Nissan cooling and AC parts in UAE stock

This range is built largely from genuine Nissan parts, with STELLOX, FEBEST and a few other aftermarket lines alongside. Radiators, hoses, thermostats and water pumps are the core. Around them sit radiator caps, rubber radiator mounts, electric fan and motor assemblies, and the AC parts: compressors, condensers and sets of the O-ring seals that close each AC pipe joint.

The AC side is smaller than the engine cooling side, so treat it as a starting point rather than a full AC catalogue. If you need an AC part that is not in the table, such as an expansion valve or a receiver drier, ask; we check it against your chassis number and tell you plainly whether we can supply it.

Coolant itself is not part of this range. Nissan's owner's manual for the Sentra, for one, calls for Nissan's own blue long-life coolant, which the factory fills premixed with water, or an equivalent, and warns that mixing in other types shortens its life. Ask your garage to refill with that type after any cooling repair.

A cooling system here starts each summer day breathing air that can pass 50C, and then the AC adds heat of its own. The AC condenser sits in front of the radiator, so everything the AC rejects warms the air before it reaches the radiator behind. In slow traffic there is no ram air through the grille and the fan does all the work. That is why a weak fan, or a condenser packed with sand, often shows first as a temperature needle that climbs in a jam and settles once the road opens up.

The Patrol adds its own load. A Y62 runs either a 4.0 V6 or a 5.6 V8, and either one towing a boat, crawling through soft sand or climbing towards Jebel Jais at low speed is making plenty of heat with very little air moving. Sand lodged in the radiator and condenser fins makes it worse, and so does a radiator whose fins have been flattened by a pressure washer held too close.

City Nissans have a different problem. A Sunny or a Tiida doing short trips with the AC on full spends much of its life heat-soaked, and the plastic tanks found on most modern radiators, the rubber hoses and the water pump seal all age in that heat. A small seep at a hose end, or a white crust along a radiator tank seam, is an early warning worth acting on.

Overheating is rarely sudden on a car someone is watching. Most faults show as a small change first: a needle sitting higher than usual in August traffic, a coolant level that keeps needing a top-up, a damp patch where the car is parked. The table pairs those signs with the parts we hold. If the gauge ever reaches the red, pull over and switch off; driving on can damage the head gasket and turn a part into an engine repair.

A radiator cap is a pressure valve, not just a lid. It holds the system above atmospheric pressure, which raises the boiling point of the coolant. A tired cap lets coolant boil away early, so it is worth replacing with the correct Nissan rating whenever a radiator or hose is changed.

The comparison under this section sets the typical genuine Nissan price against the typical aftermarket price, on the date shown, for each part type where we hold enough of both. The gap differs a good deal from one part type to the next, so read it line by line rather than as one rule.

Some parts reward the genuine choice more than others. Moulded hoses are shaped to route around one engine, and a genuine hose drops into place where a near-match can kink or rub. Fan assemblies and radiators need the right connectors and mounting points, and a radiator for a manual gearbox can differ from the automatic version, because many automatic cars cool their gearbox fluid through a cooler in or beside the radiator. Some aftermarket radiators in our range are marked for manual gearbox cars.

Thermostats and water pumps are simpler parts, and a good aftermarket one is a reasonable choice on an older car. On the AC side the compressor is the costly decision: whichever you choose, the garage should flush the system, fit a new receiver drier and use the oil and refrigerant grade the car specifies, or the new compressor can fail early. The refrigerant type is usually shown on a label under the bonnet.

Where our range is thin on one side, ask. We can price the genuine Nissan part or an aftermarket one against your chassis number and send both in one reply.

Cooling parts follow the engine and the gearbox more closely than the badge. A Y62 Patrol was sold with a V6 or a V8, the Y63 that followed in 2024 uses different V6 engines again, and an Altima, X-Trail or Pathfinder can carry different engines in different years and markets. Manual or automatic matters for the radiator, and the AC parts change with the climate system the car was built with.

The chassis number on the mulkiya pins all of that down. US imports are common here, the Altima and the Pathfinder especially, and the Armada is the North American version of the Y62 Patrol from the 2017 model year; each can carry different cooling part numbers from the GCC car it resembles. Send the number with the part or the symptom, and we check it before we quote.

If you are changing a radiator, think about the parts around it. On a car of any age, new hoses, clamps and a cap cost little next to a second labour bill, and cracked rubber radiator mounts are worth replacing while everything is apart. We sell and deliver; your garage fits the parts, then refills and bleeds the system.