)

Wire-brush any surface rust from these zones before inspection.2005–2015Body & RustCan't confirm for this car$1,500–$5,500

CommonBody & Rust $1,500–$5,500 to fix

Can't confirm for this car

D40 Navaras built July 2005 to January 2010 with a genuine Nissan towbar were recalled in 2013 (about 40,400 in Australia) because the towbar could overstress the rear ends of the chassis rails, which can crack or bend. The cracking is caused by torsional stress concentration at those mount points combined with the double-cab body's relatively rigid cab structure transferring load into a short rear frame section. Cracking was severe enough that Nissan Australia and Nissan Thailand issued a field fix involving welded reinforcement plates. In NZ the issue has been identified at WoF inspections as a structural defect preventing certification. Unrepaired cracks propagate and can lead to complete shock tower separation or frame rail fracture.

Symptoms to notice

Visible cracks or paint cracking around rear shock absorber mounting points
Unusual clunking or banging from rear suspension over rough terrain
Vehicle fails WoF or CoF inspection on structural grounds
Uneven tyre wear at rear axle

What to check

Wire-brush any surface rust from these zones before inspection. Look for hairline cracks radiating from bolt holes. Check for any previous weld repairs or patch plates that may indicate prior cracking. If a workshop inspection is possible: Lift vehicle on a hoist and thoroughly inspect both sides of the chassis rails with a torch, particularly the area 100–200 mm around the rear shock upper mounts and the rear spring front hanger brackets.

Where to look: Rear chassis frame rails, rear shock absorber upper mount towers

Parts involved: Chassis and structural rust.

Ask the seller

“Has the chassis ever been inspected or repaired for cracking, particularly at the rear shock mounts?”
“Is there a workshop certificate confirming chassis integrity?”
“Has the vehicle been used for towing or off-road driving regularly?”

02D40 Rear Crossmember Rust-Through at Spring Hanger

Use a screwdriver or probe to tap and prod the metal — soft or hollow spots indicate internal rust.diesel2005–2015Body & RustCan't confirm for this car$1,800–$5,000

CommonBody & Rust $1,800–$5,000 to fix

Can't confirm for this car

The rear chassis crossmember and frame rails on D40 Navaras corrode internally from the inside out. Road salt, mud, and water ingress through seam welds cause the steel to rust from within, eventually splitting the frame rail at the rear leaf spring hanger brackets. This is a structural failure that can cause the rear axle to detach from the chassis under load, particularly when towing or on rough terrain. The Australian government issued a compulsory recall (ACCC Recall PRA 2016/15918) covering D40 models due to this defect. Affected vehicles may show the crossmember cracking or completely separating at the weld join where the spring hanger is attached to the main rail.

Symptoms to notice

Visible rust bubbling or splitting on rear chassis crossmember
Creaking or popping from rear end when driving over bumps
Rear leaf spring hanger visibly cracked or separated from frame
Vehicle sits unevenly at rear
Structural distortion or deformation visible underneath rear tray

What to check

Use a screwdriver or probe to tap and prod the metal — soft or hollow spots indicate internal rust. Examine the full length of both rear frame rails with a torch for longitudinal cracks emanating from the hanger welds. Check for any repair plates or welded patches from a prior rectification. If a workshop inspection is possible: Lift the vehicle and inspect the rear crossmember and the frame rail directly at both leaf spring hanger weld joints.

Where to look: Rear chassis crossmember, specifically at the leaf spring front and rear hanger mounting points on both frame rails

Parts involved: Rear leaf spring.

Ask the seller

“Has this vehicle been subject to the Australian compulsory recall for rear crossmember rust and if so, can you provide the Nissan rectification certificate?”
“Has the rear chassis or crossmember been welded or plated at any point?”
“Has the vehicle been operated in a coastal, high-salt, or heavy off-road environment?”
“Has the underside ever been professionally rust-proofed or treated?”

03D40 Rear Leaf Spring Cracking and Main Leaf Fracture

Inspect each leaf spring visually with a torch for cracks, particularly at the spring eyes (both ends) and at the centre bolt location.2005–2015SuspensionCan't confirm for this car$500–$1,500

CommonSuspension $500–$1,500 to fix

Can't confirm for this car

The D40 Navara rear suspension uses a multi-leaf spring pack that is known to crack and fracture, particularly the main (top) leaf. Cracking typically initiates at the spring eye or at the centre bolt hole, areas of maximum stress concentration. The failure is accelerated by regular heavy loading, towing, or corrugated unsealed road use. A fractured main leaf can allow the axle to shift laterally, creating a dangerous handling situation, particularly during braking or cornering. Cracked springs also cause the rear end to sit lower than normal. This fault is well documented in NZ and AU markets given the prevalence of tow and work use for D40 Navaras.

Symptoms to notice

Rear of vehicle sitting lower on one side or both sides
Clunking or banging from rear suspension over bumps
Visible crack or separation in leaf spring pack
Vehicle pulling to one side under braking

What to check

Inspect each leaf spring visually with a torch for cracks, particularly at the spring eyes (both ends) and at the centre bolt location.
Check that the axle is sitting squarely under the vehicle — measure from axle housing to chassis rail on both sides.
Bounce each rear corner and listen for metallic clunking.
Check spring pack clamps and check if any leaves have separated from the pack.

Where to look: Rear suspension — leaf spring packs on both sides of rear axle

Parts involved: Rear leaf spring.

Ask the seller

“Has the vehicle been used regularly for heavy towing or carrying maximum payload?”
“Have the rear leaf springs been inspected or replaced?”
“Has the vehicle spent significant time on unsealed or corrugated roads?”

04D22 KA24DE Front Coil Spring Fatigue Cracking

Check for rust pitting at cracks.petrol1997–2015SuspensionCan't confirm for this car$350–$900

CommonSuspension $350–$900 to fix

Can't confirm for this car

The D22 Navara with the KA24DE petrol engine uses independent front suspension with coil springs over twin-tube shock absorbers. The front coil springs are known to fatigue and crack — typically at the lower spring seat coil — after high-mileage use, particularly on vehicles used on rough rural roads. A cracked coil spring can collapse suddenly, causing rapid changes in vehicle height and steering geometry, and in worst cases the fractured end can contact and puncture the tyre.

Symptoms to notice

Front of vehicle sitting noticeably lower on one side compared to the other without any load asymmetry
Clunking or knocking from front suspension over small bumps that is inconsistent with worn bushes or shock absorbers
Tyre contact or rubbing sound from the inner guard with no visible tyre or alignment issue
Visible fracture or full break in the coil spring windings, often with rust weeping from the crack

What to check

Check for rust pitting at cracks.
Measure ride height — a noticeably lower stance on one side without load indicates a failed spring.
If a workshop inspection is possible: With the vehicle on a hoist and front suspension hanging freely, visually inspect the full length of both front coil springs for hairline cracks or complete fractures — pay close attention to the lower two coils and the area immediately above the lower spring seat.

Where to look: Front suspension coil spring, lower coil near spring seat — both driver and passenger sides affected

Parts involved: Shock absorber / strut.

Ask the seller

“Have the front coil springs ever been inspected for cracking or replaced?”
“Does the front of the vehicle sit level, or is one corner noticeably lower than the other?”
“Has any clunking or knocking from the front suspension been investigated?”

Other Nissan Frontier engines and years3 documented issues that do not apply to the one you picked.

Engine, transmission & cooling2

01TD27T Injection Pump Wear and Fuel Delivery Failure

Test cold starting – engine should fire within 3–5 seconds after glow plug warm-up cycle.diesel1997–2001EngineDoes not apply$1,500–$3,800

CommonEngine $1,500–$3,800 to fix

Does not apply

The TD27T indirect-injection diesel fitted to early D22 Navaras suffers injection pump wear at high mileage, particularly in vehicles operated on contaminated or poor-quality diesel. Bosch and Zexel rotary pumps lose delivery pressure as internal tolerances open up with wear. Hard cold starting and progressive power loss are the typical progression. Replacement pumps are increasingly second-hand or require specialist rebuild as new-old-stock parts dry up.

Symptoms to notice

Difficult or slow cold starting requiring extended cranking
Progressive loss of power under load
Rough or hunting idle
Excessive black smoke on hard acceleration
Fuel knock or clatter on cold start

What to check

Test cold starting – engine should fire within 3–5 seconds after glow plug warm-up cycle.
Observe smoke colour under hard acceleration.
Check for any injection pump service history.
Ask about fuel source and whether any biodiesel or contaminated fuel has been used.

Where to look: Engine bay – injection pump mounted on the driver's side of the TD27T engine block

Parts involved: High-pressure fuel pump.

Ask the seller

“Has the injection pump ever been serviced or rebuilt?”
“Where is the vehicle fuelled and has any off-spec diesel been used?”
“Does it start reliably in cold conditions?”

02YD25DDTi DPF Clogging and Regeneration Failure

A soot load above 80% indicates imminent blockage.diesel2008–2015EngineDoes not apply$800–$3,500

CommonEngine $800–$3,500 to fix

Does not apply

Later D40 Navaras fitted with the YD25DDTi Euro 5 engine include a diesel particulate filter that requires periodic passive or active regeneration at highway temperatures. Vehicles used predominantly for urban or short-trip driving fail to complete regeneration cycles, causing soot accumulation to exceed the filter's capacity. When DPF blockage reaches a critical threshold the ECU enters limp mode, reducing power significantly. Forced regeneration via dealer scan tool may restore function temporarily, but severely blocked filters require removal and professional cleaning or replacement. Aftermarket DPF delete is illegal for road use in NZ and AU.

Symptoms to notice

DPF warning light illuminated on dashboard
Noticeable loss of power, engine enters limp mode
Increased fuel consumption without change in driving pattern
Exhaust emitting black smoke during attempted regeneration

What to check

A soot load above 80% indicates imminent blockage.
Check service history for DPF regeneration records.
Ask the seller about primary driving use — predominantly city driving is a strong risk factor.
Inspect for any non-standard exhaust modifications that may indicate illegal DPF removal.
If a workshop inspection is possible: Connect an OBD-II scan tool capable of reading Nissan-specific PIDs and check DPF soot load percentage and differential pressure sensor values.

Where to look: Exhaust system, downstream of turbocharger and catalytic converter

Parts involved: Diesel particulate filter.

Ask the seller

“Has the DPF warning light ever come on, and if so how was it resolved?”
“What is the typical daily driving pattern — mostly city, highway, or mixed?”
“Has the vehicle had a DPF service or forced regeneration at a dealer?”

Body, brakes, suspension & interior1

01Front Lower Control Arm Ball Joint Premature Wear

Any perceptible movement indicates the joint is worn beyond tolerance.diesel2015 onwardSuspensionDoes not apply$700–$2,200

CommonSuspension $700–$2,200 to fix

Does not apply

The front lower control arm ball joints on the D23 NP300 Navara wear to unsafe play well before expected service life, commonly presenting before 80,000km on vehicles with any off-road or towing use. Excessive ball joint play causes imprecise steering, pulling under braking, and clunking over bumps or during steering input. In severe cases ball joint failure can cause sudden uncontrolled collapse of the front suspension corner with loss of steering.

Symptoms to notice

Clunking noise from front suspension over bumps or speed humps
Clunk felt through steering wheel during parking manoeuvres
Steering pulling to one side or wandering
Uneven front tyre wear across the tread
Vehicle pulling to one side under braking
Vibration through steering wheel at highway speed

What to check

Any perceptible movement indicates the joint is worn beyond tolerance. Inspect the rubber boot on the ball joint for splitting or grease loss. If a workshop inspection is possible: With the vehicle raised safely on stands, lever the wheel vertically and laterally at 12 and 3 o'clock positions to check for ball joint play. A workshop inspection with the wheel off the ground and a dial indicator is the definitive test.

Where to look: Front suspension, lower control arm ball joint both sides

Parts involved: Ball joint.

Ask the seller

“Have the front lower ball joints been inspected or replaced?”
“Has the vehicle been used for off-road driving or heavy towing?”
“Is there any clunking from the front suspension?”
“When was the last wheel alignment done and what were the readings?”

What these repairs cost on other cars

Some of the Nissan Frontier’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 Leaf22 documented faults Nissan Micra22 documented faults Nissan Stagea22 documented faults

Nissan Frontier buyer questions

Is the Nissan Frontier reliable?

Like any used car, it depends on the specific example and its service history. Across the 26 documented faults for the Nissan Frontier, the recurring problem areas are engine, body & rust, and transmission. A Nissan Frontier 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 Frontier?

We've catalogued 26 known faults for the Nissan Frontier, covering engine, body & rust, and transmission. All 26 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 Frontier?

Most single repairs on the Nissan Frontier fall between $1,500–$3,800 at NZ independent-workshop rates. Some of the 26 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 Frontier?

Yes. A Nissan Frontier 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.