Engine Control System (Introduction): Other Nissan Versa II

PRECAUTIONS

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 belted or unbelted.

Information necessary to service the system safely is included in the SRS AIRBAG and SEAT BELTS articles 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

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. KV10118400 Fuel tube adapter Measuring fuel pressure KV10120000 Fuel tube adapter

Scheme 52

Scheme 53

Commercial Service Tools

Tool number (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) Reconditioning 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) Lubricating oxygen sensor thread cleaning tool when reconditioning exhaust system threads

Scheme 54

Scheme 55

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Scheme 57

Scheme 58

Scheme 59

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.

Accelerator pedal position sensor has two sensors. These sensors are a kind of potentiometer which transform the accelerator pedal position into output voltage, and emit 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 61

Air Fuel Ratio Sensor 1

The air fuel ratio (A/F) sensor 1 is a planar one-cell limit current sensor. The sensor element of the A/F sensor 1 is composed an electrode layer, which transports ions. It has a heater in the element. The sensor is capable of precise measurement = 1, but also in the lean and rich range. Together with its control electronics, the sensor outputs a clear, continuous signal throughout a wide range. The exhaust gas components diffuse through the diffusion layer at the sensor cell. An electrode layer is applied voltage, and this current relative oxygen density in lean. Also this current relative hydrocarbon density in rich.

Scheme 62

Therefore, the A/F sensor 1 is able to indicate air fuel ratio by this electrode layer of current. In addition, a heater is integrated in the sensor to ensure the required operating temperature of about 800°C (1, 472°F).

Scheme 63

Camshaft Position Sensor

The camshaft position sensor senses the protrusion of camshaft to identify a particular cylinder. The camshaft position sensor senses the piston position.

When the crankshaft position sensor system becomes inoperative, the camshaft position sensor 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.

Scheme 64

ECM receives the signals as shown in the figure below.

Scheme 65

Cooling Fan

Cooling fan operates at low and high speed when the current flows in the cooling fan motor.

Refer to " COOLING FAN CONTROL: SYSTEM DESCRIPTION " for cooling fan operation.

Crankshaft Position Sensor

The crankshaft position sensor is located on the cylinder block rear housing facing the gear teeth (cogs) of the signal plate at end of the crankshaft. 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 below.

Scheme 66

Scheme 67

ECM

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

Scheme 68

Electric Throttle Control Actuator

Electric throttle control actuator consists of throttle control motor, throttle position sensor, etc. 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 valve in response to driving conditions via the throttle control motor.

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 69

VOLTAGE REFERENCE DATA

Scheme 70

Engine Oil Pressure Sensor

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

Scheme 71

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 72

VOLTAGE REFERENCE DATA

Scheme 73

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 74

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 75

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 76

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 77

Fuel Injector

The fuel injector is a small, precise solenoid valve. When the ECM supplies a ground to the fuel injector circuit, the coil in the fuel injector is energized. The energized coil pulls the ball valve back and allows fuel to flow through the fuel injector into the intake manifold. The amount of fuel injected depends upon the injection pulse duration. Pulse duration is the length of time the fuel injector remains open. The ECM controls the injection pulse duration based on engine fuel needs.

Scheme 78

Fuel Pump

The ECM activates the fuel pump for a few seconds after the ignition switch is turned ON to improve engine start ability. If the ECM receives a engine speed signal from the crankshaft position sensor (POS) and camshaft position sensor (PHASE), it knows that the engine is rotating, and causes the pump to operate. If the engine speed signal is not received when the ignition switch is ON, the engine stalls. The ECM stops pump operation and prevents battery discharging, thereby improving safety. The ECM does not directly drive the fuel pump. It controls the ON/OFF fuel pump relay, which in turn controls the fuel pump.

Heated Oxygen Sensor 2

The heated oxygen sensor 2, after three way catalyst (manifold), monitors the oxygen level in the exhaust gas.

Even if switching characteristics of the air fuel ratio (A/F) sensor 1 are shifted, the air-fuel ratio is controlled to stoichiometric, by the signal from the heated oxygen sensor 2.

This sensor is made of ceramic zirconia. The zirconia generates voltage from approximately 1 V in richer conditions to 0 V in leaner conditions.

Under normal conditions the heated oxygen sensor 2 is not used for engine control operation.

Scheme 79

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.

Intake Air Temperature Sensor

The intake air temperature sensor is built-into mass air flow sensor (1). 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.

Scheme 80

VOLTAGE REFERENCE DATA

Scheme 81

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 82

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 83

Malfunction Indicator Lamp (MIL)

The 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 MIL remains ON or continues blinking, the on board diagnostic system detects a DTC(s) that affects exhaust gas.

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

Scheme 84

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 85

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.

For details, refer to " ENGINE PROTECTION CONTROL AT LOW ENGINE OIL PRESSURE: SYSTEM DESCRIPTION ".

Scheme 86

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 87

Stop Lamp Switch & ASCD Brake Switch

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

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

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 valve in response to driving conditions via the throttle control motor.

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 Position Sensor

Electric throttle control actuator consists of throttle control motor, throttle position sensor, etc. The throttle position sensor responds to the throttle valve movement.

The throttle position sensor has two sensors. These sensors are a kind of potentiometer which transform the throttle valve position into output voltage, and emit the voltage signals to the ECM. The ECM judges the current opening angle of the throttle valve from these signals and controls the throttle valve in response to driving conditions via the throttle control motor.

Scheme 88

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.

Scheme 89

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 90

Scheme 91

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.

1. Put a "CAUTION: FLAMMABLE" sign in workshop.
2. Do not smoke while servicing fuel system. Keep open flames and sparks away from work area.
3. Be sure to furnish the workshop with a CO2 fire extinguisher. CAUTION: Before removing fuel line parts, carry out the following procedures: Put drained fuel in an explosion-proof container and put lid on securely. Release fuel pressure from fuel line. Refer to " «WORK PROCEDURE»(ref-605934-S17108709862014032500000) ". Disconnect battery ground cable. Always replace O-ring when the fuel gauge retainer is removed. Do not kink or twist hose and tube when they are installed. Do not tighten hose and clamps excessively to avoid damaging hoses. After installation, run engine and check for fuel leaks at connection. Do not attempt to top off the fuel tank after the fuel pump nozzle shuts off automatically. Continued refueling may cause fuel overflow, resulting in fuel spray and possibly a fire.

Scheme 92

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.

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

1. During deceleration
2. During high engine speed operation

Scheme 93

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 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 heated 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 long-term to compensate for continual deviation of the "short-term fuel trim" from the central value. Such deviation will occur due to individual engine differences, wear over time and changes in the usage environment.

Scheme 94

Two types of systems are used.

1. Sequential Multiport Fuel Injection System Fuel is injected into each cylinder during each engine cycle according to the firing order. This system is used when the engine is running.
2. Simultaneous Multiport Fuel Injection System Fuel is injected simultaneously into all four cylinders twice each engine cycle. In other words, pulse signals of the same width are simultaneously transmitted from the ECM. The four injectors will then receive the signals two times for each engine cycle. This system is used when the engine is being started and/or if the fail safe system (CPU) is operating.

FUEL SHUT-OFF

Fuel to each cylinder is cut off during deceleration, operation of the engine at excessively high speeds or operation of the vehicle at excessively high speeds.

Scheme 95

Scheme 96

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 97

Scheme 98

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, engine oil temperature 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 99

Scheme 100

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, engine oil temperature and engine coolant 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 101

INPUT SIGNAL CHART

OUTPUT SIGNAL CHART

BASIC ASCD SYSTEM

Automatic Speed Control Device (ASCD) allows a driver to keep vehicle at predetermined constant speed without depressing accelerator pedal. Driver can be set the vehicle speed in the set speed range.

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

Operation status of ASCD is indicated in combination meter.

If any malfunction occurs in the ASCD system, it automatically deactivates the ASCD control.

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

Scheme 102

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

For details about patterns B and C under "Fuel Injection System" and "Misfire", see " EXPLANATION FOR DRIVING PATTERNS FOR "MISFIRE ", "FUEL INJECTION SYSTEM" .

For details about patterns A and B under Other, see " EXPLANATION FOR DRIVING PATTERNS FOR "MISFIRE " FUEL INJECTION SYSTEM" .

1. *1: Clear timing is at the moment OK is detected.
2. *2: Clear timing is when the same malfunction is detected in the 2nd trip.

Scheme 103

Explanation for Driving Patterns for "Misfire ", "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)

Scheme 104

Explanation for Driving Patterns Except for "Misfire ", "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-605941-S25065240322014032500000) ".

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 105

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-605941-S25065240322014032500000) ".
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

WORK SUPPORT MODE

WORK ITEM

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 DESCRIPTION

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

PHYSICAL VALUES

Note. ECM is located in the engine room left side near battery. When disconnecting ECM harness connector (A), loosen (C) it with levers as far as they will go as shown in the figure below. ECM (1) Fasten (B) Connect a break-out box and harness adapter between the ECM and ECM harness connector. Use extreme care not to touch 2 pins at one time. Data is for comparison and may not be exact. Specification data are reference values and are measured between each terminals. Pulse signal is measured by CONSULT.

Scheme 106

Terminal No. Description Condition Value (Approx.) + -- Signal name Input/Output 1 (L) 108 (B) Throttle control motor (Open) Output [Ignition switch: ON] Engine stopped Shift lever: D (CVT), 1st (M/T) Accelerator pedal: Fully depressed 2.6 V (1) 2 (L/W) 108 (B) Throttle control motor power supply Input [Ignition switch: ON] BATTERY VOLTAGE (11 - 14 V) 3 (G) 108 (B) A/F sensor 1 heater Output [Engine is running] Warm-up condition Idle speed (More than 140 seconds after starting engine) 2.9 - 8.8 V (1) 4 (P) 108 (B) Throttle control motor (Close) Output [Ignition switch: ON] Engine stopped Shift lever: D (CVT), 1st (M/T) Accelerator pedal: Fully released 1.8 V (1) 5 (BR/W) 59 (L/Y) 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 (1) [Ignition switch: ON] Engine stopped [Engine is running] Engine speed: Above 3, 600 RPM BATTERY VOLTAGE (11 - 14 V) 9 (SB) 108 (B) EVAP canister purge volume control solenoid valve Output [Engine is running] Idle speed BATTERY VOLTAGE (11 - 14 V) (1) [Engine is running] Engine speed: About 2, 000 RPM (More than 100 seconds after starting engine.) BATTERY VOLTAGE (11 - 14 V) (1) 10 (B) - ECM ground - - - 11 (B) - ECM ground - - - 12 (L) 108 (B) Fuel injector No. 1 (Rear) Output [Engine is running] Warm-up condition Idle speed NOTE: The pulse cycle changes depending on RPM at idle BATTERY VOLTAGE (11 - 14 V) (1) 16 (G) Fuel injector No. 3 (Rear) 20 (O) Fuel injector No. 2 (Rear) 24 (R) Fuel injector No. 4 (Rear) 25 (R) Fuel injector No. 4 (Front) [Engine is running] Warm-up condition Engine speed: 2, 000 RPM BATTERY VOLTAGE (11 - 14 V) (1) 29 (G) Fuel injector No. 3 (Front) 30 (O) Fuel injector No. 2 (Front) 31 (L) Fuel injector No. 1 (Front) 15 (G/W) 108 (B) Throttle control motor relay Output [Ignition switch: OFF] BATTERY VOLTAGE (11 - 14 V) [Ignition switch: ON] 0 - 1.0 V 17 (V) 108 (B) 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 (1) 18 (Y/B) Ignition signal No. 2 21 (W) Ignition signal No. 4 [Engine is running] Warm-up condition Engine speed: 2, 500 RPM 0.2 - 0.5 V (1) 22 (BR) Ignition signal No. 3 23 (GR) 108 (B) Fuel pump relay Output [Ignition switch: ON] For 1 second after turning ignition switch ON [Engine is running] 0 - 1.0 V [Ignition switch: ON] More than 1 second after turning ignition switch ON BATTERY VOLTAGE (11 - 14 V) 26 (P) 108 (B) EVAP canister vent control valve Output [Ignition switch: ON] BATTERY VOLTAGE (11 - 14 V) 32 (P) 108 (B) 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) 33 (W) 36 (R) Throttle position sensor 1 Input [Ignition switch: ON] Engine stopped Shift lever: D (CVT), 1st (M/T) Accelerator pedal: Fully released More than 0.36 V [Ignition switch: ON] Engine stopped Shift lever: D (CVT), 1st (M/T) Accelerator pedal: Fully depressed Less than 4.75 V 34 (B) 36 (R) Throttle position sensor 2 Input [Ignition switch: ON] Engine stopped Shift lever: D (CVT), 1st (M/T) Accelerator pedal: Fully released Less than 4.75 V [Ignition switch: ON] Engine stopped Shift lever: D (CVT), 1st (M/T) Accelerator pedal: Fully depressed More than 0.36 V 36 (R) - Sensor ground (Throttle position sensor) - - - 37 (W) 40 (L) Knock sensor Input [Engine is running] Idle speed 2.5 V 38 (LG) 44 (P) Engine coolant temperature sensor Input [Engine is running] 0 - 4.8 V Output voltage varies with engine coolant temperature. 40 (L) - Sensor ground (Knock sensor shield circuit) - - - 42 (L) 51 (P) Fuel tank temperature sensor Input [Engine is running] 0 - 4.8 V Output voltage varies with fuel tank temperature. 43 (SB) 68 (R) EVAP control system pressure sensor Input [Ignition switch: ON] 0.5 - 4.6 V 44 (P) - Sensor ground (Engine coolant temperature sensor) - - - 45 (G/B) 52 (LG) Mass air flow sensor Input [Ignition switch ON] Engine stopped 0.4 V [Engine is running] Warm-up condition Idle speed 0.8 - 1.3 V [Engine is running] Warm-up condition Engine is revving from idle to about 4, 000 RPM 0.8 - 1.3 to 4.3 V (Check for linear voltage rise in response to engine being increased to about 4, 000 RPM.) 46 (V) 55 (O) Intake air temperature sensor Input [Engine is running] 0 - 4.8 V Output voltage varies with intake air temperature. 47 (Y) 60 (L) Engine oil pressure sensor Input [Engine is running] Warm-up condition Idle speed 1.0 - 2.0 V [Engine is running] Warm-up condition Engine speed: 2, 000 RPM 1.5 - 3.5 V 48 (W/R) 63 (W) Exhaust camshaft position sensor Input [Engine is running] Warm-up condition Idle speed NOTE: The pulse cycle changes depending on RPM at idle 4.3 V (1) [Engine is running] Engine speed: 2, 000 RPM 4.3 V (1) 49 (G) 108 (B) A/F sensor 1 Input [Ignition switch: ON] 2.2 V 50 (L) 59 (L/Y) 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 51 (P) - Sensor ground (Fuel tank temperature sensor) - - - 52 (LG) - Sensor ground (Mass air flow sensor) - - - 53 (L) 108 (B) A/F sensor 1 Input [Engine is running] Warm-up condition Engine speed: 2, 500 RPM 1.8 V Output voltage varies with air fuel ratio. 54 (BR) - Sensor ground (Engine oil temperature sensor) - - - 55 (O) - Sensor ground (Intake air temperature sensor) - - - 57 (P) 54 (BR) Engine oil temperature sensor Input [Engine is running] 0 - 4.8 V Output voltage varies with engine oil temperature. 59 (L/Y) - Sensor ground (Heated oxygen sensor 2) - - - 60 (L) - Sensor ground (Engine oil pressure sensor) - - - 61 (L) 62 (G) Crankshaft position sensor Input [Engine is running] Warm-up condition Idle speed NOTE: The pulse cycle changes depending on RPM at idle 4.0 V (1) [Engine is running] Engine speed: 2, 000 RPM 4.0 V (1) 62 (G) - Sensor ground (Crankshaft position sensor) - - - 63 (W) - Sensor ground (Camshaft position sensor) - - - 65 (R) 63 (W) Intake camshaft position sensor Input [Engine is running] Warm-up condition Idle speed NOTE: The pulse cycle changes depending on RPM at idle 4.3 V (1) [Engine is running] Engine speed is 2, 000 RPM 4.3 V (1) 68 (R) - Sensor ground (EVAP control system pressure sensor) - - - 69 (BR) 108 (B) Park/Neutral position signal Input [Ignition switch: ON] Shift lever: Neutral BATTERY VOLTAGE (11 - 14 V) [Ignition switch: ON] Shift lever: Except above position 0 V 71 (Y) 68 (R) Sensor power supply (EVAP control system pressure sensor) - [Ignition switch: ON] 5 V 72 (W) 36 (R) Sensor power supply (Throttle position sensor) - [Ignition switch: ON] 5 V 73 (P) 108 (B) Intake valve timing control solenoid valve Output [Engine is running] Warm-up condition Idle speed BATTERY VOLTAGE (11 - 14 V) [Engine is running] Warm-up condition When revving engine up to 2, 000rpm quickly 7 - 10 V (1) 74 (O) 60 (L) Sensor power supply (Engine oil pressure sensor) - [Ignition switch: ON] 5 V 75 (O) 62 (G) Sensor power supply (Crankshaft position sensor) - [Ignition switch: ON] 5 V 77 (P) 108 (B) Exhaust valve timing control solenoid valve Output [Engine is running] Warm-up condition Idle speed BATTERY VOLTAGE (11 - 14 V) [Engine is running] Warm-up condition When revving engine up to 2, 000rpm quickly 7 - 10 V (1) 78 (BR) 63 (W) Sensor power supply (Camshaft position sensor) - [Ignition switch: ON] 5 V 81 (V) 108 (B) Power supply for ECM (Back-up) Input [Ignition switch: OFF] BATTERY VOLTAGE (11 - 14 V) 83 (P) - CAN-L Input/Output - - 84 (L) - CAN-H Input/Output - - 85 (V) 98 (LG) Refrigerant pressure sensor Input [Engine is running] Warm-up condition Both A/C switch and blower fan switch: ON (Compressor operates) 1.0 - 4.0 V 88 (GR) - Data link connector Input/Output - - 93 (L) 108 (B) Ignition switch Input [Ignition switch: OFF] 0 V [Ignition switch: ON] BATTERY VOLTAGE (11 - 14 V) 94 (Y) 95 (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 95 (B) - Sensor ground (ASCD steering switch) - - - 98 (LG) - Sensor ground (Refrigerant pressure sensor) - - - 99 (LG) 108 (B) 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) 100 (G) 108 (B) ASCD brake switch Input [Ignition switch: OFF] Brake pedal: Fully released BATTERY VOLTAGE (11 - 14 V) [Ignition switch: OFF] Brake pedal: Slightly depressed 0 V 101 (W) 98 (LG) Sensor power supply (Refrigerant pressure sensor) - [Ignition switch: ON] 5 V 102 (BR) 104 (Y) Sensor power supply (Accelerator pedal position sensor 2) - [Ignition switch: ON] 5 V 103 (GR) 104 (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 104 (Y) - Sensor ground (Accelerator pedal position sensor 2) - - - 105 (G) 108 (B) Power supply for ECM Input [Ignition switch: ON] BATTERY VOLTAGE (11 - 14 V) 106 (V) 111 (R) Sensor power supply (Accelerator pedal position sensor 1) - [Ignition switch: ON] 5 V 108 (B) - ECM ground - - - 110 (SB) 111 (R) 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 111 (R) - Sensor ground (Accelerator pedal position sensor 1) - - - (1) Average voltage for pulse signal (Actual pulse signal can be confirmed by oscilloscope.)

Scheme 107

Scheme 108

Scheme 109

Scheme 110

Scheme 111

Scheme 112

Scheme 113

*: Before measuring the terminal voltage, confirm that the battery is fully charged. Refer to " WORK FLOW ".

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-605934-S39883192402014032500000) ".) 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 DTC. With CONSULT: "How to Erase DTC and 1st Trip DTC" in " «CONSULT FUNCTION»(ref-605934-S06966467602014032500000) ". Without CONSULT: "How to Erase Self-diagnostic Results" in " «ON BOARD DIAGNOSIS FUNCTION»(ref-605934-S21866698442014032500000) ". Study the relationship between the cause detected by DTC and the symptom described by the customer. (Symptom Table is useful. Refer to " «SYMPTOM TABLE»(ref-605941-S32611166752014032500000) ".) Check related service bulletins for information. Is any symptom described and is any DTC 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-605941-S22473869732014032500000) " and " «FAIL SAFE»(ref-605934-S00666880502014032500000) ". Diagnostic 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 " «DESCRIPTION»(ref-605941-S22473869732014032500000) " and " «FAIL SAFE»(ref-605934-S00666880502014032500000) ". Diagnostic 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 make sure that DTC is detected again. If two or more DTCs are detected, refer to " «DTC INSPECTION PRIORITY CHART»(ref-605934-S02329711242014032500000) " 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 in 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-605927-S00541939462014032500000) ".
6. PERFORM BASIC INSPECTION Perform " «WORK PROCEDURE»(ref-605934-S37975640182014032500000) ". Do you have CONSULT? YES: GO TO 7. NO: GO TO 9 .
7. PERFORM "SPEC" IN DATA MONITOR MODE With CONSULT Make sure that "MAS A/F SE-B1", "B/FUEL SCHDL" and "A/F ALPHA-B1" are within the SP value in "SPEC" of "DATA MONITOR" mode with CONSULT. Refer to " «COMPONENT FUNCTION CHECK»(ref-605941-S05560174942014032500000) ". 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-605941-S17180094792014032500000) ". Is 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-605941-S32611166752014032500000) " based on the confirmed symptom in step 4, and determine the trouble diagnosis order based on possible causes and symptom. : 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-605927-S34149474072014032500000) ". Is malfunctioning part detected? YES: GO TO 11. NO: Monitor input data from related sensors or check the voltage of related ECM terminals using CONSULT. Refer to " «REFERENCE VALUE»(ref-605934-S39096177382014032500000) ".
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. With CONSULT: "How to Erase DTC and 1st Trip DTC" in " «CONSULT FUNCTION»(ref-605934-S06966467602014032500000) ". Without CONSULT: "How to Erase Self-diagnostic Results" in " «ON BOARD DIAGNOSIS FUNCTION»(ref-605934-S21866698442014032500000) ". : GO TO 12.
12. FINAL CHECK When DTC was detected in step 2, perform DTC CONFIRMATION PROCEDURE or Component Function Check again, and then make sure that the malfunction have been repaired securely. When symptom was described from the customer, refer to confirmed symptom in step 3 or 4, and make sure 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-605934-S06966467602014032500000) ", Without CONSULT: Refer to "How to Erase Self-diagnostic Results" in " «ON BOARD DIAGNOSIS FUNCTION»(ref-605934-S21866698442014032500000) "). 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-605934-S05008880602014032500000) ". Erase permanent DTCs. Refer to " «DESCRIPTION»(ref-605934-S28180234682014032500000) ". : INSPECTION END

Work Procedure

1. PERFORM INITIALIZATION OF NATS SYSTEM AND REGISTRATION OF ALL NATS IGNITION KEY IDS Refer to " «ADDITIONAL SERVICE WHEN REPLACING CONTROL UNIT: SPECIAL REPAIR REQUIREMENT»(ref-605950-S23904375512014032500000) ". : GO TO 2.
2. PERFORM ACCELERATOR PEDAL RELEASED POSITION LEARNING Refer to " «WORK PROCEDURE»(ref-605934-S21245521882014032500000) ". : GO TO 3.
3. PERFORM THROTTLE VALVE CLOSED POSITION LEARNING Refer to " «WORK PROCEDURE»(ref-605934-S19939682792014032500000) ". : GO TO 4.
4. PERFORM IDLE AIR VOLUME LEARNING Refer to " «WORK PROCEDURE»(ref-605934-S15570644802014032500000) ". : 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. 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. START With CONSULT Start engine and warm it up to normal operating temperature. Select "SELF-LEARNING CONT" in "WORK SUPPORT" mode with 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

Scheme 114

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Scheme 118

Scheme 119

1. INSPECTION START Check service records for any recent repairs that may indicate a related malfunction, or a current need for scheduled maintenance. Open engine hood and check the following: Harness connectors for improper connections Wiring harness for improper connections, pinches and cut Vacuum hoses for splits, kinks and improper connections Hoses and ducts for leaks Air cleaner clogging Gasket Confirm that electrical or mechanical loads are not applied. Headlamp switch is OFF. Air conditioner switch is OFF. Rear window defogger switch is OFF. Steering wheel is in the straight-ahead position, etc. Start engine and warm it up until engine coolant temperature indicator points to the middle of gauge. Ensure engine stays below 1, 000 RPM. Run engine at about 2, 000 RPM for about 2 minutes under no load. Make sure that no DTC is displayed with CONSULT or GST. Is any DTC detected? YES: GO TO 2. NO: GO TO 3 .
2. REPAIR OR REPLACE Repair or replace components as necessary according to corresponding Diagnostic Procedure. : GO TO 3
3. CHECK TARGET IDLE SPEED Run engine at about 2, 000 RPM for about 2 minutes under no load. Rev engine (2, 000 to 3, 000 RPM) two or three times under no load, then run engine at idle speed for about 1 minute. Check idle speed. For procedure, refer to " «INSPECTION»(ref-605941-S34482892442014032500000) ". For specification, refer to " «IDLE SPEED»(ref-605941-S40461165772014032500000) ". Is the inspection result normal? YES: GO TO 10 . NO: GO TO 4.
4. PERFORM ACCELERATOR PEDAL RELEASED POSITION LEARNING Stop engine. Perform " «WORK PROCEDURE»(ref-605934-S21245521882014032500000) ". : GO TO 5.
5. PERFORM THROTTLE VALVE CLOSED POSITION LEARNING Perform " «WORK PROCEDURE»(ref-605934-S19939682792014032500000) ". : GO TO 6.
6. PERFORM IDLE AIR VOLUME LEARNING Perform " «WORK PROCEDURE»(ref-605934-S15570644802014032500000) ". Is Idle Air Volume Learning carried out successfully? YES: GO TO 7. NO: Follow the instruction of IDLE AIR VOLUME LEARNING. Then GO TO 4 .
7. CHECK TARGET IDLE SPEED AGAIN Start engine and warm it up to normal operating temperature. Check idle speed. For procedure, refer to " «INSPECTION»(ref-605941-S34482892442014032500000) ". For specification, refer to " «IDLE SPEED»(ref-605941-S40461165772014032500000) ". Is the inspection result normal? YES: GO TO 10 . NO: GO TO 8.
8. DETECT MALFUNCTIONING PART Check the Following. Check camshaft position sensor (PHASE) and circuit. Refer to " «DTC LOGIC»(ref-605941-S02334036292014032500000) ". Check crankshaft position sensor (POS) and circuit. Refer to " «DTC LOGIC»(ref-605941-S09790054132014032500000) ". Is the inspection result normal? YES: GO TO 9. NO: Repair or replace. Then GO TO 4 .
9. CHECK ECM FUNCTION Substitute another known-good ECM to check ECM function. (ECM may be the cause of an incident, but this is a rare case.) Perform initialization and registration of all NATS ignition key IDs. Refer to " «ADDITIONAL SERVICE WHEN REPLACING CONTROL UNIT: SPECIAL REPAIR REQUIREMENT»(ref-605950-S23904375512014032500000) ". : GO TO 4 .
10. CHECK IGNITION TIMING Run engine at idle. Check ignition timing with a timing light. For procedure, refer to " «INSPECTION»(ref-605941-S09652391912014032500000) ". For specification, refer to " «IGNITION TIMING»(ref-605941-S41576581812014032500000) ". Timing indicator (1) Is the inspection result normal? YES: GO TO 19 . NO: GO TO 11.
11. PERFORM ACCELERATOR PEDAL RELEASED POSITION LEARNING Stop engine. Perform " «WORK PROCEDURE»(ref-605934-S21245521882014032500000) ". : GO TO 12.
12. PERFORM THROTTLE VALVE CLOSED POSITION LEARNING Perform " «WORK PROCEDURE»(ref-605934-S19939682792014032500000) ". : GO TO 13.
13. PERFORM IDLE AIR VOLUME LEARNING Perform " «WORK PROCEDURE»(ref-605934-S15570644802014032500000) ". Is idle air volume learning carried out successfully? YES: GO TO 14. NO: Follow the instruction of IDLE AIR VOLUME LEARNING. Then GO TO 4 .
14. CHECK TARGET IDLE SPEED AGAIN Start engine and warm it up to normal operating temperature. Check idle speed. For procedure, refer to " «INSPECTION»(ref-605941-S34482892442014032500000) ". For specification, refer to " «IDLE SPEED»(ref-605941-S40461165772014032500000) ". Is the inspection result normal? YES: GO TO 15. NO: GO TO 17 .
15. CHECK IGNITION TIMING AGAIN Run engine at idle. Check ignition timing with a timing light. For procedure, refer to " «INSPECTION»(ref-605941-S09652391912014032500000) ". For specification, refer to " «IGNITION TIMING»(ref-605941-S41576581812014032500000) ". Timing indicator (1) Is the inspection result normal? YES: GO TO 19 . NO: GO TO 16.
16. CHECK TIMING CHAIN INSTALLATION Check timing chain installation. Refer to " «REMOVAL AND INSTALLATION»(ref-605933-S18293763442014032500000) ". Is the inspection result normal? YES: GO TO 17. NO: Repair the timing chain installation. Then GO TO 4 .
17. DETECT MALFUNCTIONING PART Check the following. Check camshaft position sensor (PHASE) and circuit. Refer to " «DTC LOGIC»(ref-605941-S02334036292014032500000) ". Check crankshaft position sensor (POS) and circuit. Refer to " «DTC LOGIC»(ref-605941-S09790054132014032500000) ". Is the inspection result normal? YES: GO TO 18. NO: Repair or replace. Then GO TO 4 .
18. CHECK ECM FUNCTION Substitute another known-good ECM to check ECM function. (ECM may be the cause of an incident, but this is a rare case.) Perform initialization of NATS system and registration of all NATS ignition key IDs. Refer to " «ADDITIONAL SERVICE WHEN REPLACING CONTROL UNIT: SPECIAL REPAIR REQUIREMENT»(ref-605950-S23904375512014032500000) ". : GO TO 4 .
19. INSPECTION END If ECM is replaced during this BASIC INSPECTION procedure, perform " «WORK PROCEDURE»(ref-605934-S22687822042014032500000) ". : INSPECTION END

FUEL PRESSURE RELEASE

1. FUEL PRESSURE RELEASE With CONSULT Turn ignition switch ON. Perform "FUEL PRESSURE RELEASE" in "WORK SUPPORT" mode with 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. : INSPECTION END

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Scheme 121

Scheme 122

1. FUEL PRESSURE CHECK CAUTION: Before disconnecting fuel line, release fuel pressure from fuel line to eliminate danger. The fuel hose connection method used when taking fuel pressure check must not be used for other purposes. Be careful not to scratch or put debris around connection area when servicing, so that the quick connector maintains seal ability with O-rings inside. Do not perform fuel pressure check with electrical systems operating (i.e. lights, rear defogger, A/C, etc.) Fuel pressure gauge may indicate false readings due to varying engine load and changes in manifold vacuum. NOTE: Prepare pans or saucers under the disconnected fuel line because the fuel may spill out. The fuel pressure cannot be completely released because N17 models do not have fuel return system. Release fuel pressure to zero. Prepare fuel hose for fuel pressure check (B) and fuel tube adapter [SST: KV10118400 or KV10120000] (D), then connect fuel pressure gauge (A). To quick connector To fuel tube (engine side) C: Hose clamp 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 fuel tube (engine side) with clamp (2) as shown in the figure below. 5: No. 2 spool CAUTION: Wipe off oil or dirt from hose insertion part using cloth moistened with gasoline. Apply proper amount of gasoline between top of the fuel tube (3) and No. 1 spool (4). Insert fuel hose for fuel pressure check until it touches the No. 1 spool on fuel tube. 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. Install hose clamp to the position within 1 - 2 mm (0.04 - 0.08 in). Tightening torque: 1 - 1.5 N.m (0.1 - 0.15 kg-m, 9 - 13 in-lb) Make sure that clamp screw does not contact adjacent parts. Connect fuel tube adapter to quick connector (1). A: Fuel pressure gauge 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. 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 350 kPa (3.57 kg/cm 2 , 51 psi) Is the inspection result normal? YES: INSPECTION END NO: GO TO 2.
2. CHECK FUEL HOSE AND FUEL TUBE If result is unsatisfactory, check fuel hoses and fuel tubes for clogging. Is the inspection result normal? YES: Replace "fuel filter and fuel pump assembly". Refer to " «EXPLODED VIEW»(ref-605951-S22904480562014032500000) ". NO: Repair or replace.

OUTLINE

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 123

SRT Set Driving Pattern

Scheme 124

*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 125

Scheme 126

1. CHECK DTC Check DTC. Is any DTC detected? YES: Repair malfunction(s) and erase DTC. Refer to " «DTC INDEX»(ref-605934-S24886252492014032500000) ". NO: GO TO 2.
2. CHECK SRT STATUS WITH CONSULT Select "SRT STATUS" in "DTC&SRT CONFIRMATION" mode of "ENGINE" using CONSULT. WITHOUT CONSULT Perform "SRT status" mode with " «ON BOARD DIAGNOSIS FUNCTION»(ref-605934-S21866698442014032500000) ". 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 " «DIAGNOSIS DESCRIPTION: SYSTEM READINESS TEST (SRT) CODE»(ref-605934-S01582024212014032500000) ". Check DTC. Is any DTC detected? YES: Repair malfunction(s) and erase DTC. Refer to " «DTC INDEX»(ref-605934-S24886252492014032500000) ". NO: GO TO 10 .
4. PERFORM ROAD TEST Check the "Performance Priority" in the "SRT ITEM" table. Refer to " «DIAGNOSIS DESCRIPTION: SYSTEM READINESS TEST (SRT) CODE»(ref-605934-S01582024212014032500000) ". Perform the most efficient SRT set driving pattern to set the SRT properly. Refer to " «SRT SET DRIVING PATTERN»(ref-605934-S11462327502014032500000) ". 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 1.4 V Fuel tank temperature: Less than 4.1 V Refer to " «REFERENCE VALUE»(ref-605934-S39096177382014032500000) ". : 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 of "ENGINE" using CONSULT. WITHOUT CONSULT Perform "SRT status" mode with " «ON BOARD DIAGNOSIS FUNCTION»(ref-605934-S21866698442014032500000) ". 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 of "ENGINE" using CONSULT. WITH GST Select Service $01 with GST. Is permanent DTC(s) detected? YES: Proceed to " «DESCRIPTION»(ref-605941-S32157604432014032500000) ". NO: END