Parts for your 2013 Nissan Pulsar-Cluth slave cylinder

2013 Nissan Pulsar clutch slave cylinder (cluth-slave-cylinder)

Yes, a clutch slave cylinder is used on manual-transmission variants of the 2013 Nissan Pulsar, and it’s the concentric type mounted inside the bellhousing. Nissan’s Factory Service Manual for the C12/B17 Pulsar (CL – Clutch section) identifies a hydraulic system with an internal Concentric Slave Cylinder (CSC) working as the release bearing. Reputable parts catalogues for Australia and New Zealand, such as major clutch manufacturers’ listings for 2013 Pulsar manual models, also specify a CSC for these cars. Automatic/CVT Pulsars don’t have a clutch slave cylinder at all.

On a 2013 Nissan Pulsar with a manual gearbox, the clutch slave cylinder (more precisely the concentric slave cylinder) takes hydraulic pressure from the clutch master cylinder and converts it into movement that disengages the clutch. Being an internal unit, it sits around the gearbox input shaft and doubles as the release bearing. That design gives a lighter, more consistent pedal feel and reduces external linkages, but it also means the gearbox has to come out if the CSC needs replacing.

As part of routine servicing, a workshop will usually check the clutch fluid level and condition, look for any dampness at the bellhousing join, and make sure the pedal feel is consistent. Using quality DOT 3 or DOT 4 brake fluid (as specified on the cap/owner’s manual), flushing the clutch hydraulic circuit every 2 years or 40,000 km helps keep the seals happy and the pedal nice and firm. If the pedal starts to feel spongy, the engagement point creeps, or there’s fluid loss without obvious external leaks, the CSC may be weeping inside the bellhousing.

Because the CSC is internal, the smart play is to replace it whenever the clutch assembly is out for a new disc/pressure plate. That saves paying labour twice. A proper bleed with the external bleed point on the transmission is usually all that’s needed after hydraulic work, if a pedal feels airy, a pressure or vacuum bleed can sort stubborn bubbles.

• Common signs it’s time: low or contaminated clutch fluid, soft or sinking pedal, clutch not fully disengaging, or visible seepage from the bellhousing.
• Best practice: fit a new CSC with any clutch kit replacement, inspect the hydraulic line for cracks, and stick to fluid change intervals.

Technical sources referenced: Nissan Factory Service Manual (C12/B17 Pulsar, CL – Clutch section: hydraulic system with concentric slave cylinder), and AU/NZ clutch manufacturer catalogues listing a CSC for 2013 Pulsar manual models.

Popular questions about the 2013‑Nissan‑Pulsar cluth-slave-cylinder

Does every 2013 Pulsar have a clutch slave cylinder?
Only the manual versions do. They use an internal concentric slave cylinder inside the gearbox. CVT/automatic Pulsars don’t have a clutch slave cylinder because they don’t use a manual clutch at all.

Can the clutch slave cylinder be bled without removing the gearbox?
Yes. Bleeding is done via the external bleed fitting on the transmission case. Replacement, however, requires removing the gearbox because the CSC is inside the bellhousing.

When should the clutch slave cylinder be replaced?
There’s no fixed interval. Replace it if it’s leaking, the pedal is going soft, or the clutch won’t disengage cleanly. Given the labour involved, it’s wise to fit a new CSC whenever the clutch kit is being replaced.