Parts for your 1998 Nissan Pulsar-Cluth slave cylinder

1998 Nissan Pulsar cluth-slave-cylinder: what it does and how to look after it

Based on the Nissan N15 Series Workshop Manual (CL section), the Haynes Nissan Pulsar/Almera 1995–2000 manual, and major clutch catalogues such as Exedy’s listings for GA16DE and SR20DE variants, the 1998 Nissan Pulsar with a manual gearbox uses a hydraulic clutch system with a clutch master and a cluth-slave-cylinder (clutch slave cylinder). Automatic versions don’t use a cluth-slave-cylinder at all, as the torque converter handles drive engagement. So, for manual N15 Pulsars sold in Australia and New Zealand, the cluth-slave-cylinder is absolutely relevant and fitted from factory.

The cluth-slave-cylinder converts hydraulic pressure from the master cylinder into a push on the clutch release fork, disengaging the clutch so gears can be selected smoothly. It’s bolted to the transmission housing and works every time the pedal’s pressed. When it starts to go, owners may notice a soft or sinking pedal, difficulty getting into first or reverse, clutch slip after shifting, or fluid weeping at the cylinder boot or down the bellhousing. Left too long, it can strand the car or accelerate wear of the clutch itself.

• Inspect at each service for leaks, torn dust boots, and damp lines.
• Keep the clutch hydraulic fluid fresh—DOT 3 (or DOT 4) replaced every 2 years/40,000 km is a good rule.
• Bleed the system after any hydraulic work, use the nipple on the slave and avoid letting air back in.
• Check pedal height and free play to spec (adjustment is at the master pushrod, not the slave).
• When replacing the cluth-slave-cylinder, clean the mating surface and torque the mounting bolts to the workshop spec.
• Inspect the flexible hose for cracks or ballooning and replace if suspect.
• Don’t get spilt brake fluid on paint or the clutch friction surfaces.

Replacement is straightforward for a competent home mechanic: clamp or cap the line to minimise fluid loss, unbolt the old unit, swap in the new cylinder with a light smear of rubber-compatible grease on the pushrod seat, reconnect the line, then bleed until the pedal feels firm and free of bubbles. Quality parts and fresh fluid go a long way. For high‑kilometre Pulsars, doing the master and cluth-slave-cylinder together helps prevent repeat bleeding jobs down the track.

Popular questions about the 1998 Nissan Pulsar cluth-slave-cylinder

Does a 1998 Nissan Pulsar have a cluth-slave-cylinder?
Manual N15 Pulsars do—Nissan’s workshop documentation and common parts catalogues list a hydraulic clutch with a slave cylinder on GA16DE and SR20DE models. Automatic versions don’t have one because they use a torque converter instead of a conventional clutch.

What fluid should be used and how often should it be changed?
Use DOT 3 brake fluid (DOT 4 is acceptable). The clutch has its own reservoir on the master cylinder. Refreshing the fluid every 2 years or about 40,000 km helps prevent internal corrosion and sticky seals, keeping pedal feel consistent.

What are the signs the cluth-slave-cylinder is failing?
Tell‑tales include a spongy or sinking pedal, difficulty selecting gears at a standstill, visible fluid leaks around the slave boot, and clutch engagement right off the floor. Any of these warrant inspection and likely replacement of the cluth-slave-cylinder, and a proper bleed.