Jump to content
SAU Community

Auto Dipping Stopped Functioning On My Wing Mirrors.

M35

By M35,
in Four Door Family & Wagoneers

 Share

Recommended Posts

M35 Collaborator

M35

Posted
Posted

ok just noticed last night that when I go to reverse, my wing mirrors wont dip anymore. All functionality are working fine

it just wont dip. Is there a switch located on the auto lever hiding somewhere? and how to remove the plate to have a look? Is this a common fault on a stageas?

M35 Collaborator

M35

Posted
  • Author
Posted

There is a little button down near you "right knee" little round push button. Thats where it is on mine. Hope this helps

God I felt like a dumb ass!! :unsure: I tried the button and wing mirrors back to normal again, I must have knocked it when I was wiring up my front doors

for courtesy lights. Thank you Josh. ;)

  • 1 month later...
WAGON_BOY Mentor

WAGON_BOY

Posted
Posted

i didnt know i had it untill i got my first service done when they done a computer diagnostic check and they dipped after that but they stopped working again after a week or so.

so its handy to know there is a button to turn them on and off :)

QJQ Enthusiast

QJQ

Posted
Posted (edited)

Do yours work ok?

With mine when you put it back in drive they move up a tiny bit more than they move down so after a couple of times they're way off. So I just leave them off

That happens with mine as well, although more so with the passenger mirror. I've just got used to every so often flicking the mirror joystick to lower it.

Along with the auto dipping function on mine the mirrors also automatically fold in when I lock the car and unfold when I start the motor.

What I don't understand is why they don't install the auto switch near the power mirror controls, then the button would make more sense to people. Still, it is exciting discovering extra features later on.

There are aftermarket devices that can easily be fitted to any car with power mirrors such as this one from http://www.LaneFX.com/ . The settings on this one can be adjusted and it has other features such as blind spot cover when changing lanes. I was planning on fitting this to my R31 but first I have to install power mirrors to the "pov pack".

Edited by QJQ

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now
 Share
Go to topic listing


  • Similar Content

  • Latest Posts

    • Wazmond
      WGNC34 Rear springs

      By Wazmond · Posted

      Try looking at Eibacb/H&R springs Thats what Gary sourced for mine.
    • AdiR34
      Fender flare widths across front/back of car

      By AdiR34 · Posted

      Hey y'all! I'm curious about how y'all go about widebodying your cars. I noticed that when running a square setup, my front wheels are a bit more tucked in than my rear wheels. Not by much, maybe 5-10mm. This leads me to wonder - when I widebody, should I use narrower front flares and wider rear flares? I found a set of 40mm rear flares that I really like, and was thinking of pairing them with some 18mm front flares, but I don't want the car to look strange. How have others done this? Note, I'm in a sedan. Thanks!
    • GTSBoy
      Stagea Front CV Axle Question

      By GTSBoy · Posted

      And if it was anything other than an auto tranny part, it might be a problem. But seeing as all auto trannies belong in the recycling bin, it's fine.
    • GTSBoy
      Stock rb25det neo questions

      By GTSBoy · Posted

      I have an R32 Fenix rad. It is good.
    • dbm7
      Stock rb25det neo questions

      By dbm7 · Posted

      All the schemas I can see, indicate your typical setup of ATF 'cooler' (read: heat exchanger) in the bottom radiator tank..ie; https://nissan.epc-data.com/stagea/wgnc34/5413-rb25det/engine/214/ ...but I can prattle on a bit here. These trannies have a thermistor in the sump ~ the TCU reads this and 1. bumps the line pressure up when the ATF is 'cold' and 2. prevents the TC lockup clutch from operating, until the ATF comes up to minimum operating temp (keeps the ATF 'churning' through the TC so it heats up quicker) -- trigger point is around 55C. In these conditions, the engine coolant temperature rises faster than the ATF temperature, and also helps heat the ATF up, which is why it's best to think of the in radiator tank setup as a heat exchanger ; the heat can flow in both directions... ...with these trannies, the 'hot' ATF comes out the front banjo bolt, flows through the cooler/heat exchanger, and returns to the box  via the rear banjo bolt. This gets a mention, due to the wildly different opinions wrt running auto trans fluid coolers ~ do you bypass the in radiator tank altogether, or put the cooler inline with the in radiator tank system...and then, do you put the additional cooler before of after the in radiator tank system?... ....fact is the nominal engine operating temp (roughly 75C), happens to be the ideal temperature for the ATF used in these trannies as well (no surprises there), so for the in radiator tank system to actually 'cool' the ATF, the ATF temp has to be hotter than that...lets say 100C -- you've got 25C of 'excess' heat, (slowly) pumping into the 75C coolant. This part of the equation changes drastically, when you've got 100C ATF flowing through an air cooled radiator ; you can move a lot more excess heat, faster ~ it is possible to cool the ATF 'too much' as it were...(climate matters a lot)... ...in an 'ideal' setup, what you're really trying to control here, is flash heating of the ATF, primarily produced by the TC interface. In a perfect world, wrt auto trans oil cooling, you want a dedicated trans cooler with builtin thermostatic valving - they exist. These should be run inline and before the in radiator tank system ~ when 'cold' the valving bypasses the fin stack, allowing the ATF to flow direct to the in radiator tank heat exchanger, so it works 'as intended' with helping heat the ATF up. When 'hot' (iirc it was 50C threshold), the valving shuts forcing the ATF through the cooler fin stack, and onto the in radiator tank heat exchanger...and you sort of think of it as a 'thermal conditioner' of sorts...ie; if you did cool your ATF down to 65C, the coolant will add a little heat, otherwise it works as intended... ...the 'hot' ATF coming from the front bango bolt, is instantiated from the TC when in use, so all/any flash heated oil, flows to the fluid-to-air cooler first, and because of the greater heat differential, you can get rid of this heat fast. Just how big (BTU/h) this cooler needs to be to effectively dissipate this TC flash heat, is the charm...too many variables to discuss here, but I just wanted to point out the nitty-gritty of automatic trans fluid coolers ~ they're a different beastie to what most ppl think of when considering an 'oil cooler'... /3.5cents   
×
×
  • Create New...