Automatic Transmission: Other Nissan Juke I facelift

Precaution for Supplemental Restraint System (SRS) "AIR BAG" and "SEAT BELT PRE-TENSIONER"

The Supplemental Restraint System such as "AIR BAG" and "SEAT BELT PRE-TENSIONER", used along with a front seat belt, helps to reduce the risk or severity of injury to the driver and front passenger for certain types of collision. This system includes seat belt switch inputs and dual stage front air bag modules. The SRS system uses the seat belt switches to determine the front air bag deployment, and may only deploy one front air bag, depending on the severity of a collision and whether the front occupants are buckled or unbuckled. Information necessary to service the system safely is included in the SRS AIRBAG and SEAT BELTS of this Service Information.

PRECAUTIONS WHEN USING POWER TOOLS (AIR OR ELECTRIC) AND HAMMERS

Precaution for Procedure without Cowl Top Cover

When performing the procedure after removing cowl top cover, cover the lower end of windshield with urethane, etc to prevent damage to windshield.

Scheme 120

Scheme 121

1. When removing the 12V battery terminal, turn OFF the ignition switch and wait at least 30 seconds. NOTE: ECU may be active for several tens of seconds after the ignition switch is turned OFF. If the battery terminal is removed before ECU stops, then a DTC detection error or ECU data corruption may occur.
2. For vehicles with the 2-batteries, be sure to connect the main battery and the sub battery before turning ON the ignition switch. NOTE: If the ignition switch is turned ON with any one of the terminals of main battery and sub battery disconnected, then DTC may be detected.
3. After installing the 12V battery, always check "Self Diagnosis Result" of all ECUs and erase DTC. NOTE: The removal of 12V battery may cause a DTC detection error.

Special Service Tool

The actual shapes of Kent-Moore tools may differ from those of special service tools illustrated here.

Tool number (Kent-Moore No.) Tool name Description - (OTC3492) Oil pressure gauge set Measuring line pressure ST25054000 (-) Adapter ST25055000 (-) Adapter Measuring line pressure KV31103600 (J-45674) Joint pipe adapter (With ST25054000) Measuring line pressure KV38107900 (-) Protector a: 32 mm (1.26 in) dia. Installing drive shaft

Scheme 122

Commercial Service Tool

Tool number Tool name Description Power tool Loosening nuts and bolts Drift 54 mm (2.13 in) dia. 50 mm (1.97 in) dia. Installing differential side oil seal (transaxle case side) Installing differential side oil seal (converter housing side) (2WD) Drift 60 mm (2.36 in) dia. Installing differential side oil seal (converter housing side) (AWD) Drift 65 mm (2.13 in) dia. 60 mm (1.97 in) dia. Installing converter housing oil seal

Scheme 123

Note. The following components are included in control valve assembly (11). CVT fluid temperature sensor Secondary pressure sensor Line pressure solenoid valve Torque converter clutch solenoid valve Lock-up select solenoid valve Step motor ROM assembly The following components are included in manual mode switch (17). Mode select switch Select position switch

CVT CONTROL SYSTEM: TCM

1. The vehicle driving status is judged based on the signals from the sensors, switches, and other control units, and the optimal transaxle control is performed.
2. For TCM control items, refer to " «CONTROL SYSTEM: SYSTEM DESCRIPTION»(ref-621391-S20402106402014061000000) ".

CVT CONTROL SYSTEM: Transmission Range Switch

1. The transmission range switch is installed to upper part of transaxle case.
2. The transmission range switch detects the selector lever position.

Scheme 124

1. The primary speed sensor is installed to front part of transaxle assembly.
2. The primary speed sensor detects primary pulley speed.
3. The primary speed sensor generates the ON-OFF pulse (short waveform) in proportion to the rotating body speed which is "The higher the rotating body speed is, the faster the change cycle is". The TCM judges the rotating speed from the changing cycle of this pulse signal.

Scheme 125

1. The secondary speed sensor is installed to upper part of converter housing.
2. The secondary speed sensor detects secondary pulley speed.
3. The secondary speed sensor generates the ON-OFF pulse (short waveform) in proportion to the rotating body speed which is "The higher the rotating body speed is, the faster the change cycle is". The TCM judges the rotating speed from the changing cycle of this pulse signal.

Scheme 126

1. The CVT fluid temperature sensor is installed to control valve.
2. The CVT fluid temperature sensor detects CVT fluid temperature in oil pan.
3. The fluid temperature sensor uses a thermistor, and changes the signal voltage by converting changes in the CVT fluid temperature to a resistance value. TCM evaluates the CVT fluid temperature from the signal voltage value.

Scheme 127

1. The secondary pressure sensor is installed to control valve.
2. The secondary pressure sensor detects the pressure applied to the secondary pulley.
3. When pressure is applied to the ceramic device in the secondary pressure sensor, the ceramic device is deformed, resulting in voltage change. TCM evaluates the secondary pressure from its voltage change. Voltage is increased along with pressure increase.

CVT CONTROL SYSTEM: Line Pressure Solenoid Valve

1. The line pressure solenoid valve is installed to control valve.
2. The line pressure solenoid valve controls the pressure regulator valve. For information about the pressure regulator valve, refer to " «MECHANICAL SYSTEM: COMPONENT DESCRIPTION»(ref-621391-S31557421002014061000000) ".
3. The line pressure solenoid valve uses the linear solenoid valve [N/H (normal high) type]. NOTE: The principle of the linear solenoid valve utilizes the fact that the force pressing on the valve spool installed inside the coil increases nearly in proportion to the current. This allows it to produce a fluid pressure that is proportional to this pressing force. The N/H (normal high) produces hydraulic control when the coil is not energized.

CVT CONTROL SYSTEM: Secondary Pressure Solenoid Valve

1. The secondary pressure solenoid valve is installed to control valve.
2. The secondary pressure solenoid valve controls the secondary valve. For information about the secondary valve, refer to " «MECHANICAL SYSTEM: COMPONENT DESCRIPTION»(ref-621391-S31557421002014061000000) ".
3. The secondary pressure solenoid valve uses the linear solenoid valve [N/H (normal high) type]. NOTE: The principle of the linear solenoid valve utilizes the fact that the force pressing on the valve spool installed inside the coil increases nearly in proportion to the current. This allows it to produce a fluid pressure that is proportional to this pressing force. The N/H (normal high) produces hydraulic control when the coil is not energized.

CVT CONTROL SYSTEM: Lock-up Select Solenoid Valve

1. The lock-up select solenoid valve is installed to control valve.
2. The lock-up select solenoid valve controls the select switch valve. For information about the select switch valve, refer to " «MECHANICAL SYSTEM: COMPONENT DESCRIPTION»(ref-621391-S31557421002014061000000) ".
3. The lock-up select solenoid valve utilizes an ON-OFF solenoid valve. NOTE: The only operations of the valve spool installed inside the coil are pressing or not pressing the ball which seals the hydraulic supply section into the seat. This A/T uses N/L (normal low) type. When voltage is not applied to the coil, the force of the pilot pressure presses the ball against the seat, stopping the pilot pressure at that point. When voltage is applied to the coil, the valve is pulled in the direction of the coil, disengaging the hydraulic seal which the ball creates. This supplies pilot pressure to the operating locations.

CVT CONTROL SYSTEM: Step Motor

The step motor changes the step with turning 4 coils ON/OFF according to the signal from TCM. As a result, the flow of line pressure to primary pulley is changed and pulley ratio is controlled.

CVT CONTROL SYSTEM: Manual Mode Switch

1. The manual mode switch [mode select switch and position select switch (shift-up/shift-down)] is installed in the CVT shift selector assembly.
2. The mode select switch detects the position (the main shift gate side or manual shift gate side) of the selector lever and transmits a manual mode signal or a not manual mode signal to the combination meter. Then, the TCM receives a manual mode signal or non-manual mode signal from the combination meter.
3. The position select switch (shift-up) detects that the selector lever is shifted to the shift-up side of the manual shift gate and transmits a manual mode shift up signal to the combination meter. Then, the TCM receives a manual mode shift up signal from the combination meter.
4. The position select switch (shift-down) detects that the selector lever is shifted to the shift-down side of the manual shift gate and transmits a manual mode shift down signal to the combination meter. Then, the TCM receives a manual mode shift down signal from the combination meter.

CVT CONTROL SYSTEM: CVT Indicator

1. CVT indicator is positioned on the combination meter.
2. CVT indicator turns on for a certain period of time when the ignition switch turns ON, and then turns OFF.

CVT CONTROL SYSTEM: Shift Position Indicator

TCM transmits shift position signal to combination meter via CAN communication. The actual shift position is displayed on combination meter according to the signal.

Scheme 128

1. Manual mode indicator (A) is positioned on the combination meter.
2. The manual mode indicator illuminates when the selector lever is operated to the manual shift gate side. It also displays the gear position (M1<==>M6) when the selector lever is operated to the + side or - side. (Operates only during driving.)
3. The manual mode indicator turns off when the selector lever is operated to the main shift gate side.

Scheme 129

1. The paddle shifter is installed to the steering column.
2. The paddle shifter transmits shift up and shift down signals to combination meter. Then TCM receives signals from the combination meter via CAN communication.

Scheme 130

OIL PUMP

Utilizes a vane-type oil pump that is driven by the engine through the oil pump drive chain in order to increase efficiency of pump discharge volume in low-speed zone and optimize pump discharge volume in high-speed zone. Discharged oil from oil pump is transmitted to control valve. It is used as the oil of primary and secondary pulley operation, the oil of clutch operation, and the lubricant for each part.

Scheme 131

1. A planetary gear type of forward/reverse selector mechanism is installed between the torque converter and primary pulley.
2. The power from the torque converter is input via the input shaft, operating a wet multi-plate clutch by means of hydraulic pressure to switch between forward and reverse driving.

FINAL DRIVE AND DIFFERENTIAL

The deceleration gears are composed of 2 stages: primary deceleration (output gear, idler gear pair) and secondary deceleration (reduction gear, final gear pair). All of these gears are helical gears.

The lubrication oil is the same as the fluid (Genuine CVT fluid) which lubricates the entire transaxle.

Scheme 132

Scheme 133

MECHANISM

It is composed of a pair of pulleys (the groove width is changed freely in the axial direction) and the steel belt (the steel plates are placed continuously and the belt is guided with the multilayer steel rings on both sides). The groove width changes according to wrapping radius of steel belt and pulley from low status to overdrive status continuously with non-step. It is controlled with the oil pressures of primary pulley and secondary pulley.

STEEL BELT

It is composed of multiple steel plates (A) and two steel rings (B) stacked to a several number. The feature of this steel belt transmits power with compression of the steel plate in contrast with transmission of power in pulling with a rubber belt. Friction force is required with the pulley slope to transmit power from the steel plate. The force is generated with the following mechanism

Oil pressure applies to the secondary pulley to nip the plate. ==>The plate is pushed and extended outward. ==>The steel ring shows withstands. ==>Pulling force is generated on the steel ring. ==>The plate of the primary pulley is nipped between the pulley. ==>Friction force is generated between the steel belt and the pulley.

Scheme 134

Therefore, responsibilities are divided by the steel plate that transmits the power with compression and the steel ring that maintains necessary friction force. In this way, the tension of the steel ring is distributed on the entire surface and stress variation is limited, resulting in good durability.

PULLEY

The primary pulley (input shaft side) and the secondary pulley (output shaft side) have the shaft with slope (fixed cone surface), movable sheave (movable cone surface that can move in the axial direction) and oil pressure chamber at the back of the movable sheave.

The movable sheave slides on the shaft to change the groove width of the pulley. Input signals of engine load (accelerator pedal opening), primary pulley speed and secondary pulley speed change the operation pressures of the primary pulley and the secondary pulley, and controls the pulley groove width.

Scheme 135

Scheme 136

ACTIVATION STATE ACCORDING TO EACH SHIFTING

POWER TRANSMISSION

"P" position

1. Traction force from input shaft is not transmitted to primary pulley because forward clutch and reverse brake are not engaged and run idle.
2. Torque from the wheels is not transmitted to secondary pulley because secondary pulley is mechanically fixed when parking pole that is linked with selector lever is engaged with parking gear that is integrated with secondary pulley.

Scheme 137

PLANETARY GEAR DESCRIPTION

"R" position

1. Traction force from input shaft rotates sun gear in opposite direction of input shaft rotation because reverse brake is engaged and planetary gear is fixed.
2. Therefore primary pulley rotates in opposite direction of input shaft rotation and traction force output is in opposite direction rotation.

Scheme 138

PLANETARY GEAR DESCRIPTION

"N" position

1. Traction force from input shaft is not transmitted to primary pulley because forward clutch and reverse brake are not engaged and run idle.
2. Torque from wheel is not transmitted to input shaft because forward clutch and reverse brake are not engaged and planetary carrier runs idle.

Scheme 139

PLANETARY GEAR DESCRIPTION

"D" position

1. Traction force from input shaft rotates sun gear via forward clutch in the same direction of input shaft because forward clutch is engaged.
2. Therefore primary pulley rotates in the same direction of input shaft rotation and traction force output is in the same direction rotation.

Scheme 140

PLANETARY GEAR DESCRIPTION

CVT CONTROL SYSTEM: Fail-Safe

The TCM has an electrical fail-safe mode. In this mode TCM is operator even if there is an error in a main electronic control input/output signal circuit.

TCM FUNCTION

The function of the TCM is to

1. Receive input signals transmitted from various switches and sensors.
2. Determine required line pressure, shifting point, lock-up operation, etc.
3. Transmit required output signals to the respective solenoids.

TCM INPUT/OUTPUT SIGNAL

CONTROL SYSTEM: CAN Communication

1. CAN (Controller Area Network) is a serial communication line for real time application. It is an on-vehicle multiplex communication line with high data communication speed and excellent malfunction detection ability. Many electronic control units are equipped onto a vehicle, and each control unit shares information and links with other control units during operation (not independent). In CAN communication, control units are connected with 2 communication lines (CAN-H and CAN-L) allowing a high rate of information transmission with less wiring. Each control unit transmits/receives data but selectively reads required data only.
2. For a list of CAN communication signals, refer to " «CAN COMMUNICATION SYSTEM: CAN COMMUNICATION SIGNAL CHART»(ref-621398-S35137437972014061000000) ".

CONTROL SYSTEM: Engine and CVT Integrated Control (CAN Communication Control)

1. For purposes including improving the feeling when shifting speeds and preventing drops in engine speed, engine output control signals are exchanged between the ECM and TCM, and real-time cooperative control is performed according to the vehicle driving conditions.
2. TCM sends the sudden deceleration signal, lock-up engaged signal, torque-down request signal, and other information to ECM, and also receives the torque-down permission/prohibit signals, lock-up permission/prohibit signals, accelerator position, and other information from ECM.

CONTROL SYSTEM: Control between CVT and Combination Meter (CAN Communication Control)

TCM sends the manual mode display request, shift position indicator signal, and other information to the combination meter, and also receives the manual mode signal and other information from the combination meter.

CONTROL SYSTEM: Control between CVT and BCM (CAN Communication Control)

TCM receives signals from the stop lamp switch via BCM.

Scheme 141

Scheme 142

1. The torque converter clutch piston in the torque converter is engaged to eliminate torque converter slip to increase power transmission efficiency.
2. The torque converter clutch control valve operation is controlled by the torque converter clutch solenoid valve, which is controlled by a signal from TCM. The torque converter clutch control valve engages or releases the torque converter clutch piston.
3. When shifting between "N" ("P") ==> "D" ("R"), torque converter clutch solenoid valve controls engagement power of forward clutch and reverse brake.
4. The lock-up applied gear range was expanded by locking up the torque converter at a lower vehicle speed than conventional A/T models.
5. If the CVT fluid temperature is low or the vehicle is in fail-safe mode due to malfunction, lock-up control is prohibited.

"D" POSITION

Gear shifting is performed in all shifting ranges from the lowest to the highest gear ratio.

Scheme 143

"M" POSITION

When the selector lever or paddle shifter is put in the manual shift gate side, the fixed changing gear line is set. By moving the selector lever to + side or - side, the manual mode switch is changed over, and shift change like M/T becomes possible following the changing gear set line step by step.

Scheme 144

Scheme 145

1. Except for NISMO RS
2. For NISMO RS

Manual Mode Information

The TCM transmits the manual mode shift refusal signal to the combination meter if the TCM refuses the transaxle from the driving status of vehicle when the selector lever shifts to "UP (+ side)" or "DOWN (- side)" side. The combination meter blinks shift position indicator on the combination meter and sounds the buzzer to indicate the driver that the shifting is not performed when receiving this signal. However, the TCM does not transmit the manual mode shift refusal signal in the conditions as per the following.

1. When the selector lever or the paddle shifter shifts to "DOWN (- side)" side while driving in M1.
2. When the selector lever or the paddle shifter shifts to "UP (+ side)" side while driving in M6 (M8*). *: NISMO RS models

BLIPPING CONTROL

Using engine torque, the blipping control enables a faster and more responsive gear shifting by compensating inertia torque generated from the rotational change during gear shifting in real time.

Operation

Scheme 146

1. The blipping control is activated when the driver shifts up/down the transaxle in manual mode or when the transaxle is shifted up/down in "D" position SPORT mode. NOTE: The blipping control is not activated when the vehicle is in the following conditions: When CAN communication is abnormal. During the retard inhibit signal transmission from ECM within the engine-CVT integrated control. Engine coolant temperature is less than 20°C (68°F). CVT fluid temperature is more than 120°C (248°F). Vehicle speed is less than 20 km/h (12 MPH). When ABS, TCS or VDC is active. During wheel spin.
2. ECM selects blipping control or normal shift control according to the gear position, the selector lever position, etc.
3. The blipping control is activated when ECM judges it controllable after receiving a control permit signal from TCM.
4. ECM controls engine torque, based on generated inertia torque.

HILL CLIMBING AND DESCENDING CONTROL

If a downhill is detected with the accelerator pedal is released, the system performs downshift to increase the engine brake force so that vehicle may not be accelerated more than necessary. If a climbing hill is detected, the system improves the acceleration performance in re-acceleration by limiting the gear shift range on the high side.

Note. For engine brake control on a downhill, the control can be stopped with CONSULT.

Scheme 147

CONTROL IN ACCELERATION

From change of the vehicle speed or accelerator pedal position, the acceleration request level of the driver or driving scene is evaluated. In start or acceleration during driving, the gear shift characteristics with linearity of revolution increase and vehicle speed increase are gained to improve the acceleration feel.

Scheme 148

CONTROL DETAILS OF EACH MODE

FAIL-SAFE

If CAN communication malfunction occurs between TCM and the multi display unit, the mode when the malfunction occurs is maintained for approximately 30 seconds and the mode is changed to NORMAL mode when the accelerator pedal is released.

P POSITION HOLD MECHANISM (IGNITION SWITCH LOCK)

The shift lock solenoid (A) is not energized when the ignition switch is in any position other than ON. The shift mechanism is locked and P position is held. The operation cannot be performed from P position if the brake pedal is depressed with the ignition switch ON when the operation system of shift lock solenoid is malfunctioning. However, the lock lever (B) is forcibly rotated and the shift lock is released when the shift lock release button (C) is pressed from above. The selector operation from P position can be performed.

Scheme 149

KEY LOCK MECHANISM

The key is not set to LOCK when the selector lever is not selected to P position. This prevents the key from being removed from the key cylinder.

Key lock status

The slider (B) in the key cylinder (A) is moved to the left side of the figure when the selector lever is in any position other than P position. The rotator (D) that rotates together with the key (C) cannot be rotated for this reason. The key cannot be removed from the key cylinder because it cannot be turned to LOCK (E).

Scheme 150

Key unlock status

The slider (B) in the key cylinder (A) is moved to the right side of the figure when the selector lever is in P position and the finger is removed from the selector button. The rotator (C) can be rotated for this reason. The key (D) can be removed from the key cylinder because it can be turned to LOCK (E).

Scheme 151

OBD-II FUNCTION

The ECM provides emission-related on board diagnostic (OBD-II) functions for the CVT system. One function is to receive a signal from the TCM used with OBD-related parts of the CVT system. The signal is sent to the ECM when a malfunction occurs in the corresponding OBD-related part. The other function is to indicate a diagnostic result by means of the MIL (malfunction indicator lamp) on the instrument panel. Sensors, switches and solenoid valves are used as sensing elements.

The MIL automatically illuminates in "One or Two Trip Detection Logic" when a malfunction is sensed in relation to CVT system parts.

One Trip Detection Logic

If a malfunction is sensed during the first test drive, the MIL will illuminate and the malfunction will be stored in the ECM memory as a DTC. The TCM is not provided with such a memory function.

Two Trip Detection Logic

When a malfunction is sensed during the first test drive, it is stored in the ECM memory as a 1st trip DTC (diagnostic trouble code) or 1st trip freeze frame data. At this point, the MIL will not illuminate. - 1st trip If the same malfunction as that experienced during the first test drive is sensed during the second test drive, the MIL will illuminate. - 2nd trip

The "trip" in the "One or Two Trip Detection Logic" means a driving mode in which self-diagnosis is performed during vehicle operation.

Freeze Frame Data and 1st Trip Freeze Frame Data

1. The ECM has a memory function, which stores the driving condition such as fuel system status, calculated load value, engine coolant temperature, short term fuel trim, long term fuel trim, engine speed and vehicle speed at the moment the ECM detects a malfunction. Data which are stored in the ECM memory, along with the 1st trip DTC, are called 1st trip freeze frame data, and the data, stored together with the DTC data, are called freeze frame data and displayed on CONSULT or GST. The 1st trip freeze frame data can only be displayed on the CONSULT screen, not on the GST. For details, refer to " «CONSULT FUNCTION»(ref-621378-S20367873952014061000000) ". Only one set of freeze frame data (either 1st trip freeze frame data or freeze frame data) can be stored in the ECM. 1st trip freeze frame data is stored in the ECM memory along with the 1st trip DTC. There is no priority for 1st trip freeze frame data, and it is updated each time a different 1st trip DTC is detected. However, once freeze frame data (2nd trip detection/MIL on) is stored in the ECM memory, 1st trip freeze frame data is no longer stored. Remember, only one set of freeze frame data can be stored in the ECM. The ECM has the following priorities to update the data.

Both 1st trip freeze frame data and freeze frame data (along with the DTC) are cleared when the ECM memory is erased.

DATA MONITOR

Note. The following table includes information (items) inapplicable to this vehicle. For information (items) applicable to this vehicle, refer to CONSULT display items.

WORK SUPPORT

ATFTEMP COUNT Conversion Table

PHYSICAL VALUES

Terminal No. (wire color) Description Condition Value (Approx.) + - Signal name Input/Output 1 (G) Ground R RANGE SW Input Ignition switch ON Selector lever in "R" position 10 - 16 V Other than the above position 0 V 2 (Y) Ground N RANGE SW Input Selector lever in "N" position 10 - 16 V Other than the above position 0 V 3 (W) Ground D RANGE SW Input Selector lever in "D" positions 10 - 16 V Other than the above position 0 V 4 (1) (V) - - - - - 5 (B) Ground Ground Output Always 0 V 8 (BR) - CLOCK (SEL2) - - - 9 (G) - CHIP SELECT (SEL1) - - - 10 (W) - DATA I/O (SEL3) - - - 11 (L) Ground P RANGE SW Input Ignition switch ON Selector lever in "P" position 10 - 16 V Other than the above position 0 V 13 (SB) Ground CVT fluid temperature sensor Input Ignition switch ON When CVT fluid temperature is 20°C (68°F) 2.0 V When CVT fluid temperature is 80°C (176°F) 1.0 V 15 (P) Ground Secondary pressure sensor Input Selector lever: "N" position Idle speed 1.0 V 25 (Y) Ground Sensor ground Input Always 0 V 26 (LG) Ground Sensor power supply Output Ignition switch ON 5.0 V Ignition switch OFF 0 V 27 (GR) Ground Step motor D Output Within 2 seconds after ignition switch ON, the time measurement by using the pulse width measurement function (Hi level) of CONSULT. (2) CAUTION: Connect the diagnosis data link cable to the vehicle diagnosis connector. 10.0 msec 28 (V) Ground Step motor C Output 30.0 msec 29 (BG) Ground Step motor B Output 10.0 msec 30 (R) Ground Step motor A Output 30.0 msec 31 (P) - CAN-L Input/Output - - 32 (L) - CAN-H Input/Output - - 33 (BG) Ground Primary speed sensor Input Selector lever: "M1" position While driving at 20 km/h (12 MPH) 720 Hz 34 (R) Ground Secondary speed sensor Input Selector lever: "M1" position While driving at 20 km/h (12 MPH) 480 Hz 37 (L) Ground Lock-up select solenoid valve Output Ignition switch ON Selector lever in "P" or "N" positions 10 - 16 V Wait at least for 5 seconds with the selector lever in "R" or "D" positions. 0 V 38 (G) Ground Torque converter clutch solenoid valve Output When vehicle cruises in "D" position When CVT performs lock-up 6.0 V When CVT does not perform lock-up 1.5 V 39 (W) Ground Secondary pressure solenoid valve Output "P" or "N" position idle Release your foot from the accelerator pedal. 5.0 - 7.0 V Press the accelerator pedal all the way down. 3.0 - 4.0 V 40 (Y) Ground Line pressure solenoid valve Output Release your foot from the accelerator pedal. 5.0 - 7.0 V Press the accelerator pedal all the way down. 1.0 V 42 (B) Ground Ground Output Always 0 V 46 (LG) Ground Ignition power supply Input Ignition switch ON - 10 - 16 V Ignition switch OFF - 0 V 47 (BG) Ground Battery power supply (memory backup) Input Always 10 - 16 V 48 (Y) Ground Ignition power supply Input Ignition switch ON - 10 - 16 V Ignition switch OFF - 0 V (1) This harness is not used. (2) A circuit tester cannot be used to test this item

Scheme 152

The TCM has an electrical fail-safe mode. In this mode TCM is operator even if there is an error in a main electronic control input/output signal circuit.

DETAILED FLOW

1. COLLECT THE INFORMATION FROM THE CUSTOMER Get the detailed information from the customer about the symptom (the condition and the environment when the incident/malfunction occurred) using diagnosis worksheet. Refer to " «DIAGNOSTIC WORK SHEET»(ref-621391-S02154436562014061000000) ". : GO TO 2.
2. CHECK SYMPTOM 1 Check the following items based on the information obtained from the customer. Fail-safe. Refer to " «FAIL-SAFE»(ref-621391-S22419247652014061000000) ". CVT fluid inspection. Refer to " «INSPECTION»(ref-621391-S09008084222014061000000) ". Line pressure test. Refer to " «INSPECTION AND JUDGMENT»(ref-621391-S09479205902014061000000) ". Stall test. Refer to " «INSPECTION AND JUDGMENT»(ref-621391-S39341056842014061000000) ". : GO TO 3.
3. CHECK DTC Check DTC. Perform the following procedure if DTC is detected. Record DTC. Erase DTC. Refer to " «DIAGNOSIS DESCRIPTION»(ref-621391-S42252015022014061000000) ". Is any DTC detected? YES: GO TO 4. NO: GO TO 5 .
4. PERFORM DIAGNOSTIC PROCEDURE Perform " «DIAGNOSTIC PROCEDURE»(ref-621372-S14896175072014061000000) " for the displayed DTC. : GO TO 5.
5. PERFORM DTC CONFIRMATION PROCEDURE Perform "DTC CONFIRMATION PROCEDURE" for the displayed DTC. Is DTC detected? YES: GO TO 4 . NO: GO TO 6.
6. CHECK SYMPTOM 2 Confirm the symptom described by the customer. Is any malfunction present? YES: GO TO 7. NO: INSPECTION END
7. RODE TEST Perform "RODE TEST". Refer to " «DESCRIPTION»(ref-621391-S11242007212014061000000) ". : GO TO 8.
8. CHECK SYMPTOM 3 Confirm the symptom described by the customer. Is any malfunction present? YES: GO TO 2 . NO: INSPECTION END

INFORMATION FROM CUSTOMER

KEY POINTS

Scheme 153

1. WHAT ..... Vehicle & CVT model
2. WHEN ..... Date, Frequencies
3. WHERE ..... Road conditions
4. HOW ..... Operating conditions, Symptoms

Scheme 154

Procedure

1. LOAD CALIBRATION DATA Shift the selector lever to the "P" position. Turn ignition switch ON. Check that "P" is displayed on shift position indicator on combination meter. NOTE: Displayed approximately 1 - 2 seconds after the selector lever is moved to the "P" position. Does the shift position indicator display "P"? YES: GO TO 3 . NO: GO TO 2.
2. DETECT MALFUNCTIONING ITEM Check the following items: Harness between the TCM and the ROM assembly inside the transaxle assembly is open or shorted. Disconnected, loose, bent, collapsed, or otherwise abnormal connector housing terminals Is the inspection result normal? YES: GO TO 1 . NO: Repair or replace the malfunctioning parts.
3. STORE CALIBRATION DATA Turn ignition switch OFF and wait for 5 seconds. Turn ignition switch ON. Does the shift position indicator display "P" at the same time when turning ON the ignition switch? YES: WORK END NO: Check harness between battery and TCM harness connector terminal. Refer to " «DIAGNOSIS PROCEDURE»(ref-621391-S13298122342014061000000) ".

1. PREPARATION BEFORE WORK With CONSULT Start the engine. CAUTION: Never drive the vehicle. Select "Data Monitor" in "TRANSMISSION". Select "ATFTEMP COUNT". Is "ATFTEMP COUNT" 47 [equivalent to 20°C (68°F)] or more? YES: GO TO 2. NO: Warm up the transaxle assembly until "ATFTEMP COUNT" reaches "47" [equivalent to 20°C (68°F)] or more. GO TO 2.
2. PERFORM TCM INITIALIZATION With CONSULT Turn ignition switch OFF. Turn ignition switch ON. CAUTION: Never start the engine. Select "Self Diagnostic Results" in "TRANSMISSION". Shift selector lever to "R" position. Depress slightly the accelerator pedal (Pedal angle: 2.0/8) while depressing the brake pedal. Select "Erase" with step 5 . Release brake pedal and accelerator pedal. Select "CALIB DATA" in "TRANSMISSION". Check that "CALIB DATA" value is as shown as in the following table. Item name Display value UNIT CLB ID 1 00 UNIT CLB ID 2 00 UNIT CLB ID 3 00 UNIT CLB ID 4 00 UNIT CLB ID 5 00 UNIT CLB ID 6 00 Is "CALIB DATA" value it? YES: GO TO 3. NO: GO TO 1 .
3. LOAD CALIBRATION DATA Shift selector lever to "P" position. Check that "P" is displayed on shift position indicator on combination meter. NOTE: It indicates approximately 1 - 2 seconds after shifting the selector lever to "P" position. Does shift position indicator display "P"? YES: GO TO 5 . NO: GO TO 4.
4. DETECT MALFUNCTIONING ITEM Check the following items: Harness between the TCM and the ROM assembly inside the transaxle assembly is open or shorted. Disconnected, loose, bent, collapsed, or otherwise abnormal connector housing terminals Power supply and ground of TCM. (Refer to " «DIAGNOSIS PROCEDURE»(ref-621391-S13298122342014061000000) ".) Is the inspection result normal? YES: GO TO 1 . NO: Repair or replace the malfunctioning parts.
5. STORE CALIBRATION DATA Turn ignition switch OFF and wait for 5 seconds. Turn ignition switch ON. Does the shift position indicator display "P" at the same time when turning ON the ignition switch? YES: GO TO 6. NO: Check harness between battery and TCM harness connector terminal. Refer to " «DIAGNOSIS PROCEDURE»(ref-621391-S13298122342014061000000) ".
6. ERASE CVT FLUID DEGRADATION LEVEL DATA With CONSULT Select "WORK SUPPORT" in "TRANSMISSION". Select "CONFORM CVTF DETERIORATION". Touch "Clear". : WORK END

Cleaning

Whenever an automatic transaxle is repaired, overhauled, or replaced, the CVT fluid cooler mounted in the radiator must be inspected and cleaned.

Metal debris and friction material, if present, can be trapped or be deposited in the CVT fluid cooler. This debris can contaminate the newly serviced CVT or, in severe cases, can block or restrict the flow of CVT fluid. In either case, malfunction of the newly serviced CVT may occur. Debris, if present, may deposit as CVT fluid enters the cooler inlet. It will be necessary to back flush the cooler through the cooler outlet in order to flush out any built up debris.

Scheme 155

Scheme 156

Scheme 157

1. Position an oil pan under the transaxle's inlet and outlet cooler hoses.
2. Identify the inlet and outlet fluid cooler hoses.
3. Disconnect the fluid cooler inlet and outlet rubber hoses from the steel cooler tubes or bypass valve. NOTE: Replace the cooler hoses if rubber material from the hose remains on the tube fitting.
4. Allow any CVT fluid that remains in the cooler hoses to drain into the oil pan.
5. Insert the extension adapter hose of a can of Transmission Cooler Cleaner (Nissan P/N 999MP-AM006) into the cooler outlet hose. CAUTION: Wear safety glasses and rubber gloves when spraying the Transmission Cooler Cleaner. Spray Transmission Cooler Cleaner only with adequate ventilation. Avoid contact with eyes and skin. Never breath vapors or spray mist.
6. Hold the hose and can as high as possible and spray Transmission Cooler Cleaner in a continuous stream into the cooler outlet hose until CVT fluid flows out of the cooler inlet hose for 5 seconds.
7. Insert the tip of an air gun into the end of the cooler outlet hose.
8. Wrap a shop rag around the air gun tip and end of the cooler outlet hose.
9. Blow compressed air regulated to 5 to 9 kg/cm 2 (70 to 130 psi) through the cooler outlet hose for 10 seconds to force out any remaining CVT fluid.
10. Repeat steps 5 through 9 three additional times.
11. Position an oil pan under the banjo bolts that connect the CVT fluid cooler steel lines to the transaxle.
12. Remove the banjo bolts.
13. Flush each steel line from the cooler side back toward the transaxle by spraying Transmission Cooler Cleaner in a continuous stream for 5 seconds.
14. Blow compressed air regulated to 5 to 9 kg/cm 2 (70 to 130 psi) through each steel line from the cooler side back toward the transaxle for 10 seconds to force out any remaining CVT fluid.
15. Ensure all debris is removed from the steel cooler lines.
16. Ensure all debris is removed from the banjo bolts and fittings.
17. Perform " «CVT FLUID COOLER DIAGNOSIS PROCEDURE»(ref-621391-S08703644832014061000000) ".

JUDGMENT

Scheme 158

Scheme 159

Scheme 160

Scheme 161

1. Inspect the amount of engine oil and replenish if necessary.
2. Drive the car for about 10 minutes to warm it up so that the CVT fluid reaches in the range of 50 to 80°C (122 to 176°F), then inspect the amount of CVT fluid and replenish if necessary. NOTE: The CVT fluid temperature rises in the range of 50 to 80°C (122 to 176°F) during 10 minutes of driving.
3. After warming up CVT, remove the oil pressure detection plug and install the joint pipe adapter (SST: KV31103600) (A), adapter (SST: 25054000) (B), oil pressure gauge set (commercial service tool) (C). CAUTION: When using the oil pressure gauge, be sure to use the O-ring attached to the oil pressure detection plug.
4. Securely engage the parking brake so that the tires do not turn.
5. Start the engine, and then measure the line pressure at both idle and the stall speed. CAUTION: Keep the brake pedal pressed all the way down during measurement. When measuring the line pressure at the stall speed, refer to " «INSPECTION AND JUDGMENT»(ref-621391-S39341056842014061000000) ". Line pressure: Refer to " «LINE PRESSURE»(ref-621391-S33267259052014061000000) ".
6. After the measurements are complete, install the oil pressure detection plug and tighten to the specified torque below. : 7.5 N.m (0.77 kg-m, 66 in-lb) CAUTION: Never reuse O-ring. Apply CVT fluid to O-ring.

Check before Engine Is Started

1. CHECK CVT INDICATOR LAMP Park vehicle on flat surface. Move selector lever to "P" position. Turn ignition switch OFF. Wait at least 5 seconds. Turn ignition switch ON. (Do not start engine.) Is shift position indicator activated for about 2 seconds? YES: Turn ignition switch OFF. Perform self-diagnosis and note NG items. Refer to " «CONSULT FUNCTION»(ref-621391-S02253753112014061000000) ". Go to " «CHECK AT IDLE»(ref-621391-S00863483952014061000000) ". NO: Stop "Road Test". Refer to " «SYMPTOM TABLE»(ref-621391-S14430022672014061000000) ".

Check at Idle

1. CHECK STARTING THE ENGINE Park vehicle on flat surface. Move selector lever to "P" or "N" position. Turn ignition switch OFF. Turn ignition switch to "START" position. Is engine started? YES: GO TO 2. NO: Stop "Road Test". Refer to " «SYMPTOM TABLE»(ref-621391-S14430022672014061000000) ".
2. CHECK STARTING THE ENGINE Turn ignition switch ON. Move selector lever to "D", "M" or "R" position. Turn ignition switch to "START" position. Is engine started? YES: Stop "Road Test". Refer to " «SYMPTOM TABLE»(ref-621391-S14430022672014061000000) ". NO: GO TO 3.
3. CHECK "P" POSITION FUNCTION Move selector lever to "P" position. Turn ignition switch OFF. Release parking brake. Push vehicle forward or backward. Apply parking brake. Does vehicle move forward or backward? YES: Refer to " «SYMPTOM TABLE»(ref-621391-S14430022672014061000000) ". Continue "Road Test". NO: GO TO 4.
4. CHECK "N" POSITION FUNCTION Start engine. Move selector lever to "N" position. Release parking brake. Does vehicle move forward or backward? YES: Refer to " «SYMPTOM TABLE»(ref-621391-S14430022672014061000000) ". Continue "Road Test". NO: GO TO 5.
5. CHECK SHIFT SHOCK Apply foot brake. Move selector lever to "R" position. Is there large shock when changing from "N" to "R" position? YES: Refer to " «SYMPTOM TABLE»(ref-621391-S14430022672014061000000) ". Continue "Road Test". NO: GO TO 6.
6. CHECK "R" POSITION FUNCTION Release foot brake for several seconds. Does vehicle creep backward when foot brake is released? YES: GO TO 7. NO: Refer to " «SYMPTOM TABLE»(ref-621391-S14430022672014061000000) ". Continue "Road Test".
7. CHECK "D" POSITION FUNCTION Move selector lever to "D" position and check if vehicle creeps forward. Does vehicle creep forward in all positions? YES: Go to " «CRUISE TEST»(ref-621391-S30498645932014061000000) ". NO: Stop "Road Test". Refer to " «SYMPTOM TABLE»(ref-621391-S14430022672014061000000) ".

Scheme 162

Scheme 163

1. CHECK VEHICLE SPEED WHEN SHIFTING GEARS - PART 1 Drive vehicle for approximately 10 minutes to warm engine oil and CVT fluid up to operating temperature. CVT fluid operating temperature: 50 - 80°C (122 - 176°F) Park vehicle on flat surface. Move selector lever to "P" position. Start engine. Move selector lever to "D" position. Accelerate vehicle to 2/8-way throttle depressing accelerator pedal constantly. Read vehicle speed and engine speed. Refer to " «SHIFT CHARACTERISTICS»(ref-621391-S39187609002014061000000) ". OK or NG OK: GO TO 2. NG: Refer to " «SYMPTOM TABLE»(ref-621391-S14430022672014061000000) ". Continue "Road Test".
2. CHECK VEHICLE SPEED WHEN SHIFTING GEARS - PART 2 Park vehicle on flat surface. Move selector lever to "D" position. Accelerate vehicle to full depression depressing accelerator pedal constantly. Read vehicle speed and engine speed. Refer to " «SHIFT CHARACTERISTICS»(ref-621391-S39187609002014061000000) ". OK or NG OK: GO TO 3. NG: Refer to " «SYMPTOM TABLE»(ref-621391-S14430022672014061000000) ". Continue "Road Test".
3. CHECK MANUAL MODE FUNCTION Move to manual mode from "D" position. Does it switch to manual mode? YES: GO TO 4. NO: Refer to " «SYMPTOM TABLE»(ref-621391-S14430022672014061000000) ". Continue "Road Test".
4. CHECK SHIFT-UP FUNCTION During manual mode driving, is upshift from M1 --> M2 --> M3 --> M4 --> M5 --> M6 performed? Read the gear position. Refer to " «CONSULT FUNCTION»(ref-621391-S02253753112014061000000) ". Is upshifting correctly performed? YES: GO TO 5. NO: Refer to " «SYMPTOM TABLE»(ref-621391-S14430022672014061000000) ". Continue "Road Test".
5. CHECK SHIFT-DOWN FUNCTION During manual mode driving, is downshift from M6 --> M5 --> M4 --> M3 --> M2 --> M1 performed? Read the gear position. Refer to " «CONSULT FUNCTION»(ref-621391-S02253753112014061000000) ". Is downshifting correctly performed? YES: GO TO 6. NO: Refer to " «SYMPTOM TABLE»(ref-621391-S14430022672014061000000) ". Continue "Road Test".
6. CHECK ENGINE BRAKE FUNCTION Check engine brake. Does engine braking effectively reduce speed in M1 position? YES: Stop the vehicle. Perform self-diagnosis. Refer to " «CONSULT FUNCTION»(ref-621391-S02253753112014061000000) ". NO: Refer to " «SYMPTOM TABLE»(ref-621391-S14430022672014061000000) ". Then continue trouble diagnosis.

Scheme 164

1. Place selector lever in "P" position, and turn ignition switch ON (engine stop).
2. Make sure that selector lever can be shifted to other than "P" position when brake pedal is depressed. Also make sure that selector lever can be shifted from "P" position only when brake pedal is depressed.
3. Move the selector lever and check for excessive effort, sticking, noise or rattle.
4. Confirm the selector lever stops at each position with the feel of engagement when it is moved through all the positions. Check that the actual position of the selector lever matches the position shown by the shift position indicator and the manual lever on the transaxle.
5. The method of operating the selector lever to individual positions correctly should be as shown.
6. When selector button is pressed in "P", "R" or "N" position without applying forward/backward force to selector lever, check button operation for sticking.
7. Confirm the back-up lamps illuminate only when selector lever is placed in the "R" position. Confirm the back-up lamps do not illuminate when the selector lever is pushed toward the "R" position when in the "P" or "N" position.
8. Confirm the engine can only be started with the selector lever in the "P" and "N" positions.
9. Make sure transaxle is locked completely in "P" position.
10. When selector lever is set to manual shift gate, make sure that manual mode is displayed on combination meter. Shift selector lever to "+" and "-" sides, and check that set shift position changes.

Scheme 165

1. Place selector lever in "P" position. CAUTION: Turn wheels more than 1/4 rotations and apply the park lock.
2. Loosen nut (A) and place manual lever (B) in "P" position. CAUTION: Never apply any force to the manual lever.
3. Tighten nut. Refer to " «REMOVAL AND INSTALLATION»(ref-621391-S42240618972014061000000) ". CAUTION: Fix the manual lever when tightening.

MANUAL MODE SWITCH

1. MANUAL MODE SWITCH Check continuity between CVT shift selector connector terminals. CVT shift selector Condition Continuity Terminal 7 - 10 Manual shift gate position (neutral) Existed Other than the above Not existed 8 - 10 Selector lever: DOWN (- side) Existed Other than the above Not existed 9 - 10 Selector lever: UP (+ side) Existed Other than the above Not existed 11 - 10 Manual shift gate position Not existed Other than the above Existed Is the inspection result normal? YES: INSPECTION END NO: There is a malfunction of the manual mode switch. Replace the CVT shift selector assembly. Refer to " «REMOVAL AND INSTALLATION»(ref-621391-S02517697252014061000000) ".

Component Function Check

1. CHECK SHIFT POSITION INDICATOR CAUTION: Always drive vehicle at a safe speed. Start engine. Check if correct selector lever position ("P", "N", "R" or "D") is displayed as selector lever is moved into each position. Drive vehicle in the manual mode, and confirm that the actual gear position and the meter's indication of the position mutually coincide when the selector lever is shifted to the "UP (+ side)" or "DOWN (- side)" side [1st <==> 6th (8th*) gear]. *: NISMO RS models Is the inspection result normal? YES: INSPECTION END NO: Go to " «DIAGNOSIS PROCEDURE»(ref-621391-S01600499312014061000000) ".

1. CHECK SHIFT LOCK OPERATION (PART 1) Turn ignition switch ON. Shift the selector lever to "P" position. Attempt to shift the selector lever to any other than position with the brake pedal released. Can the selector lever be shifted to any other position? YES: Go to " «DIAGNOSIS PROCEDURE»(ref-621391-S04876889222014061000000) ". NO: GO TO 2.
2. CHECK SHIFT LOCK OPERATION (PART 2) Attempt to shift the selector lever to any other than position with the brake pedal depressed. Can the selector lever be shifted to any other position? YES: INSPECTION END NO: Go to " «DIAGNOSIS PROCEDURE»(ref-621391-S04876889222014061000000) ".

Changing

1. Remove drain plug from oil pan.
2. Remove drain plug gasket from drain plug.
3. Install drain plug gasket to drain plug. CAUTION: Never reuse drain plug gasket.
4. Install drain plug to oil pan. Drain plug - tightening torque: Refer to " «EXPLODED VIEW»(ref-621391-S17512243272014061000000) ".
5. Fill CVT fluid from CVT fluid charging pipe to the specified level. Recommended fluid and fluid capacity: Refer to " «RECOMMENDED FLUIDS AND LUBRICANTS»(ref-621382-S11847462522014061000000) ". CAUTION: Use only recommended CVT fluid. Never mix with other fluid. Using CVT fluid other than recommended CVT fluid will deteriorate in driveability and CVT durability, and may damage the CVT, which is not covered by the warranty. When filling CVT fluid, take care not to scatter heat generating parts such as exhaust. Sufficiently shake the container of CVT fluid before using. Delete CVT fluid deterioration date with CONSULT after changing CVT fluid.
6. With the engine warmed up, drive the vehicle in an urban area. NOTE: When ambient temperature is 20°C (68°F), it takes about 10 minutes for the CVT fluid to warm up to 50 to 80°C (122 to 176°F).
7. Check CVT fluid level and condition.
8. Repeat steps 1 to 5 if CVT fluid has been contaminated.
9. Select "Data Monitor" in "TRANSMISSION" using CONSULT.
10. Select "CONFORM CVTF DETERIORATION".
11. Select "Erase".

Scheme 166

Shift Characteristics

Numerical value data are reference values.

Note. Lock-up clutch is engaged when vehicle speed is approximately 18 km/h (11 MPH) to 90 km/h (56 MPH).

Stall Speed

Line Pressure

Heater Thermostat

HEATER THERMOSTAT SPECIFICATIONS