Parts for your 2013 Nissan Pulsar-Thrust bearing

2013 Nissan Pulsar thrust-bearing — what’s fitted and what to do about it

Referencing Nissan’s 2013 Pulsar (B17 sedan and C12 hatch) factory service information — CL (Clutch) and TM (Transaxle) sections — the manual transmission variants use a clutch release bearing, commonly called a thrust-bearing in Australia and New Zealand. It’s integrated into a concentric slave cylinder (CSC) that sits around the gearbox input shaft. By contrast, the Xtronic CVT (Jatco RE0F10A/RE0F11A) uses a torque converter and has no clutch release/thrust-bearing. Separately, the MR-series engines do incorporate crankshaft thrust bearings, but these aren’t routine service items for owners. So, for a 2013 Pulsar with a manual ’box, a thrust-bearing is indeed fitted, for CVT models, it’s not applicable.

On manual 2013 Nissan Pulsars, the thrust-bearing’s job is to quietly and smoothly transmit pedal force to the clutch pressure plate’s diaphragm spring, letting the driver disengage the clutch to shift gears. Because it’s built into the CSC, hydraulic pressure does the pushing, which keeps pedal effort light and engagement tidy when everything’s healthy.

It’s a sealed, lubricated-for-life component, so there’s no scheduled maintenance for the bearing itself. Instead, smart servicing is about the system around it:

• Replace the CSC/thrust-bearing whenever the clutch is replaced — the gearbox is already out, so doing the bearing at the same time prevents repeat labour down the track.
• Renew clutch fluid at the same interval as brake fluid (typically every 2 years). Use the specified brake fluid (DOT 3 or DOT 4 as marked) and bleed the system properly after any clutch or CSC work.
• Inspect for fluid weeping at the bellhousing — a common sign the CSC’s internal seal is on the way out.
• Driving habits matter: avoid riding the clutch, don’t hold the car on the clutch at the lights, and use the handbrake for hill starts to reduce heat and load on the bearing and pressure plate.

Typical warning signs of a tired thrust-bearing include a whirring or chirp with the pedal depressed, rough engagement feel, or a changing noise that tracks with clutch pedal movement. If these show up, plan the repair before it gets worse — once the CSC leaks, it can contaminate the clutch and leave the car undriveable.

During replacement, a technician will remove the transmission, fit a new CSC/thrust-bearing and clutch kit, check the flywheel surface, and bleed the hydraulics. It’s a solid half-day job on the hoist, and doing the lot in one hit is the most cost-effective way over the long run.

Popular questions about 2013 Nissan Pulsar thrust-bearing

Does every 2013 Pulsar have a thrust-bearing?
Manual models do — it’s the clutch release bearing integrated into the CSC. CVT models don’t have one because they use a torque converter instead of a manual clutch. If the car has a clutch pedal and a 6-speed shift pattern, it’s got a thrust-bearing.

What noises point to a worn thrust-bearing on a Pulsar?
Listen for a whirr, rumble, or chirp that appears or gets louder when the clutch pedal is pressed, and often fades when the pedal is released. That change with pedal movement is the giveaway. A noise that’s worse with the pedal up may point to a gearbox input shaft bearing instead.

Should the thrust-bearing be replaced with the clutch?
Yes. Because the bearing is part of the CSC inside the bellhousing, the labour to access it is the same as a clutch job. Replacing the CSC/thrust-bearing along with the clutch kit and renewing fluid saves on repeat labour and boosts reliability over many more kilometres.