Short answer first: the YD22DDTi is a common‑rail diesel and does not have an ignition distributor. The engine’s equivalent “timing and firing control” is done by the high‑pressure fuel pump together with the crank and cam position sensors and the ECU. When people say “distributor” for this engine they usually mean either (A) the high‑pressure pump / pump timing and its drive, or (B) cam/crank position sensors that provide the ECU the timing signal. Below I give a single, ordered procedure that covers diagnosing, removing and refitting the pump/sensor assembly (the diesel equivalent of “doing the distributor”), with the theory at each step and a clear statement of how the repair fixes the fault.

Ordered procedure with theory and why the repair works

1) Safety & preparation
- Action: Park on level ground, chock wheels, disconnect negative battery, relieve fuel system pressure per service manual, gather tools, replacement parts, clean rags and a container for fuel spillage.
- Theory: Removing power and depressurising avoids shocks and high‑pressure diesel hazards. Keeping things clean prevents contamination of the fuel system which causes injector damage and poor running.
- How it fixes the fault: Prevents introducing secondary problems while you correct timing/sensor faults.

2) Confirm fault and record symptoms / codes
- Action: Read ECU fault codes (OBD) and note symptoms (hard start, no start, rough idle, poor power, black/white smoke, limp‑home mode). Photograph timing marks and sensor connector positions before removal.
- Theory: Crank/cam sensor faults and pump timing errors produce identifiable DTCs and symptoms. Record current condition so you can verify repair.
- How it fixes the fault: Proper diagnosis prevents replacing the wrong part and ensures you restore the system to the correct configuration.

3) Expose the high‑pressure pump and position sensors
- Action: Remove engine covers, intake plumbing, belts or splash shields as needed to access the high‑pressure pump and cam/crank sensors. Keep fasteners identified.
- Theory: You need direct access to the timing reference points and electrical connectors. Contamination-free access reduces reassembly issues.
- How it fixes the fault: Access is necessary to correct timing, replace sensors, and ensure connectors are clean—common causes of intermittent faults.

4) Verify and mark timing relationship (before removal)
- Action: Rotate engine by hand (socket on crank) to bring engine to TDC (No.1) for the compression stroke per manual. Note/mark crank pulley and pump/cam timing marks with paint or scribe. Mark any relative positions of pump drive coupling.
- Theory: Common‑rail engines rely on precise crank/cam phase. The ECU uses crank/cam sensors to time injection events; the high‑pressure pump (and any timing coupling) must have correct phase relative to the crank.
- How it fixes the fault: Marking preserves the reference so you can reinstall with correct phase, ensuring correct injection timing and restoring proper combustion events.

5) Disconnect electrical and fuel lines
- Action: Label and disconnect electrical connectors for cam and crank sensors and the pump. Carefully loosen and remove low‑pressure and high‑pressure fuel lines following fuel‑safe procedures; cap lines to prevent ingress.
- Theory: Sensors provide the ECU with timing signals; loose/degraded connectors cause intermittent or absent timing signals. Fuel leaks or air ingress cause hard starts and poor running.
- How it fixes the fault: Replacing connectors or sensors and ensuring leak‑free lines removes the source of wrong or missing signals/fuel supply.

6) Remove pump / sensor assembly
- Action: Support and unbolt the pump or remove the sensor(s) from their housings. If the pump drive uses a coupling, remove it carefully and note any shims or locating dowels. Keep all bolts and spacers in order.
- Theory: The pump/sensor is mechanically indexed to the engine; careless removal can change phase alignment or damage coupling splines.
- How it fixes the fault: Replacing a failing pump or sensor, or correcting a shifted coupling, restores the correct mechanical/electrical timing relationship.

7) Inspect parts and replace faulty items
- Action: Inspect pump drive coupling, splines, dowel pins, sensors, wiring, and connectors. Replace worn pump couplings, seals, or sensors as needed. Clean electrical contacts and apply dielectric grease to connectors if specified.
- Theory: Wear in couplings or damaged sensor elements produce timing jitter, lost pulses or noise that the ECU misinterprets. Corroded connectors cause intermittent contact.
- How it fixes the fault: New sensors/coupling provide accurate, consistent timing signals and mechanical phasing so injection events occur at the right crank angle.

8) Refit with correct timing alignment
- Action: Reinstall pump/coupling/sensor while aligning the marks made earlier. If the pump or coupling requires a specific alignment procedure (service manual), follow it exactly (e.g., specific crank position, dowel orientation, torque sequence). Use new gaskets/seals and torque to spec.
- Theory: Injection must occur at a precise crank angle relative to compression; small phase errors cause hard start, low power, or heavy smoke. Proper torque and alignment prevents movement under load.
- How it fixes the fault: Restoring precise mechanical phase ensures the ECU’s timing signals match reality and the injectors deliver fuel at the correct moment, restoring combustion efficiency.

9) Reconnect lines and bleed air from the system
- Action: Reconnect low‑pressure and high‑pressure fuel lines, tighten to spec. Bleed the fuel system of air following the manufacturer’s procedure (priming pump, fuel pump run cycles, or manual bleeding points). Reconnect electrical connectors.
- Theory: Diesel systems are sensitive to air; air in lines causes hard starts, slow cranking and misfires until bled. Sensors must be electrically connected for the ECU to receive timing signals.
- How it fixes the fault: Removing air restores fuel delivery and pressure; correct electrical connections restore timing signals.

10) Reconnect battery, clear codes, and perform checks
- Action: Reconnect battery, clear ECU codes, start engine and monitor for codes, leaks, abnormal noises, smoke or rough running. Use a diagnostic tool to check cam/crank sensor readings and fuel rail pressure. Verify idle, rev response and that previous symptom is resolved.
- Theory: The ECU will relearn small offsets and will only run correctly when it receives consistent signals and correct rail pressure. Diagnostic feedback confirms sensors and pump function.
- How it fixes the fault: Confirms the repair corrected the root cause (missing/incorrect timing signal or pump failure) and that no secondary faults remain.

11) Road test and final inspection
- Action: Perform a road test under varying loads, monitor for derate or fault lights, and re‑check for leaks and fastener torque after brief run.
- Theory: Some faults only appear under load; thermal cycles can reveal loose fittings.
- How it fixes the fault: Confirms long‑term serviceability and that timing and fuel delivery are stable under real driving conditions.

Common symptoms that indicate the “distributor” (pump/cam/crank sensors or coupling) is the problem
- No start or hard start with cranking but no injection event
- Intermittent starting, stalls, or sudden loss of power
- Poor idle, misfire‑like behavior, or inconsistent revs
- Excessive smoke (white if injection too late or no combustion, black if over‑fueling)
- DTCs for cam/crank correlation (phase mismatch) or sensor failure, and fuel system pressure related codes

Why the repair fixes the fault — succinct theory
- Timing: Diesel combustion requires injection at a specific crank angle. The ECU relies on crank and cam pulses to schedule injector events and the high‑pressure pump (or solenoid timing control). If mechanical phase or sensor pulses are wrong or absent, injection timing is wrong or skipped → starting and running faults. Replacing/re‑aligning pump or sensors restores accurate timing.
- Signal integrity: Faulty sensors or connectors give noisy, missing or false pulses. Replacing/repairing them restores a clean digital input to the ECU so injectors are driven correctly.
- Mechanical drive integrity: A worn or slipped pump coupling changes pump rotation relative to crank. Replacing or resetting coupling restores the correct pump/crank relationship, so the pump delivers fuel at the proper phase.

Final notes (brief)
- Always follow the factory service manual for specific procedures, torque values and bleed sequences.
- Keep everything clean; contamination is a common cause of recurring problems.
- After replacement, use diagnostics to check sensor waveforms and rail pressure to confirm the repair worked.

That is the ordered theory‑driven procedure to “do the distributor” equivalent on a YD22DDTi: diagnose, remove/replace or re‑index the pump/coupling and/or cam/crank sensors, bleed and verify.
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Used Car Guy Special: Nissan Frontier Engine Light Follow Up In a previous video I had a look at one of our used car guys Nissan Frontier he picked up at the auction ...

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