Engine Control System (Introduction): 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 51

Scheme 52

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 Tools

Note. 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 (J-44321) Fuel pressure gauge kit Checks fuel pressure (J-44321-6) Fuel pressure adapter Connects fuel pressure gauge to quick connector type fuel lines. KV10120000 Fuel tube adapter Measures fuel pressure

Commercial Service Tools

Tool name (Kent-Moore No.) Description Leak detector i.e.: (J-41416) Locates the EVAP leak EVAP service port adapter i.e.: (J-41413-OBD) Applies positive pressure through EVAP service port Fuel filler cap adapter i.e.: (MLR-8382) Checks fuel tank vacuum relief valve opening pressure Socket wrench Removes and installs engine coolant temperature sensor Oxygen sensor thread cleaner i.e.: (J-43897-18) (J-43897-12) Reconditions the exhaust system threads before installing a new oxygen sensor. Use with anti-seize lubricant shown below. 18 mm diameter with pitch 1.5 mm for Zirconia Oxygen Sensor 12 mm diameter with pitch 1.25 mm for Titania Oxygen Sensor Anti-seize lubricant i.e.: (Permatex™ 133AR or equivalent meeting MIL specification MIL-A-907) Lubricates oxygen sensor thread cleaning tool when reconditioning exhaust system threads

Scheme 53

Scheme 54

Scheme 55

Scheme 56

EXHAUST COMPARTMENT

2WD

Scheme 57

AWD

Scheme 58

Scheme 59

ECM

The ECM consists of a microcomputer and connectors for signal input and output and for power supply. The ECM controls the engine.

Scheme 60

Accelerator Pedal Position Sensor

The accelerator pedal position sensor is installed on the upper end of the accelerator pedal assembly. The sensor detects the accelerator position and sends a signal to the ECM.

Scheme 61

Accelerator pedal position sensor has two sensors. These sensors are a kind of potentiometers which transform the accelerator pedal position into output voltage, and emit the voltage signal to the ECM. In addition, these sensors detect the opening and closing speed of the accelerator pedal and feed the voltage signals to the ECM. The ECM judges the current opening angle of the accelerator pedal from these signals and controls the throttle control motor based on these signals.

Idle position of the accelerator pedal is determined by the ECM receiving the signal from the accelerator pedal position sensor. The ECM uses this signal for the engine operation such as fuel cut.

Scheme 62

OUTLINE

Electric throttle control actuator consists of throttle body, throttle valve, throttle control motor and throttle position sensor.

Scheme 63

THROTTLE CONTROL MOTOR RELAY

Power supply for the throttle control motor is provided to the ECM via throttle control motor relay. The throttle control motor relay is ON/OFF controlled by the ECM. When the ignition switch is turned ON, the ECM sends an ON signal to throttle control motor relay and battery voltage is provided to the ECM. When the ignition switch is turned OFF, the ECM sends an OFF signal to throttle control motor relay and battery voltage is not provided to the ECM.

THROTTLE CONTROL MOTOR

The throttle control motor is operated by the ECM and it opens and closes the throttle valve. The current opening angle of the throttle valve is detected by the throttle position sensor and it provides feedback to the ECM to control the throttle control motor to make the throttle valve opening angle properly in response to driving condition.

THROTTLE POSITION SENSOR

The throttle position sensor responds to the throttle valve movement. The throttle position sensor has two sensors. These sensors are a kind of potentiometers which transform the throttle valve position into output voltage, and emit the voltage signal to the ECM. In addition, these sensors detect the opening and closing speed of the throttle valve and feed the voltage signals to the ECM. The ECM judges the current opening angle of the throttle valve from these signals and the ECM controls the throttle control motor to make the throttle valve opening angle properly in response to driving condition.

Scheme 64

Ignition Coil With Power Transistor

The ignition signal from the ECM is sent to and amplified by the power transistor. The power transistor turns ON and OFF the ignition coil primary circuit. This ON/OFF operation induces the proper high voltage in the coil secondary circuit.

Scheme 65

Fuel Injector

For the fuel injector, a high pressure fuel injector is used and this enables a high-pressure fuel injection at a high voltage within a short time. The ECM is equipped with an injector driver unit and actuates the fuel injector at a high voltage (approximately 65 V at the maximum).

Scheme 66

High Pressure Fuel Pump

The high pressure fuel pump is activated by the exhaust camshaft.

ECM controls the high pressure fuel pump control solenoid valve built into the high pressure fuel pump and adjusts the amount of discharge by changing the suction timing of the low pressure fuel.

Scheme 67

Scheme 68

Fuel Rail Pressure Sensor

The fuel rail pressure (FRP) sensor is placed to the fuel rail and measures fuel pressure in the fuel rail. The sensor transmits voltage signal to the ECM. As the pressure increases, the voltage rises. The ECM controls the fuel pressure in the fuel rail by operating high pressure fuel pump. The ECM uses the signal from fuel rail pressure sensor as a feedback signal.

Scheme 69

Low Pressure Fuel Pump

The low pressure fuel pump is integrated with a fuel pressure regulator and a fuel filter. This pump is build into the fuel tank.

Scheme 70

Fuel Tank Temperature Sensor

The fuel tank temperature sensor is used to detect the fuel temperature inside the fuel tank. The sensor modifies a voltage signal from the ECM. The modified signal returns to the ECM as the fuel temperature input. The sensor uses a thermistor which is sensitive to the change in temperature. The electrical resistance of the thermistor decreases as temperature increases.

Scheme 71

TEMPERATURE, VOLTAGE AND RESISTANCE SPECIFICATIONS< REFERENCE DATA >

Fuel Level Sensor

The fuel level sensor is mounted in the fuel level sensor unit.

The sensor detects a fuel level in the fuel tank and transmits a signal to the combination meter. The combination meter sends the fuel level sensor signal to the ECM via the CAN communication line.

It consists of two parts, one is mechanical float and the other is variable resistor. Fuel level sensor output voltage changes depending on the movement of the fuel mechanical float.

MASS AIR FLOW SENSOR

The mass air flow sensor (1) is placed in the stream of intake air. It measures the intake flow rate by measuring a part of the entire intake flow. The mass air flow sensor controls the temperature of the hot wire to a certain amount. The heat generated by the hot wire is reduced as the intake air flows around it. The more air, the greater the heat loss.

Therefore, the electric current supplied to hot wire is changed to maintain the temperature of the hot wire as air flow increases. The ECM detects the air flow by means of this current change.

Scheme 72

INTAKE AIR TEMPERATURE SENSOR 1

The intake air temperature sensor 1 is built-into mass air flow sensor. The sensor detects intake air temperature and transmits a signal to the ECM.

The temperature sensing unit uses a thermistor which is sensitive to the change in temperature. Electrical resistance of the thermistor decreases in response to the temperature rise.

TEMPERATURE, VOLTAGE AND RESISTANCE SPECIFICATIONS< REFERENCE DATA >

Scheme 73

Turbocharger

Turbocharger boost is controlled by adjusting the pressure to the diaphragm of the boost control actuator.

Scheme 74

TURBOCHARGER BOOST CONTROL SOLENOID VALVE

Turbocharger boost control solenoid valve is ON/OFF duty controlled by ECM.

And it adjusts the pressure in the diaphragm of the boost control actuator. The longer the turbocharger boost control solenoid valve is ON, the higher the boost is increased.

Scheme 75

TURBOCHARGER BOOST SENSOR

The turbocharger boost sensor detects the pressure of the outlet side of the intercooler. When increasing the pressure, the output voltage of the sensor to the ECM increases.

Scheme 76

Scheme 77

INTAKE AIR TEMPERATURE SENSOR 2

The intake air temperature sensor 2 is built-into turbocharger boost sensor. The sensor detects intake air temperature and transmits a signal to the ECM.

The temperature sensing unit uses a thermistor which is sensitive to the change in temperature. Electrical resistance of the thermistor decreases in response to the temperature rise.

TEMPERATURE, VOLTAGE AND RESISTANCE SPECIFICATIONS< REFERENCE DATA >

Scheme 78

Engine Coolant Temperature Sensor

The engine coolant temperature sensor is used to detect the engine coolant temperature. The sensor modifies a voltage signal from the ECM. The modified signal returns to the ECM as the engine coolant temperature input. The sensor uses a thermistor which is sensitive to the change in temperature. The electrical resistance of the thermistor decreases as temperature increases.

Scheme 79

TEMPERATURE, VOLTAGE AND RESISTANCE SPECIFICATIONS< REFERENCE DATA >

Scheme 80

Crankshaft Position Sensor (POS)

The crankshaft position sensor (POS) is located on the oil pan facing the gear teeth (cogs) of the signal plate. It detects the fluctuation of the engine revolution.

The sensor consists of a permanent magnet and Hall IC.

When the engine is running, the high and low parts of the teeth cause the gap with the sensor to change.

The changing gap causes the magnetic field near the sensor to change.

Due to the changing magnetic field, the voltage from the sensor changes.

The ECM receives the voltage signal and detects the fluctuation of the engine revolution.

ECM receives the signals as shown in the figure.

Scheme 81

Scheme 82

Camshaft Position Sensor (PHASE)

The camshaft position sensor (PHASE) senses the retraction of intake camshaft to identify a particular cylinder. The camshaft position sensor (PHASE) senses the piston position.

When the crankshaft position sensor (POS) system becomes inoperative, the camshaft position sensor (PHASE) provides various controls of engine parts instead, utilizing timing of cylinder identification signals.

The sensor consists of a permanent magnet and Hall IC.

When engine is running, the high and low parts of the teeth cause the gap with the sensor to change.

The changing gap causes the magnetic field near the sensor to change.

Due to the changing magnetic field, the voltage from the sensor changes.

ECM receives the signals as shown in the figure below.

Scheme 83

Scheme 84

Intake Valve Timing Control Solenoid Valve

Intake valve timing control solenoid valve is activated by ON/OFF pulse duty (ratio) signals from the ECM.

The intake valve timing control solenoid valve changes the oil amount and direction of flow through intake valve timing control unit or stops oil flow.

The longer pulse width advances valve angle.

The shorter pulse width retards valve angle.

When ON and OFF pulse widths become equal, the solenoid valve stops oil pressure flow to fix the intake valve angle at the control position.

Scheme 85

Exhaust Valve Timing Control Position Sensor

Exhaust valve timing control position sensor detects the protrusion of the signal plate installed to the exhaust camshaft front end.

This sensor signal is used for sensing a position of the exhaust camshaft.

The sensor consists of a permanent magnet and Hall IC.

When engine is running, the high and low parts of the teeth cause the gap with the sensor to change.

The changing gap causes the magnetic field near the sensor to change.

Due to the changing magnetic field, the voltage from the sensor changes.

Scheme 86

Exhaust Valve Timing Control Solenoid Valve

Exhaust valve timing control solenoid valve is activated by ON/OFF pulse duty (ratio) signals from the ECM.

The exhaust valve timing control solenoid valve changes the oil amount and direction of flow through exhaust valve timing control unit or stops oil flow.

The longer pulse width retards valve angle.

The shorter pulse width advances valve angle.

When ON and OFF pulse widths become equal, the solenoid valve stops oil pressure flow to fix the exhaust valve angle at the control position.

Scheme 87

A/F SENSOR 1 HEATER

A/F sensor 1 heater is integrated in the sensor.

The ECM performs ON/OFF duty control of the A/F sensor 1 heater corresponding to the engine operating condition to keep the temperature of A/F sensor 1 element within the specified range.

HEATED OXYGEN SENSOR 2 HEATER

Heated oxygen sensor 2 heater is integrated in the sensor.

The ECM performs ON/OFF control of the heated oxygen sensor 2 heater corresponding to the engine speed, amount of intake air and engine coolant temperature.

Knock Sensor

The knock sensor is attached to the cylinder block. It senses engine knocking using a piezoelectric element. A knocking vibration from the cylinder block is sensed as vibrational pressure. This pressure is converted into a voltage signal and sent to the ECM.

Scheme 88

Engine Oil Pressure Sensor

The engine oil pressure (EOP) sensor is detects engine oil pressure and transmits a voltage signal to the ECM.

Scheme 89

Engine Oil Temperature Sensor

The engine oil temperature sensor is used to detect the engine oil temperature. The sensor modifies a voltage signal from the ECM. The modified signal returns to the ECM as the engine oil temperature input. The sensor uses a thermistor which is sensitive to the change in temperature. The electrical resistance of the thermistor decreases as temperature increases.

Scheme 90

TEMPERATURE, VOLTAGE AND RESISTANCE SPECIFICATIONS< REFERENCE DATA >

Scheme 91

COOLING FAN CONTROL MODULE

Cooling fan control module receives ON/OFF pulse duty signal from IPDM E/R. Corresponding to this ON/OFF pulse duty signal, cooling fan control module sends cooling fan motor operating voltage to cooling fan motor. The revolution speed of cooling fan motor is controlled by duty cycle of the voltage.

COOLING FAN MOTOR

Cooling fan motor receives cooling fan motor operating voltage from cooling fan control module. The revolution speed of cooling fan motor is controlled by duty cycle of the voltage.

EVAP Canister Purge Volume Control Solenoid Valve

The EVAP canister purge volume control solenoid valve uses a ON/OFF duty to control the flow rate of fuel vapor from the EVAP canister. The EVAP canister purge volume control solenoid valve is moved by ON/OFF pulses from the ECM. The longer the ON pulse, the greater the amount of fuel vapor that will flow through the valve.

Scheme 92

EVAP Canister Vent Control Valve

The EVAP canister vent control valve is located on the EVAP canister and is used to seal the canister vent.

This solenoid valve responds to signals from the ECM. When the ECM sends an ON signal, the coil in the solenoid valve is energized. A plunger will then move to seal the canister vent. The ability to seal the vent is necessary for the on board diagnosis of other evaporative emission control system components.

This solenoid valve is used only for diagnosis, and usually remains opened.

When the vent is closed, under normal purge conditions, the evaporative emission control system is depressurized and allows "EVAP Control System" diagnosis.

Scheme 93

EVAP Control System Pressure Sensor

The EVAP control system pressure sensor detects pressure in the purge line. The sensor output voltage to the ECM increases as pressure increases.

Scheme 94

The power generation voltage variable control enables fuel consumption to be decreased by reducing the engine load which is caused by the power generation of the generator.

Based on sensor signals, ECM judges whether or not the power generation voltage variable control is performed. When performing the power generation voltage variable control, ECM calculates the target power generation voltage based on the sensor signal. And ECM sends the calculated value as the power generation command value to IPDM E/R. For the details of the power generation voltage variable control, refer to " POWER GENERATION VOLTAGE VARIABLE CONTROL SYSTEM: SYSTEM DESCRIPTION ".

Scheme 95

BATTERY CURRENT SENSOR

The battery current sensor is installed to the battery negative cable. The sensor measures the charging/discharging current of the battery.

BATTERY TEMPERATURE SENSOR

Battery temperature sensor is integrated in battery current sensor. The sensor measures temperature around the battery.

The electrical resistance of the thermistor decreases as temperature increases.

TEMPERATURE, VOLTAGE AND RESISTANCE SPECIFICATIONS< REFERENCE DATA >

Scheme 96

Malfunction Indicator lamp (MIL)

The Malfunction Indicator lamp (MIL) is located on the combination meter.

The MIL will illuminate when the ignition switch is turned ON without the engine running. This is a bulb check.

When the engine is started, the MIL should turn OFF. If the MIL remains illuminated, the on board diagnostic system has detected an engine system malfunction.

For details, refer to " DIAGNOSIS DESCRIPTION: MALFUNCTION INDICATOR LAMP (MIL) ".

Scheme 97

Oil Pressure Warning Lamp

Oil pressure warning lamp is located on the combination meter. It indicates the low pressure of the engine oil and the malfunction of the engine oil pressure system.

Combination meter turns the oil pressure warning lamp ON/OFF according to the oil pressure warning lamp signal received from ECM via CAN communication.

Scheme 98

Refrigerant Pressure Sensor

The refrigerant pressure sensor is installed at the condenser of the air conditioner system. The sensor uses an electrostatic volume pressure transducer to convert refrigerant pressure to voltage. The voltage signal is sent to ECM, and ECM controls cooling fan system.

Scheme 99

Stop Lamp Switch & Brake Pedal Position Switch

Stop lamp switch and brake pedal position switch are installed to brake pedal bracket.

ECM detects the state of the brake pedal by those two types of input (ON/OFF signal).

Clutch Pedal Position Switch

When the clutch pedal is depressed, the clutch pedal position switch turns OFF and the clutch pedal position switch signal is sent to the ECM. The ECM judges the clutch pedal conditions via the signal (ON or OFF).

ASCD Steering Switch

ASCD steering switch has variant values of electrical resistance for each button. ECM reads voltage variation of switch, and determines which button is operated.

Information Display

The operation mode of the ASCD is indicated on the information display in the combination meter.

ECM transmits the status signal to the combination meter via CAN communication according to ASCD operation.

Scheme 100

This system returns blow-by gas to the intake manifold.

The positive crankcase ventilation (PCV) valve is provided to conduct crankcase blow-by gas to the intake manifold.

During partial throttle operation of the engine, the intake manifold sucks the blow-by gas through the PCV valve.

Normally, the capacity of the valve is sufficient to handle any blow-by and a small amount of ventilating air.

The ventilating air is then drawn from the air inlet tubes into the crankcase. In this process the air passes through the hose connecting air inlet tubes to rocker cover.

Under full-throttle condition, the manifold vacuum is insufficient to draw the blow-by flow through the valve.

The flow goes through the hose connection in the reverse direction.

On vehicles with an excessively high blow-by, the valve does not meet the requirement. This is because some of the flow will go through the hose connection to the air inlet tubes under all conditions.

Scheme 101

Scheme 102

From the beginning of refueling, the air and vapor inside the fuel tank go through refueling EVAP vapor cut valve and EVAP/ORVR line to the EVAP canister. The vapor is absorbed by the EVAP canister and the air is released to the atmosphere.

When the refueling has reached the full level of the fuel tank, the refueling EVAP vapor cut valve is closed and refueling is stopped because of auto shut-off. The vapor which was absorbed by the EVAP canister is purged during driving.

Scheme 103

INPUT/OUTPUT SIGNAL CHART

VARIOUS FUEL INJECTION INCREASE/DECREASE COMPENSATION

In addition, the amount of fuel injected is compensated to improve engine performance under various operating conditions as listed below.

< Fuel increase >

1. During warm-up
2. When starting the engine
3. During acceleration
4. Hot-engine operation
5. When selector lever position is changed from N to D (CVT models)
6. High-load, high-speed operation

< Fuel decrease >

1. During deceleration
2. During high engine speed operation

FUEL INJECTION CONTROL

Stratified-charge Combustion

Stratified-charge combustion is a combustion method which enables extremely lean combustion by injecting fuel in the latter half of a compression process, collecting combustible air-fuel around the spark plug, and forming fuel-free airspace around the mixture.

Right after a start with the engine cold, the catalyst warm-up is accelerated by stratified-charge combustion.

Homogeneous Combustion

Homogeneous combustion is a combustion method that fuel is injected during intake process so that combustion occurs in the entire combustion chamber, as is common with conventional methods.

As for a start except for starts with the engine cold, homogeneous combustion occurs.

Scheme 104

The mixture ratio feedback system provides the best air-fuel mixture ratio for driveability and emission control.

The three way catalyst (manifold) can better reduce CO, HC and NOx emissions. This system uses A/F sensor 1 in the exhaust manifold to monitor whether the engine operation is rich or lean. The ECM adjusts the injection pulse width according to the sensor voltage signal. For more information about A/F sensor 1, refer to " AIR FUEL RATIO (A/F) SENSOR 1 ". This maintains the mixture ratio within the range of stoichiometric (ideal air-fuel mixture).

This stage is referred to as the closed loop control condition.

Heated oxygen sensor 2 is located downstream of the three way catalyst (manifold). Even if the switching characteristics of A/F sensor 1 shift, the air-fuel ratio is controlled to stoichiometric by the signal from heated oxygen sensor 2.

1. Open Loop Control The open loop system condition refers to when the ECM detects any of the following conditions. Feedback control stops in order to maintain stabilized fuel combustion. Deceleration and acceleration High-load, high-speed operation Malfunction of A/F sensor 1 or its circuit Insufficient activation of A/F sensor 1 at low engine coolant temperature High engine coolant temperature During warm-up After shifting from N to D (CVT models) When starting the engine

MIXTURE RATIO SELF-LEARNING CONTROL

The mixture ratio feedback control system monitors the mixture ratio signal transmitted from A/F sensor 1. This feedback signal is then sent to the ECM. The ECM controls the basic mixture ratio as close to the theoretical mixture ratio as possible. However, the basic mixture ratio is not necessarily controlled as originally designed. Both manufacturing differences (i.e., mass air flow sensor hot wire) and characteristic changes during operation (i.e., fuel injector clogging) directly affect mixture ratio.

Accordingly, the difference between the basic and theoretical mixture ratios is monitored in this system. This is then computed in terms of "injection pulse duration" to automatically compensate for the difference between the two ratios.

"Fuel trim" refers to the feedback compensation value compared against the basic injection duration. Fuel trim includes "short-term fuel trim" and "long-term fuel trim".

"Short term fuel trim" is the short-term fuel compensation used to maintain the mixture ratio at its theoretical value. The signal from A/F sensor 1 indicates whether the mixture ratio is RICH or LEAN compared to the theoretical value. The signal then triggers a reduction in fuel volume if the mixture ratio is rich, and an increase in fuel volume if it is lean.

"Long-term fuel trim" is overall fuel compensation carried out over time to compensate for continual deviation of the "short-term fuel trim" from the central value. Continual deviation will occur due to individual engine differences, wear over time and changes in the usage environment.

FUEL INJECTION TIMING

Sequential Direct Injection Gasoline System

Fuel is injected into each cylinder during each engine cycle according to the ignition order.

Scheme 105

STRATIFIED-CHARGE START CONTROL

The use of the stratified-charge combustion method enables emissions-reduction when starting the engine with engine coolant temperature between 5°C (41°F) and 40°C (104°F).

FUEL SHUT-OFF

Fuel to each cylinder is shut-off during deceleration, operation of the engine at excessively high speed or operation of the vehicle at excessively high speed.

Scheme 106

Scheme 107

Low fuel pressure control

1. The low fuel pressure pump is controlled by ECM. The pumped fuel passes through the fuel filter and is sent to the high pressure fuel pump.
2. Low fuel pressure is adjusted by the fuel pressure regulator.

High fuel pressure control

The high pressure fuel pump raises the pressure of the fuel sent from the low pressure fuel pump. Actuated by the exhaust camshaft, the high pressure fuel pump activates the high pressure fuel pump solenoid based on a signal received from ECM, and adjusts the amount of discharge by changing the timing of closing the inlet check valve to control fuel rail pressure.

Scheme 108

Scheme 109

This mechanism hydraulically controls cam phases continuously with the fixed operating angle of the intake-valve.

The ECM receives signals such as crankshaft position, camshaft position, engine speed, and engine coolant temperature. Then, the ECM sends ON/OFF pulse duty signals to the intake valve timing (IVT) control solenoid valve depending on driving status. This makes it possible to control the shut/open timing of the intake valve to increase engine torque in low/mid speed range and output in high-speed range.

Scheme 110

Scheme 111

This mechanism hydraulically controls cam phases continuously with the fixed operating angle of the exhaust valve.

The ECM receives signals such as crankshaft position, camshaft position, engine speed, and engine oil temperature. Then, the ECM sends ON/OFF pulse duty signals to the exhaust valve timing (EVT) control solenoid valve depending on driving status. This makes it possible to control the shut/open timing of the exhaust valve to increase engine torque and output in a range of high engine speed.

Scheme 112

INPUT SIGNAL CHART

OUTPUT SIGNAL CHART

Scheme 113

The evaporative emission system is used to reduce hydrocarbons emitted into the atmosphere from the fuel system. This reduction of hydrocarbons is accomplished by activated charcoals in the EVAP canister. The fuel vapor in the sealed fuel tank is led into the EVAP canister which contains activated carbon and the vapor is stored there when the engine is not operating or when refueling to the fuel tank.

The vapor in the EVAP canister is purged by the air through the purge line to the intake manifold when the engine is operating. EVAP canister purge volume control solenoid valve is controlled by ECM. When the engine operates, the flow rate of vapor controlled by EVAP canister purge volume control solenoid valve is proportionally regulated as the air flow increases.

EVAP canister purge volume control solenoid valve also shuts off the vapor purge line during decelerating.

Scheme 114

BASIC ASCD SYSTEM

Refer to Owner's Manual for ASCD operating instructions.

Automatic Speed Control Device (ASCD) allows a driver to keep vehicle at predetermined constant speed without depressing accelerator pedal. Driver can set vehicle speed in advance between approximately 40 km/h (25 MPH) and 144 km/h (90 MPH).

ECM controls throttle angle of electric throttle control actuator to regulate engine speed.

Operation status of ASCD is indicated by CRUISE indicator and SET indicator in combination meter. If any malfunction occurs in ASCD system, it automatically deactivates control.

Refer to " AUTOMATIC SPEED CONTROL DEVICE (ASCD): SWITCH NAME AND FUNCTION " for ASCD operating instructions.

Note. Always drive vehicle in safe manner according to traffic conditions and obey all traffic laws.

Scheme 115

Scheme 116

CVT models

System Description

TCM transmits a drive mode select signal to ECM via CAN communication, according to a NORMAL mode signal, SPORT mode signal, or ECO mode signal received from the multi display unit via CAN communication. ECM controls torque and throttle opening angle characteristics appropriate for each mode, based on a received drive mode select signal.

Note. Because of the multi display unit operation, the display may indicate that the mode is switching. However, the mode may not actually switch due to CAN communication error. When a CAN communication error occurs between ECM and TCM, the mode switches to NORMAL mode.

M/T models

System Description

ECM controls torque and throttle opening angle characteristics appropriate for each mode, based on a NORMAL mode signal, SPORT mode signal, or ECO mode signal received from the multi display unit via CAN communication.

Note. Because of the multi display unit operation, the display may indicate that the mode is switching. However, the mode may not actually switch due to CAN communication error. When a CAN communication error occurs between ECM and the multi display unit, the mode switches to NORMAL mode.

Control By Mode

SET SPEED RANGE

ASCD system can be set the following vehicle speed.

FREEZE FRAME DATA AND 1ST TRIP FREEZE FRAME DATA

The ECM records the driving conditions such as fuel system status, calculated load value, engine coolant temperature, short term fuel trim, long term fuel trim, engine speed, vehicle speed, absolute throttle position, base fuel schedule and intake air temperature at the moment a malfunction is detected.

Data which are stored in the ECM memory, along with the 1st trip DTC, are called 1st trip freeze frame data. 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.

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.

For example, the EGR malfunction (Priority: 2) was detected and the freeze frame data was saved in the 2nd trip. After that when the misfire (Priority: 1) is detected in another trip, the freeze frame data will be updated from the EGR malfunction to the misfire. The 1st trip freeze frame data is updated each time a different malfunction is detected. There is no priority for 1st trip freeze frame data. However, once freeze frame data is stored in the ECM memory, 1st trip freeze data is no longer stored (because only one freeze frame data or 1st trip freeze frame data can be stored in the ECM). If freeze frame data is stored in the ECM memory and freeze frame data with the same priority occurs later, the first (original) freeze frame data remains unchanged in the ECM memory.

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

COUNTER SYSTEM CHART

Relationship Between MIL, DTC, 1st Trip DTC and Driving Patterns for "Misfire < Exhaust Quality Deterioration >", "Fuel Injection System"

Scheme 117

Explanation for Driving Patterns for "Misfire < Exhaust Quality Deterioration >", "Fuel Injection System"

Driving Pattern B

Refer to " DIAGNOSIS DESCRIPTION: DRIVING PATTERN ".

Driving Pattern C

Refer to " DIAGNOSIS DESCRIPTION: DRIVING PATTERN ".

Example

If the stored freeze frame data is as per the following

Engine speed: 850 RPM, Calculated load value: 30%, Engine coolant temperature: 80°C (176°F)

To be satisfied with driving pattern C, the vehicle should run under the following conditions

Engine speed: 475 - 1, 225 RPM, Calculated load value: 27 - 33%, Engine coolant temperature: more than 70°C (158°F)

Relationship Between MIL, DTC, 1st Trip DTC and Driving Patterns Except For "Misfire < Exhaust Quality Deterioration >", "Fuel Injection System"

Scheme 118

Explanation for Driving Patterns Except for "Misfire < Exhaust Quality Deterioration >", "Fuel Injection System"

Driving Pattern A

Refer to " DIAGNOSIS DESCRIPTION: DRIVING PATTERN ".

Driving Pattern B

Refer to " DIAGNOSIS DESCRIPTION: DRIVING PATTERN ".

DRIVING PATTERN A

Driving pattern A means a trip satisfying the following conditions.

1. Engine speed reaches 400 RPM or more.
2. Engine coolant temperature rises by 20°C (36°F) or more after starting the engine.
3. Engine coolant temperature reaches 70°C (158°F) or more.
4. The ignition switch is turned from ON to OFF.

Note. When the same malfunction is detected regardless of driving conditions, reset the counter of driving pattern A. When the above conditions are satisfied without detecting the same malfunction, reset the counter of driving pattern A.

DRIVING PATTERN B

Driving pattern B means a trip satisfying the following conditions.

1. Engine speed reaches 400 RPM or more.
2. Engine coolant temperature reaches 70°C (158°F) or more.
3. Vehicle speed of 70 - 120 km/h (44 - 75 MPH) is maintained for 60 seconds or more under the control of closed loop.
4. Vehicle speed of 30 - 60 km/h (19 - 37 MPH) is maintained for 10 seconds or more under the control of closed loop.
5. Under the closed loop control condition, the following state reaches 12 seconds or more in total: Vehicle speed of 4 km/h (2 MPH) or less with idling condition.
6. The state of driving at 10 km/h (7 MPH) or more reaches 10 minutes or more in total.
7. A lapse of 22 minutes or more after engine start.

Note. Drive the vehicle at a constant velocity. When the same malfunction is detected regardless of driving conditions, reset the counter of driving pattern B. When the above conditions are satisfied without detecting the same malfunction, reset the counter of driving pattern B.

DRIVING PATTERN C

Driving pattern C means operating vehicle as per the following

The following conditions should be satisfied at the same time

Engine speed: (Engine speed in the freeze frame data) ±375 RPM

Calculated load value: (Calculated load value in the freeze frame data) x (1±0.1) [%]

Engine coolant temperature condition

1. When the freeze frame data shows lower than 70°C (158°F), engine coolant temperature should be lower than 70°C (158°F).
2. When the freeze frame data shows higher than or equal to 70°C (158°F), engine coolant temperature should be higher than or equal to 70°C (158°F).

Note. When the same malfunction is detected regardless of the above vehicle conditions, reset the counter of driving pattern C. When the above conditions are satisfied without detecting the same malfunction, reset the counter of driving pattern C. The 1st trip DTC will be cleared when C counter is counted once without the same malfunction after DTC is stored in ECM.

DRIVING PATTERN D

Driving pattern D means a trip satisfying the following conditions.

1. The state of driving at 40 km/h (25 MPH) reaches 300 seconds or more in total.
2. Idle speed lasts 30 seconds or more.
3. A lapse of 600 seconds or more after engine start.

Note. When the same malfunction is detected regardless of driving conditions, reset the counter of driving pattern D. When the above conditions are satisfied without detecting the same malfunction, reset the counter of driving pattern D.

SRT SET TIMING

SRT is set as "CMPLT" after self-diagnosis has been performed one or more times. Completion of SRT is done regardless of whether the result is OK or NG. The set timing is different between OK and NG results and is shown in the table below.

When all SRT related self-diagnoses show OK results in a single cycle (Ignition OFF-ON-OFF), the SRT will indicate "CMPLT". --> Case 1 above

When all SRT related self-diagnoses show OK results through several different cycles, the SRT will indicate "CMPLT" at the time the respective self-diagnoses have at least one OK result. --> Case 2 above

If one or more SRT related self-diagnoses show NG results in 2 consecutive cycles, the SRT will also indicate "CMPLT". --> Case 3 above

The table above shows that the minimum number of cycles for setting SRT as "INCMP" is the number one (1) for each self-diagnosis (Case 1 & 2) or the number two (2) for one of self-diagnoses (Case 3). However, in preparation for the state emissions inspection, it is unnecessary for each self-diagnosis to be executed twice (Case 3) for the following reasons

1. The SRT will indicate "CMPLT" at the time the respective self-diagnoses have one (1) OK result.
2. The emissions inspection requires "CMPLT" of the SRT only with OK self-diagnosis results.
3. During SRT driving pattern, the 1st trip DTC (NG) is detected prior to "CMPLT" of SRT and the self-diagnosis memory must be erased from the ECM after repair.
4. If the 1st trip DTC is erased, all the SRT will indicate "INCMP". NOTE: SRT can be set as "CMPLT" together with the DTC(s). Therefore, DTC check must always be carried out prior to the state emission inspection even though the SRT indicates "CMPLT".

BULB CHECK MODE

Description

This function allows damage inspection in the MIL bulb (blown, open circuit, etc.).

Operation Procedure

1. Turn ignition switch ON.
2. The MIL on the instrument panel should stay ON. If it remains OFF, check MIL circuit. Refer to " «DIAGNOSIS PROCEDURE»(ref-621379-S14764673512014061000000) ".

SRT STATUS MODE

Description

This function allows to read if ECM has completed the self-diagnoses of major emission control systems and components. For SRT, refer to " DIAGNOSIS DESCRIPTION: SYSTEM READINESS TEST (SRT) CODE ".

Operation Procedure

Scheme 119

1. Turn ignition switch ON and wait 20 seconds.
2. SRT status is indicated as shown below. ECM continues to illuminate MIL if all SRT codes are set. ECM blinks MIL for about 10 seconds if all SRT codes are not set.

MALFUNCTION WARNING MODE

Description

In this function ECM turns on or blinks MIL when it detects a malfunction in the emission control system components and/or the powertrain control components (which affect vehicle emissions) to inform the driver that a malfunction has been detected.

Operation Procedure

1. Turn ignition switch ON.
2. Check that MIL illuminates. If it remains OFF, check MIL circuit. Refer to " «DIAGNOSIS PROCEDURE»(ref-621379-S14764673512014061000000) ".
3. Start engine and let it idle. For two trip detection logic diagnoses, ECM turns on MIL when it detects the same malfunction twice in the two consecutive driving cycles. For 1st trip detection logic diagnoses, ECM turns on MIL when it detects a malfunction in one driving cycle. ECM blinks MIL when it detects a malfunction that may damage the three way catalyst (misfire).

FUNCTION

DATA MONITOR MODE

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

Monitored Item

For reference values of the following items, refer to " REFERENCE VALUE ".

Note. Any monitored item that does not match the vehicle being diagnosed is deleted from the display automatically.

WORK SUPPORT MODE

WORK ITEM DESCRIPTION

PHYSICAL VALUES

Note. ECM is located in the engine room left side near battery. Connect a break-out box (EG17550000) and harness adapter (EG17550400) between the ECM and ECM harness connector. Use extreme care not to 2 pins at one time. Data is for comparison and may not be exact. Specification data are reference values and are measured between each terminal and ground. Pulse signal is measured by CONSULT.

Terminal No. (Wire color) Description Condition Value (Approx.) + - Signal name Input/Output 1 (B) - ECM ground (Fuel injector) - - - 2 (B) - ECM ground (Fuel injector) - - - 3 (G) 1 (B) Fuel injector No. 1, 4 (HI) Output [Engine is running] Warm-up condition Idle speed NOTE: The pulse cycle changes depending on RPM at idle BATTERY VOLTAGE (11 - 14 V) * 4 (Y) Fuel injector No. 2, 3 (HI) [Engine is running] Engine speed is 2, 000 RPM BATTERY VOLTAGE (11 - 14 V) * 5 (R) 1 (B) Fuel injector No. 1 (LO) Output [Engine is running] Warm-up condition Idle speed NOTE: The pulse cycle changes depending on RPM at idle BATTERY VOLTAGE (11 - 14 V) * 6 (BR) Fuel injector No. 2 (LO) 7 (W) Fuel injector No. 3 (LO) [Engine is running] Engine speed is 2, 000 RPM BATTERY VOLTAGE (11 - 14 V) * 8 (R) Fuel injector No. 4 (LO) 9 (W) - Sensor ground (Mass air flow sensor, intake air temperature sensor1) - - - 10 (LG) - Sensor ground (Engine coolant temperature sensor) - - - 11 (P) - Sensor ground (Engine oil temperature sensor) - - - 12 (BR) - Sensor ground (Refrigerant pressure sensor, EVAP control system pressure sensor) - - - 13 (G) 9 (W) Mass air flow sensor Input [Ignition switch: ON] Engine stopped 0.4 V [Engine is running] Warm-up condition Idle speed 0.9 - 1.2 V [Engine is running] Warm-up condition Engine is revving from idle to about 4, 000 RPM 0.9 - 1.2 to 2.4 V (Check for linear voltage rise in response to engine being increased to about 4, 000 rpm.) 14 (L) 10 (LG) Engine coolant temperature sensor Input [Engine is running] 0 - 4.8 V Output voltage varies with engine coolant temperature. 15 (L) 12 (BR) EVAP control system pressure sensor Input [Ignition switch: ON] 0.5 - 4.6 V 17 (Y) 9 (W) Intake air temperature sensor 1 Input [Engine is running] 0 - 4.8 V Output voltage varies with intake air temperature. 18 (GR) 44 (SB) Fuel rail pressure sensor Input [Engine is running] Warm-up condition Idle speed 1.14 - 1.46 V [Engine is running] Warm-up condition Revving engine from idle to 4, 000 RPM quickly 1.3 - 2.9 V 19 (P) 12 (BR) Refrigerant pressure sensor Input [Engine is running] Warm-up condition Both A/C switch and blower fan motor switch: ON (Compressor operates) 1.0 - 4.0 V 21 (W) 127 (B/Y) A/F sensor 1 Input [Ignition switch: ON] 2.2 V 22 (Y) 11 (P) Engine oil temperature sensor Input [Engine is running] 0 - 4.8 V Output voltage varies with engine oil temperature. 23 (W) 12 (BR) Sensor power supply (Refrigerant pressure sensor, EVAP control system pressure sensor) - [Ignition switch: ON] 5.0 V 25 (B) 127 (B/Y) A/F sensor 1 Input [Engine is running] Engine speed is 2, 000 RPM 1.8 V Output voltage varies with air fuel ratio. 29 (W) 33 (R) Heated oxygen sensor 2 Input [Engine is running] Revving engine from idle to 3, 000 RPM quickly after the following conditions are met Engine: after warming up Keeping the engine speed between 3, 500 and 4, 000 RPM for 1 minute and at idle for 1 minute under no load 0 - 1.0 V 33 (R) - Sensor ground (Heated oxygen sensor 2) - - - 35 (-) - Sensor ground (Knock sensor) - - - 36 (W) 35 (-) Knock sensor Input [Engine is running] Idle speed 2.5 V 38 (B) - Shield - - - 39 (R) 44 (SB) Sensor power supply (Fuel rail pressure sensor, turbocharger boost sensor, engine oil pressure sensor) - [Ignition switch: ON] 5.0 V 41 (W) 44 (SB) Turbocharger boost sensor Input [Engine is running] Warm-up condition Idle speed 1.9 V [Engine is running] Warm-up condition Engine speed is 2, 000 RPM 2.0 V 43 (G) 44 (SB) Engine oil pressure sensor Input [Engine is running] Warm-up condition Idle speed 1.3 V * [Engine is running] Warm-up condition Engine speed is 2, 000 RPM 2.7 V * 44 (SB) - Sensor ground (Fuel rail pressure sensor, turbocharger boost sensor, engine oil pressure sensor) - - - 49 (G) - Fuel injector driver power supply 1 Input [Engine is running] Warm-up condition Idle speed BATTERY VOLTAGE (11 - 14 V) 50 (B) - ECM ground (High pressure fuel pump) - - - 51 (GR) 127 (B/Y) Throttle control motor (Open) Output [Ignition switch: ON] Engine stopped Selector lever: D (CVT), 1st (M/T) Accelerator pedal: Fully depressed 3.2 V * 52 (BR) 127 (B/Y) Throttle control motor (Close) Output [Ignition switch: ON] Engine stopped Selector lever: D (CVT), 1st (M/T) Accelerator pedal: Fully released 1.8 V * 53 (BR) - Fuel injector driver power supply 2 Input [Engine is running] Warm-up condition Idle speed BATTERY VOLTAGE (11 - 14 V) 54 (R) - High pressure fuel pump driver power supply Input [Engine is running] Warm-up condition Idle speed BATTERY VOLTAGE (11 - 14 V) 55 (BR) 50 (B) High pressure fuel pump (HI) Output [Engine is running] Warm-up condition Idle speed NOTE: The pulse cycle changes depending on RPM at idle BATTERY VOLTAGE (11 - 14 V) * [Engine is running] Engine speed is 2, 000 RPM BATTERY VOLTAGE (11 - 14 V) * 56 (Y) 127 (B/Y) High pressure fuel pump (LO) Output [Engine is running] Warm-up condition Idle speed NOTE: The pulse cycle changes depending on RPM at idle BATTERY VOLTAGE (11 - 14 V) * [Engine is running] Engine speed is 2, 000 RPM BATTERY VOLTAGE (11 - 14 V) * 58 (G) - Sensor power supply [Crankshaft position sensor (POS)] - [Ignition switch: ON] 5 V 59 (L) - Sensor ground [Camshaft position sensor (PHASE), exhaust valve timing control position sensor] - - - 60 (W) - Sensor ground [Crankshaft position sensor (POS)] - - - 62 (B) - Sensor power supply (Throttle position sensor) - [Ignition switch: ON] 5 V 63 (BR) 59 (L) Camshaft position sensor (PHASE) Input [Engine is running] Warm-up condition Idle speed NOTE: The pulse cycle changes depending on RPM at idle 1.0 - 2.0 * [Engine is running] Engine speed is 2, 000 RPM 1.0 - 2.0 * 64 (R) 60 (W) Crankshaft position sensor (POS) Input [Engine is running] Warm-up condition Idle speed NOTE: The pulse cycle changes depending on RPM at idle 4.0 V * [Engine is running] Engine speed: 2, 000 RPM 4.0 V * 66 (SB) 127 (B/Y) Starter relay control Output [Engine is running] Warm-up condition Idle speed BATTERY VOLTAGE (11 - 14 V) [Engine is running] Warm-up condition Selector lever: D position Brake pedal: Slightly depressed Engine speed: Less than 1, 500 RPM 0 V (At the time of starter motor drive) 67 (LG) 59 (L) Exhaust valve timing control position sensor Input [Engine is running] Warm-up condition Idle speed NOTE: The pulse cycle changes depending on RPM at idle 1.0 - 2.0 * [Engine is running] Engine speed is 2, 000 RPM 1.0 - 2.0 * 68 (Y) - Sensor power supply (Battery current sensor, battery temperature sensor, G sensor) - [Ignition switch: ON] 5 V 69 (L) 127 (B/Y) EVAP canister vent control valve Output [Ignition switch: ON] BATTERY VOLTAGE (11 - 14 V) 72 (GR) - Sensor power supply [Camshaft position sensor (PHASE), exhaust valve timing control position sensor] - [Ignition switch: ON] 5 V 73 (BR) 127 (B/Y) Turbocharger boost control solenoid valve Output [Engine is running] Warm-up condition Idle speed BATTERY VOLTAGE (11 - 14 V) [Engine is running] Warm-up condition Engine speed is 2, 000 RPM 8.0 V 74 (R) - Sensor ground (Throttle position sensor 1, 2) - - - 75 (G) 74 (R) Throttle position sensor 1 Input [Ignition switch: ON] Engine stopped Selector lever: D (CVT), 1st (M/T) Accelerator pedal: Fully released More than 0.36 V [Ignition switch: ON] Engine stopped Selector lever: D (CVT), 1st (M/T) Accelerator pedal: Fully depressed Less than 4.75 V 76 (W) 74 (R) Throttle position sensor 2 Input [Ignition switch: ON] Engine stopped Selector lever: D (CVT), 1st (M/T) Accelerator pedal: Fully released Less than 4.75 V [Ignition switch: ON] Engine stopped Selector lever: D (CVT), 1st (M/T) Accelerator pedal: Fully depressed More than 0.36 V 77 (Y) 127 (B/Y) Throttle control motor relay Output [Ignition switch: OFF] BATTERY VOLTAGE (11 - 14 V) [Ignition switch: ON] 0 - 1.0 V 79 (BG) 87 (BR) Battery temperature sensor Input [Engine is running] Battery temperature: 25°C (°F) Idle speed 3.3 V 80 (G) 87 (BR) Battery current sensor Input [Engine is running] Battery: Fully charged* Idle speed 2.6 - 3.5 V 81 (W) 127 (B/Y) Intake valve timing control solenoid valve Output [Engine is running] Warm-up condition Idle speed 0 V [Engine is running] Warm-up condition When revving engine up to 2, 000RPM Quickly BATTERY VOLTAGE (11 - 14 V) * 82 (R) 127 (B/Y) Ignition signal No. 1 Output [Engine is running] Warm-up condition Idle speed NOTE: The pulse cycle changes depending on RPM at idle 0 - 0.3 V * 86 (LG) Ignition signal No. 2 90 (P) Ignition signal No. 3 [Engine is running] Warm-up condition Engine speed: 2, 000 RPM 0.2 - 0.5 V * 94 (SB) Ignition signal No. 4 83 (G) 87 (BR) G sensor Input [Engine is running] Warm-up condition Idle speed 2.5 V 84 (P) 127 (B/Y) Fuel tank temperature sensor Input [Engine is running] 0 - 4.8 V Output voltage varies with fuel tank temperature 85 (G) 127 (B/Y) Exhaust valve timing control solenoid valve Output [Engine is running] Warm-up condition Idle speed 0 V [Engine is running] Warm-up condition Engine speed: 2, 000 RPM BATTERY VOLTAGE (11 - 14 V) 87 (BR) - Sensor ground (Battery current sensor, battery temperature sensor, G sensor) - - - 88 (V) 44 (SB) Intake air temperature sensor 2 Input [Engine is running] Warm-up condition Idle speed 0 - 4.8 V Output voltage varies with intake air temperature. 92 (R) 127 (B/Y) Cranking request signal Output [Ignition switch: OFF] 3.6 V [Ignition switch: ON] 0 V [Engine is running] Warm-up condition Idle speed BATTERY VOLTAGE (11 - 14 V) 95 (L) 127 (B/Y) EVAP canister purge volume control solenoid valve Output [Engine is running] Idle speed Accelerator pedal: Not depressed even slightly, after engine starting BATTERY VOLTAGE (11 - 14 V) * [Engine is running] Engine speed: About 2, 000 RPM (More than 100 seconds after starting engine.) 10 V * 99 (P) - CAN communication line (CAN-L) Input/Output - - 100 (L) - CAN communication line (CAN-H) Input/Output - - 101 (V) - Sensor power supply (Accelerator pedal position sensor 1) - [Ignition switch: ON] 5 V 102 (R) 105 (GR) Accelerator pedal position sensor 1 Input [Ignition switch: ON] Engine stopped Accelerator pedal: Fully released 0.6 - 0.9 V [Ignition switch: ON] Engine stopped Accelerator pedal: Fully depressed 3.9 - 4.7 V 103 (BR) 127 (B/Y) PNP signal Input [Ignition switch: ON] Selector lever: P or N (CVT), Neutral (M/T) BATTERY VOLTAGE (11 - 14 V) [Ignition switch: ON] Selector lever: Except above 0 V 104 (R) 127 (B/Y) Data link connector Input/Output [Ignition switch: ON] CONSULT or GST: Disconnected 10.5 V 105 (GR) - Sensor ground (Accelerator pedal position sensor 1) - - - 106 (Y) 127 (B/Y) Power supply for ECM (Backup) Input [Ignition switch: OFF] BATTERY VOLTAGE (11 - 14 V) 108 (GR) 127 (B/Y) Clutch pedal position switch Input [Ignition switch: ON] Clutch pedal: Fully released 0 V [Ignition switch: ON] Clutch pedal: Fully depressed BATTERY VOLTAGE (11 - 14 V) 109 (O) 127 (B/Y) Ignition switch Input [Ignition switch: OFF] 0 V [Ignition switch: ON] BATTERY VOLTAGE (11 - 14 V) 110 (P) 111 (B) ASCD steering switch Input [Ignition switch: ON] ASCD steering switch: OFF 4 V [Ignition switch: ON] MAIN switch: Pressed 0 V [Ignition switch: ON] CANCEL switch: Pressed 1 V [Ignition switch: ON] ACCEL/RES switch: Pressed 3 V [Ignition switch: ON] COAST/SET switch: Pressed 2 V 111 (B) - Sensor ground (ASCD steering switch) - - - 112 (BR) 127 (B/Y) ECM relay (Self shut-off) Output [Engine is running] [Ignition switch: OFF] A few seconds after turning ignition switch OFF 0 - 1.0 V [Ignition switch: OFF] More than a few seconds after turning ignition switch OFF BATTERY VOLTAGE (11 - 14 V) 115 (SB) 127 (B/Y) Stop lamp switch Input [Ignition switch: OFF] Brake pedal: Fully released 0 V [Ignition switch: OFF] Brake pedal: Slightly depressed BATTERY VOLTAGE (11 - 14 V) 116 (G) 127 (B/Y) Brake pedal position switch Input [Ignition switch: OFF] Brake pedal: Fully released BATTERY VOLTAGE (11 - 14 V) [Ignition switch: ON] Brake pedal: Slightly depressed 0 V 117 (Y) 127 (B/Y) Fuel pump relay Output [Ignition switch: ON] For 1 second after turning ignition switch ON [Engine is running] 0 - 1.0 V 118 (O) - Sensor power supply (Accelerator pedal position sensor 2) - [Ignition switch: ON] 5 V 119 (BR) 120 (Y) Accelerator pedal position sensor 2 Input [Ignition switch: ON] Engine stopped Accelerator pedal: Fully released 0.3 - 0.6 V [Ignition switch: ON] Engine stopped Accelerator pedal: Fully depressed 1.95 - 2.4 V 120 (Y) - Sensor ground (Accelerator pedal position sensor 2) - - - 121 (G) 127 (B/Y) Power supply for ECM Input [Ignition switch: ON] BATTERY VOLTAGE (11 - 14 V) 122 (GR) 127 (B/Y) Throttle control motor power supply Input [Ignition switch: ON] BATTERY VOLTAGE (11 - 14 V) 123 (B/Y) - ECM ground - - - 124 (B/Y) - ECM ground - - - 125 (L) 127 (B/Y) A/F sensor 1 heater Input [Engine is running] Warm-up condition Idle speed (More than 140 seconds after starting engine) 2.9 - 8.8 V * 126 (W) 33 (R) Heated oxygen sensor 2 heater Output [Engine is running] Engine speed: Below 3, 600 RPM after the following conditions are met Engine: after warming up Keeping the engine speed between 3, 500 and 4, 000 RPM for 1 minute and at idle for 1 minute under no load 10 V * [Ignition switch: ON] Engine stopped [Engine is running] Engine speed: Above 3, 600 RPM BATTERY VOLTAGE (11 - 14 V) 127 (B/Y) - ECM ground

Scheme 120

Scheme 121

Scheme 122

Scheme 123

Scheme 124

Scheme 125

Scheme 126

Scheme 127

Scheme 128

Scheme 129

Scheme 130

DETAILED FLOW

1. GET INFORMATION FOR SYMPTOM Get the detailed information from the customer about the symptom (the condition and the environment when the incident/malfunction occurred) using the "Diagnostic Work Sheet". (Refer to " «DIAGNOSTIC WORK SHEET»(ref-621378-S35730452072014061000000) ".) Ask if the customer requests I/M examination. Malfunction information, obtained: GO TO 2. No malfunction information, but a request for I/M examination: GO TO 13 .
2. CHECK DTC Check DTC. Perform the following procedure if DTC is displayed. Record DTC and freeze frame data. (Print them out with CONSULT or GST.) Erase only DTC of "ENGINE". With CONSULT: "How to Erase DTC and 1st Trip DTC" in " «CONSULT FUNCTION»(ref-621378-S20367873952014061000000) ". Without CONSULT: "How to Erase Self-diagnostic Results" in " «ON BOARD DIAGNOSIS FUNCTION»(ref-621378-S18385584472014061000000) ". Study the relationship between the cause detected by DTC and the symptom described by the customer. (Symptom Matrix Chart is useful. Refer to " «SYMPTOM TABLE»(ref-621379-S06501179572014061000000) ".) Check related service bulletins for information. Are any symptoms described and any DTCs detected? Symptom is described, DTC is detected: GO TO 3. Symptom is described, DTC is not detected: GO TO 4 . Symptom is not described, DTC is detected: GO TO 5 .
3. CONFIRM THE SYMPTOM Try to confirm the symptom described by the customer (except MIL ON). Also study the normal operation and fail-safe related to the symptom. Refer to " «DESCRIPTION»(ref-621379-S34193787882014061000000) " and " «FAIL SAFE»(ref-621378-S20759940112014061000000) ". Diagnosis Work Sheet is useful to verify the incident. Verify relation between the symptom and the condition when the symptom is detected. : GO TO 5 .
4. CONFIRM THE SYMPTOM Try to confirm the symptom described by the customer. Also study the normal operation and fail-safe related to the symptom. Refer to " «SYMPTOM TABLE»(ref-621379-S06501179572014061000000) " and " «FAIL SAFE»(ref-621378-S20759940112014061000000) ". Diagnosis Work Sheet is useful to verify the incident. Verify relation between the symptom and the condition when the symptom is detected. : GO TO 6 .
5. PERFORM DTC CONFIRMATION PROCEDURE Perform DTC CONFIRMATION PROCEDURE for the displayed DTC, and then check that DTC is detected again. If two or more DTCs are detected, refer to " «DTC INSPECTION PRIORITY CHART»(ref-621378-S20786682412014061000000) " and determine trouble diagnosis order. NOTE: Freeze frame data is useful if the DTC is not detected. Perform Component Function Check if DTC CONFIRMATION PROCEDURE is not included on Service Information. This simplified check procedure is an effective alternative though DTC cannot be detected during this check. If the result of Component Function Check is NG, it is the same as the detection of DTC by DTC CONFIRMATION PROCEDURE. Is DTC detected? YES: GO TO 10 . NO: Check according to " «INTERMITTENT INCIDENT»(ref-621370-S29645329712014061000000) ".
6. PERFORM BASIC INSPECTION Perform " «WORK PROCEDURE»(ref-621378-S07516064132014061000000) ". Do you have CONSULT? YES: GO TO 7. NO: GO TO 9 .
7. PERFORM SPEC IN DATA MONITOR MODE With CONSULT Check that "MAS A/F SE-B1", "MAS A/F SE-B2", "B/FUEL SCHDL", "A/F ALPHA-B1" and "A/F ALPHA-B2" are within the SP value using "SPEC" in "DATA MONITOR" mode with CONSULT. Refer to " «COMPONENT FUNCTION CHECK»(ref-621379-S04773090602014061000000) ". Is the measurement value within the SP value? YES: GO TO 9 . NO: GO TO 8.
8. DETECT MALFUNCTIONING PART BY TROUBLE DIAGNOSIS - SPECIFICATION VALUE Detect malfunctioning part according to " «DIAGNOSIS PROCEDURE»(ref-621379-S26008371152014061000000) ". Is a malfunctioning part detected? YES: GO TO 11 . NO: GO TO 9.
9. DETECT MALFUNCTIONING SYSTEM BY SYMPTOM TABLE Detect malfunctioning system according to " «SYMPTOM TABLE»(ref-621379-S06501179572014061000000) " based on the confirmed symptom in step 4 , and determine the trouble diagnosis order based on possible causes and symptoms. : GO TO 10.
10. DETECT MALFUNCTIONING PART BY DIAGNOSIS PROCEDURE Inspect according to Diagnosis Procedure of the system. NOTE: The Diagnosis Procedure in Engine Control article described based on open circuit inspection. A short circuit inspection is also required for the circuit check in the Diagnosis Procedure. For details, refer to " «CIRCUIT INSPECTION»(ref-621370-S19557699072014061000000) ". Is a malfunctioning part detected? YES: GO TO 11. NO: Monitor input data from related sensors or check voltage of related ECM terminals using CONSULT. Refer to " «REFERENCE VALUE»(ref-621378-S03010434082014061000000) ".
11. REPAIR OR REPLACE THE MALFUNCTIONING PART Repair or replace the malfunctioning part. Reconnect parts or connectors disconnected during Diagnosis Procedure again after repair and replacement. Check DTC. If DTC is displayed, erase it. Refer to the following. With CONSULT: "How to Erase DTC and 1st Trip DTC" in " «CONSULT FUNCTION»(ref-621378-S20367873952014061000000) ". Without CONSULT: "How to Erase Self-diagnostic Results" in " «ON BOARD DIAGNOSIS FUNCTION»(ref-621378-S18385584472014061000000) ". : GO TO 12.
12. FINAL CHECK When DTC was detected in step 2 , perform DTC CONFIRMATION PROCEDURE or Component Function Check again, and then check that the malfunction have been completely repaired. When symptom was described from the customer, refer to confirmed symptom in step 3 or 4 , and check that the symptom is not detected. Is DTC detected and does symptom remain? YES-1: DTC is detected: GO TO 10 . YES-2: Symptom remains: GO TO 6 . NO-1: No request for I/M examination from the customer: Before returning the vehicle to the customer, always erase unnecessary DTC in ECM and TCM ( With CONSULT: Refer to "How to Erase DTC and 1st Trip DTC" in " «CONSULT FUNCTION»(ref-621378-S20367873952014061000000) ", Without CONSULT: Refer to "How to Erase Self-diagnostic Results" in " «ON BOARD DIAGNOSIS FUNCTION»(ref-621378-S18385584472014061000000) "). If the completion of SRT is needed, drive vehicle under the specific driving pattern. Refer to " «SRT SET DRIVING PATTERN»(ref-621378-S13125109342014061000000) ". NO-2: I/M examination, requested from the customer: GO TO 13.
13. PREPARE FOR I/M EXAMINATION Set SRT codes. Refer to " «DESCRIPTION»(ref-621378-S03632473012014061000000) ". Erase permanent DTCs. Refer to " «DESCRIPTION»(ref-621378-S06976878982014061000000) ". : INSPECTION END

Work Procedure

1. SAVE ECM DATA With CONSULT Turn ignition switch OFF. Reconnect all harness connectors disconnected. Turn ignition switch ON. Select "SAVING DATA FOR REPLC CPU" in "WORK SUPPORT" mode of "ENGINE" using CONSULT. Follow the instruction of CONSULT display. NOTE: Necessary data in ECM is copied and saved to CONSULT. Go to Step 2 regardless of with or without success in saving data. : GO TO 2.
2. CHECK ECM PART NUMBER Check ECM part number to see whether it is blank ECM or not. NOTE: Part number of blank ECM is 23703 - xxxxx. Check part number when ordering ECM or the one included in the label on the container box. Is the ECM a blank ECM? YES: GO TO 3. NO: GO TO 5 .
3. SAVE ECM PART NUMBER Read out the part number from the old ECM and save the number, following the programming instructions. Refer to "CONSULT Operation Manual". NOTE: The ECM part number is saved in CONSULT. Even when ECM part number is not saved in CONSULT, go to 4. : GO TO 4.
4. PERFORM ECM PROGRAMMING After replacing ECM, perform the ECM programming. Refer to "CONSULT Operation Manual". NOTE: Refer to " «REMOVAL AND INSTALLATION»(ref-621379-S14849212992014061000000) " for replacement of ECM. During programming, maintain the following conditions: Ignition switch: ON Electric load: OFF Brake pedal: Not depressed Battery voltage: 12 - 13.5 V (Be sure to check the value of battery voltage by selecting "BATTERY VOLT" in "Data monitor" of CONSULT.) : GO TO 6 .
5. REPLACE ECM Replace ECM. Refer to " «REMOVAL AND INSTALLATION»(ref-621379-S14849212992014061000000) ". : GO TO 6.
6. PERFORM INITIALIZATION OF NVIS (NATS) SYSTEM AND REGISTRATION OF ALL NVIS (NATS) IGNITION KEY IDS Refer to " «ECM: WORK PROCEDURE»(ref-621400-S36467100382014061000000) " (with intelligent key system) or " «ECM: WORK PROCEDURE»(ref-621399-S30004356202014061000000) " (without intelligent key system). : GO TO 7.
7. PERFORM ACCELERATOR PEDAL RELEASED POSITION LEARNING Refer to " «WORK PROCEDURE»(ref-621378-S30187081762014061000000) ". : GO TO 8.
8. PERFORM THROTTLE VALVE CLOSED POSITION LEARNING Refer to " «WORK PROCEDURE»(ref-621378-S04997929692014061000000) ". : GO TO 9.
9. PERFORM IDLE AIR VOLUME LEARNING Refer to " «WORK PROCEDURE»(ref-621378-S13871794442014061000000) ". : GO TO 10.
10. PERFORM G SENSOR CALIBRATION Refer to " «WORK PROCEDURE»(ref-621378-S13468577872014061000000) ". : END

1. CHECK VIN Check the VIN of the vehicle and note it. Refer to " «INFORMATION ABOUT IDENTIFICATION OR MODEL CODE»(ref-621370-S10632429572014061000000) ". : GO TO 2.
2. PERFORM VIN REGISTRATION With CONSULT Turn ignition switch ON and engine stopped. Select "VIN REGISTRATION" in "WORK SUPPORT" mode of "ENGINE". Follow the instruction of CONSULT display. : END

1. START Make sure that accelerator pedal is fully released. Turn ignition switch ON and wait at least 2 seconds. Turn ignition switch OFF and wait at least 10 seconds. Turn ignition switch ON and wait at least 2 seconds. Turn ignition switch OFF and wait at least 10 seconds. : END

1. START With CONSULT Turn ignition switch ON. Select "CLSD THL POS LEARN" in "WORK SUPPORT" mode of "ENGINE" using CONSULT. Follow the instructions on the CONSULT display. Turn ignition switch OFF and wait at least 10 seconds. Check that throttle valve moves during the above 10 seconds by confirming the operating sound. Without CONSULT Start the engine. NOTE: Engine coolant temperature is 25°C (77°F) or less before engine starts. Warm up the engine. NOTE: Raise engine coolant temperature until it reaches 65°C (149°F) or more. Turn ignition switch OFF and wait at least 10 seconds. Check that throttle valve moves during the above 10 seconds by confirming the operating sound. : END

1. PREPARATION BEFORE CALIBRATION PROCEDURE Park the vehicle on a level surface. Adjust air pressure of all tires to the specified pressure. " «TIRE AIR PRESSURE»(ref-621401-S16740940022014061000000) ". : GO TO 2.
2. PERFORM CALIBRATION With CONSULT Turn ignition switch ON. CAUTION: Never start engine. Select "Work Support" mode in "ENGINE. Select "G SENSOR CALIBRATION". Touch "Start". CAUTION: Never swing the vehicle during "G sensor calibration". Is "COMPLETED" displayed? YES: END NO: Perform steps 1 and 2 again.

1. START With CONSULT Start engine and warm it up to normal operating temperature. Select "SELF-LEARNING CONT" in "WORK SUPPORT" mode of "ENGINE" using CONSULT. Clear mixture ratio self-learning value by touching "CLEAR". With GST Start engine and warm it up to normal operating temperature. Turn ignition switch OFF. Disconnect mass air flow sensor harness connector. Restart engine and let it idle for at least 5 seconds. Stop engine and reconnect mass air flow sensor harness connector. Select Service $03 with GST. Make sure DTC P0102 is detected. Select Service $04 with GST to erase the DTC P0102. : END

FUEL PRESSURE RELEASE

1. FUEL PRESSURE RELEASE With CONSULT Turn ignition switch ON. Perform " «FUEL PRESSURE RELEASE»(ref-621378-S16540663272014061000000) " in "WORK SUPPORT" mode of "ENGINE" using CONSULT. Start engine. After engine stalls, crank it two or three times to release all fuel pressure. Turn ignition switch OFF. Without CONSULT Remove fuel pump fuse located in IPDM E/R. Start engine. After engine stalls, crank it two or three times to release all fuel pressure. Turn ignition switch OFF. Reinstall fuel pump fuse after servicing fuel system. : END

FUEL PRESSURE CHECK

Note. Prepare pans or saucers under the disconnected fuel line because the fuel may spill out. The fuel pressure cannot be completely released because F15 models do not have fuel return system.

Scheme 131

Scheme 132

Scheme 133

1. FUEL PRESSURE CHECK Release fuel pressure to zero. Prepare fuel hose for fuel pressure check (B) and fuel tube adapter [SST: KV10120000] (D), then connect fuel pressure gauge (A). CAUTION: Use suitable fuel hose for fuel pressure check (genuine NISSAN fuel hose without quick connector). To avoid unnecessary force or tension to hose, use moderately long fuel hose for fuel pressure check. Do not use the fuel hose for checking fuel pressure with damage or cracks on it. Use Pressure Gauge to check fuel pressure. Remove fuel hose. CAUTION: Do not twist or kink fuel hose because it is plastic hose. Connect fuel hose for fuel pressure check (1) to high pressure fuel pump with clamp (2) as shown in the figure below. CAUTION: Wipe off oil or dirt from hose insertion part using cloth moistened with gasoline. Apply proper amount of gasoline between top of the high pressure fuel pump (3) and spool (4). Insert fuel hose for fuel pressure check until it touches the spool on high pressure fuel pump. Use NISSAN genuine hose clamp (part number: 16439 N4710 or 16439 40U00). When reconnecting fuel line, always use new clamps. Use a torque driver to tighten clamps. Tightening torque: 1 - 1.5 N.m (0.1 - 0.15 kg-m, 9 - 13 in-lb) Install hose clamp to the position within 1 - 2 mm (0.04 - 0.08 in). Make sure that clamp screw does not contact adjacent parts. After connecting fuel hose for fuel pressure check, pull the hose with a force of approximately 98 N (10 kg, 22 lb) to confirm fuel tube does not come off. Connect fuel tube adapter to quick connector. Turn ignition switch ON and check for fuel leakage. Start engine and check for fuel leakage. Read the indication of fuel pressure gauge. CAUTION: Do not perform fuel pressure check with system operating. Fuel pressure gauge may indicate false readings. During fuel pressure check, confirm for fuel leakage from fuel connection every 3 minutes. At idling: Approximately 500 kPa (5.1 kg/cm 2 , 73 psi Is the inspection result normal? YES: INSPECTION END NO: GO TO 2.
2. CHECK FUEL HOSES Check the following. Fuel hoses for clogging Fuel filter for clogging Low pressure fuel pump Fuel pressure regulator for clogging Is the inspection result normal? YES: Replace fuel pressure regulator. NO: Repair or replace error-detected parts.

In order to set all SRTs, the self-diagnoses as in the "SRT ITEM" table must have been performed at least once. Each diagnosis may require actual driving for a long period of time under various conditions.

SRT ITEM

The table below shows required self-diagnostic items to set the SRT to "CMPLT".

SRT SERVICE PROCEDURE

If a vehicle has failed the state emissions inspection due to one or more SRT items indicating "INCMP", review the flowchart diagnostic sequence, referring to the following flowchart.

Scheme 134

SRT Set Driving Pattern

Scheme 135

*1: Depress the accelerator pedal until vehicle speed is 90 km/h (56 MPH), then release the accelerator pedal and keep it released for more than 10 seconds. Depress the accelerator pedal until vehicle speed is 90 km/h (56 MPH) again.

*2: Checking the vehicle speed with GST is advised.

1. The time required for each diagnosis varies with road surface conditions, weather, altitude, individual driving habits, etc.
2. "Zone A" is the fastest time where required for the diagnosis under normal conditions*. If the diagnosis is not completed within "Zone A", the diagnosis can still be performed within "Zone B".

*: Normal conditions

1. Sea level
2. Flat road
3. Ambient air temperature: 20 - 30°C (68 - 86°F)

Note. Diagnosis is performed as quickly as possible under normal conditions. However, under other conditions, diagnosis may also be performed. [For example: ambient air temperature other than 20 - 30°C (68 - 86°F)]

Scheme 136

Scheme 137

1. CHECK DTC Check DTC. Is any DTC detected? YES: Repair malfunction(s) and erase DTC. Refer to " «DTC INDEX»(ref-621378-S42943020332014061000000) ". NO: GO TO 2.
2. CHECK SRT STATUS With CONSULT Select "SRT STATUS" in "DTC & SRT CONFIRMATION" mode with CONSULT. Without CONSULT Perform "SRT status" mode with " «ON BOARD DIAGNOSIS FUNCTION»(ref-621378-S18385584472014061000000) ". With GST Select Service $01 with GST. Is SRT code(s) set? YES: GO TO 11 . NO-1: With CONSULT: GO TO 3. NO-2: Without CONSULT: GO TO 4 .
3. DTC CONFIRMATION PROCEDURE Select "SRT WORK SUPPORT" in "DTC & SRT CONFIRMATION" mode with CONSULT. For SRT(s) that is not set, perform the corresponding "DTC CONFIRMATION PROCEDURE" according to the "Performance Priority" in the "SRT ITEM" table. Refer to " «DESCRIPTION»(ref-621378-S03632473012014061000000) ". Check DTC. Is any DTC detected? YES: Repair malfunction(s) and erase DTC. Refer to " «DTC INDEX»(ref-621378-S42943020332014061000000) ". NO: GO TO 10 .
4. PERFORM ROAD TEST Check the "Performance Priority" in the "SRT ITEM" table. Refer to " «DESCRIPTION»(ref-621378-S03632473012014061000000) ". Perform the most efficient SRT set driving pattern to set the SRT properly. Refer to " «SRT SET DRIVING PATTERN»(ref-621378-S13125109342014061000000) ". In order to set all SRTs, the SRT set driving pattern must be performed at least once. : GO TO 5.
5. PATTERN 1 Check the vehicle condition; Engine coolant temperature is -10 to 35°C (14 to 95°F). Fuel tank temperature is more than 0°C (32°F). Start the engine. Keep engine idling until the engine coolant temperature is greater than 70°C (158°F) NOTE: ECM terminal voltage is follows; Engine coolant temperature -10 to 35°C (14 to 95°F): 3.0 - 4.3 V 70°(158°F): Less than 4.1 V Fuel tank temperature: Less than 1.4 V Refer to " «REFERENCE VALUE»(ref-621378-S03010434082014061000000) ". : GO TO 6.
6. PATTERN 2 Drive the vehicle. And depress the accelerator pedal until vehicle speed is 90 km/h (56 MPH), then release the accelerator pedal and keep it released for more than 10 seconds. Depress the accelerator pedal until vehicle speed is 90 km/h (56 MPH) again NOTE: Checking the vehicle speed with GST is advised. When steady-state driving is performed again even after it is interrupted, each diagnosis can be conducted. In this case, the time required for diagnosis may be extended. : GO TO 7.
7. PATTERN 3 Operate vehicle following the driving pattern shown in the figure below. Release the accelerator pedal during deceleration of vehicle speed from 90 km/h (56 MPH) to 0 km/h (0 MPH). : GO TO 8.
8. PATTERN 4 Operate vehicle following the driving pattern shown in the figure below. Drive the vehicle in a proper gear at 60 km/h (38 MPH) and maintain the speed. Release the accelerator pedal fully at least 5 seconds. Repeat the above two steps at least 5 times. : GO TO 9.
9. PATTERN 5 The accelerator pedal must be held very steady during steady-state driving. If the accelerator pedal is moved, the test must be conducted again. : GO TO 10.
10. CHECK SRT STATUS With CONSULT Select "SRT STATUS" in "DTC & SRT CONFIRMATION" mode with CONSULT. Without CONSULT Perform "SRT status" mode with " «ON BOARD DIAGNOSIS FUNCTION»(ref-621378-S18385584472014061000000) ". With GST Select Service $01 with GST. Is SRT(s) set? YES: GO TO 11. NO: Call TECH LINE or take appropriate action.
11. CHECK PERMANENT DTC NOTE: Permanent DTC cannot be checked with a tool other than CONSULT or GST. With CONSULT Select "SRT STATUS" in "DTC & SRT CONFIRMATION" mode with CONSULT. With GST Select Service $0A with GST. Is permanent DTC(s) detected? YES: Proceed to " «DESCRIPTION»(ref-621379-S03642549002014061000000) ". NO: END