Fuel system INFINITI FX35 2004 Workshop Manual

ENGINE CONTROL SYSTEM
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Revision: 2004 November 2004 FX35/FX45
System ChartABS006K6
*1: This sensor is not used to control the engine system. This is used only for the on board diagnosis.
*2: This sensor is not used to control the engine system under normal conditions.
*3: This input signal is sent to the ECM through CAN communication line.
*4: This output signal is sent from the ECM through CAN communication line.Input (Sensor) ECM Function Output (Actuator)

Camshaft position sensor (PHASE)

Crankshaft position sensor (POS)

Mass air flow sensor

Engine coolant temperature sensor

Heated oxygen sensor 1

Throttle position sensor

Accelerator pedal position sensor

Park/neutral position (PNP) switch

Intake air temperature sensor

Power steering pressure sensor

Ignition switch

Battery voltage

Knock sensor

Refrigerant pressure sensor

Stop lamp switch

ICC steering switch

ICC brake switch

ASCD steering switch

ASCD brake switch

Fuel level sensor*1 *3

EVAP control system pressure sensor

Fuel tank temperature sensor*1

Heated oxygen sensor 2*2

TCM (Transmission control module)*3

ABS actuator and electric unit (control unit)*3

ICC unit*3

Air conditioner switch*3

Wheel sensor*3

Electrical load signal*3
Fuel injection & mixture ratio control Fuel injector
Electronic ignition system Power transistor
Fuel pump control Fuel pump relay
ICC vehicle speed control Electric throttle control actuator
ASCD vehicle speed control Electric throttle control actuator
On board diagnostic system
MIL (On the instrument panel)*
4
Heated oxygen sensor 1 heater control Heated oxygen sensor 1 heater
Heated oxygen sensor 2 heater control Heated oxygen sensor 2 heater
EVAP canister purge flow controlEVAP canister purge volume control
solenoid valve
Air conditioning cut control
Air conditioner relay*
4
Cooling fan control
Cooling fan relay*4
ON BOARD DIAGNOSIS for EVAP system EVAP canister vent control valve

EC-32
[VQ35DE]
ENGINE CONTROL SYSTEM
Revision: 2004 November 2004 FX35/FX45
Multiport Fuel Injection (MFI) SystemABS006K7
INPUT/OUTPUT SIGNAL CHART
*1: This sensor is not used to control the engine system under normal conditions.
*2: This signal is sent to the ECM through CAN communication line.
*3: ECM determines the start signal status by the signals of engine speed and battery voltage.
SYSTEM DESCRIPTION
The amount of fuel injected from the fuel injector is determined by the ECM. The ECM controls the length of
time the valve remains open (injection pulse duration). The amount of fuel injected is a program value in the
ECM memory. The program value is preset by engine operating conditions. These conditions are determined
by input signals (for engine speed and intake air) from both the crankshaft position sensor and the mass air
flow sensor.
VARIOUS FUEL INJECTION INCREASE/DECREASE COMPENSATION
In addition, the amount of fuel injected is compensated to improve engine performance under various operat-
ing conditions as listed below.
<Fuel increase>

During warm-up

When starting the engine

During acceleration

Hot-engine operation

When selector lever is changed from N to D

High-load, high-speed operation
<Fuel decrease>

During deceleration

During high engine speed operation
Sensor Input Signal to ECM ECM function Actuator
Crankshaft position sensor (POS)
Engine speed*
3
Piston position
Fuel injection
& mixture ratio
controlFuel injector Camshaft position sensor (PHASE)
Mass air flow sensor Amount of intake air
Engine coolant temperature sensor Engine coolant temperature
Heated oxygen sensor 1 Density of oxygen in exhaust gas
Throttle position sensor Throttle position
Accelerator pedal position sensor Accelerator pedal position
Park/neutral position (PNP) switch Gear position
Knock sensor Engine knocking condition
Battery
Battery voltage*
3
Power steering pressure sensor Power steering operation
Heated oxygen sensor 2*
1Density of oxygen in exhaust gas
Air conditioner switch*
2Air conditioner operation
Wheel sensor*
2Vehicle speed

ENGINE CONTROL SYSTEM
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Revision: 2004 November 2004 FX35/FX45
MIXTURE RATIO FEEDBACK CONTROL (CLOSED LOOP CONTROL)
The mixture ratio feedback system provides the best air-fuel mixture ratio for driveability and emission control.
The three way catalyst 1 can then better reduce CO, HC and NOx emissions. This system uses heated oxy-
gen 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 heated oxygen
sensor 1, refer to EC-205
. 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 1. Even if the switching characteris-
tics of heated oxygen sensor 1 shift, the air-fuel ratio is controlled to stoichiometric by the signal from heated
oxygen sensor 2.
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 heated oxygen sensor 1 or its circuit

Insufficient activation of heated oxygen sensor 1 at low engine coolant temperature

High engine coolant temperature

During warm-up

After shifting from N to D

When starting the engine
MIXTURE RATIO SELF-LEARNING CONTROL
The mixture ratio feedback control system monitors the mixture ratio signal transmitted from heated oxygen
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 orig-
inally designed. Both manufacturing differences (i.e., mass air flow sensor hot wire) and characteristic
changes during operation (i.e., 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 heated oxygen 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.
PBIB0121E

EC-34
[VQ35DE]
ENGINE CONTROL SYSTEM
Revision: 2004 November 2004 FX35/FX45
FUEL INJECTION TIMING
Two types of systems are used.
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.
Simultaneous Multiport Fuel Injection System
Fuel is injected simultaneously into all six cylinders twice each engine cycle. In other words, pulse signals of
the same width are simultaneously transmitted from the ECM.
The six 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 or operation of the engine at excessively high speeds.
Electronic Ignition (EI) SystemABS006K8
INPUT/OUTPUT SIGNAL CHART
*1: This signal is sent to the ECM through CAN communication line.
*2: ECM determines the start signal status by the signals of engine speed and battery voltage.
SYSTEM DESCRIPTION
The ignition timing is controlled by the ECM to maintain the best air-
fuel ratio for every running condition of the engine. The ignition tim-
ing data is stored in the ECM. This data forms the map shown.
The ECM receives information such as the injection pulse width and
camshaft position sensor signal. Computing this information, ignition
signals are transmitted to the power transistor.
e.g., N: 1,800 rpm, Tp: 1.50 msec
A °BTDC
During the following conditions, the ignition timing is revised by the
ECM according to the other data stored in the ECM.

At starting

During warm-up
SEF179U
Sensor Input Signal to ECM ECM function Actuator
Crankshaft position sensor (POS)
Engine speed*
2
Piston position
Ignition timing
controlPower transistor Camshaft position sensor (PHASE)
Mass air flow sensor Amount of intake air
Engine coolant temperature sensor Engine coolant temperature
Throttle position sensor Throttle position
Accelerator pedal position sensor Accelerator pedal position
Knock sensor Engine knocking
Park/neutral position (PNP) switch Gear position
Battery
Battery voltage*
2
Wheel sensor*1Vehicle speed
SEF742M

ENGINE CONTROL SYSTEM
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Revision: 2004 November 2004 FX35/FX45

At idle

At low battery voltage

During acceleration
The knock sensor retard system is designed only for emergencies. The basic ignition timing is programmed
within the anti-knocking zone, if recommended fuel is used under dry conditions. The retard system does not
operate under normal driving conditions. If engine knocking occurs, the knock sensor monitors the condition.
The signal is transmitted to the ECM. The ECM retards the ignition timing to eliminate the knocking condition.
Air Conditioning Cut ControlABS006K9
INPUT/OUTPUT SIGNAL CHART
*1: This signal is sent to the ECM through CAN communication line.
*2: ECM determines the start signal status by the signals of engine speed and battery voltage.
SYSTEM DESCRIPTION
This system improves engine operation when the air conditioner is used.
Under the following conditions, the air conditioner is turned off.

When the accelerator pedal is fully depressed.

When cranking the engine.

At high engine speeds.

When the engine coolant temperature becomes excessively high.

When operating power steering during low engine speed or low vehicle speed.

When engine speed is excessively low.

When refrigerant pressure is excessively low or high.
Fuel Cut Control (at No Load and High Engine Speed)ABS006KA
INPUT/OUTPUT SIGNAL CHART
*1: This signal is sent to the ECM through CAN communication line.
SYSTEM DESCRIPTION
If the engine speed is above 1,800 rpm under no load (for example, the shift position is neutral and engine
speed is over 1,800 rpm) fuel will be cut off after some time. The exact time when the fuel is cut off varies
based on engine speed.
Fuel cut will be operated until the engine speed reaches 1,500 rpm, then fuel cut will be cancelled.
Sensor Input Signal to ECM ECM function Actuator
Air conditioner switch*
1Air conditioner ON signal
Air conditioner
cut controlAir conditioner relay Throttle position sensor Throttle position
Accelerator pedal position sensor Accelerator pedal position
Crankshaft position sensor (POS)
Camshaft position sensor (PHASE)Engine speed*
2
Engine coolant temperature sensor Engine coolant temperature
Battery
Battery voltage*
2
Refrigerant pressure sensor Refrigerant pressure
Power steering pressure sensor Power steering operation
Wheel sensor*
1Vehicle speed
Sensor Input Signal to ECM ECM function Actuator
Park/neutral position (PNP) switch Neutral position
Fuel cut con-
trolFuel injector Accelerator pedal position sensor Accelerator pedal position
Engine coolant temperature sensor Engine coolant temperature
Crankshaft position sensor (POS)
Camshaft position sensor (PHASE)Engine speed
Wheel sensor*
1Vehicle speed

EC-36
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ENGINE CONTROL SYSTEM
Revision: 2004 November 2004 FX35/FX45
NOTE:
This function is different from deceleration control listed under “Multiport Fuel Injection (MFI) System”, EC-32
.
CAN communicationABS006KB
SYSTEM DESCRIPTION
CAN (Controller Area Network) is a serial communication line for real time application. It is an on-vehicle mul-
tiplex communication line with high data communication speed and excellent error detection ability. Many elec-
tronic control units are equipped onto a vehicle, and each control unit shares information and links with other
control units during operation (not independent). In CAN communication, control units are connected with 2
communication lines (CAN H line, CAN L line) allowing a high rate of information transmission with less wiring.
Each control unit transmits/receives data but selectively reads required data only.
Refer to LAN-6, "
CAN Communication Unit" , about CAN communication for detail.

EC-38
[VQ35DE]
BASIC SERVICE PROCEDURE
Revision: 2004 November 2004 FX35/FX45
2. Connect No. 1 ignition coil and No. 1 spark plug with suitable
high-tension wire as shown, and attach timing light clamp to this
wire.
3. Check ignition timing.
Idle Speed/Ignition Timing/Idle Mixture Ratio AdjustmentABS006KD
PREPARATION
1. Make sure that the following parts are in good order.

Battery

Ignition system

Engine oil and coolant levels

Fuses

ECM harness connector

Vacuum hoses

Air intake system
(Oil filler cap, oil level gauge, etc.)

Fuel pressure

Engine compression

Throttle valve

Evaporative emission system
2. On air conditioner equipped models, checks should be carried out while the air conditioner is OFF.
3. On automatic transmission equipped models, when checking idle rpm, ignition timing and mixture ratio,
checks should be carried out while shift lever is in N position.
4. When measuring CO percentage, insert probe more than 40 cm (15.7 in) into tail pipe.
5. Turn OFF headlamp, heater blower, rear window defogger.
PBIB1573E
SEF166Y
PBIB1602E

EC-52
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BASIC SERVICE PROCEDURE
Revision: 2004 November 2004 FX35/FX45
2. Perform “FUEL PRESSURE RELEASE” in “WORK SUPPORT”
mode with CONSULT-II.
3. Start engine.
4. After engine stalls, crank it two or three times to release all fuel
pressure.
5. Turn ignition switch OFF.
Without CONSULT-II
1. Remove fuel pump fuse located in IPDM E/R.
2. Start engine.
3. After engine stalls, crank it two or three times to release all fuel
pressure.
4. Turn ignition switch OFF.
5. Reinstall fuel pump fuse after servicing fuel system.
FUEL PRESSURE CHECK
Before disconnecting fuel line, release fuel pressure from fuel line to eliminate danger.
NOTE:
Prepare pans or saucers under the disconnected fuel line because the fuel may spill out. The fuel pres-
sure cannot be completely released because S50 models do not have fuel return system.
Use Fuel Pressure Gauge Kit (J-44321) to check fuel pressure.
1. Release fuel pressure to zero. Refer to EC-51, "
FUEL PRESSURE RELEASE" .
2. Install the inline fuel quick disconnected fitting between fuel
damper and injector tube.
3. Connect the fuel pressure test gauge (quick connector adapter
hose) to the inline fuel quick disconnected fitting.
4. Turn ignition switch ON and check for fuel leakage.
5. Start engine and check for fuel leakage.
6. Read the indication of fuel pressure gauge.
7. If result is unsatisfactory, go to next step.
8. Check the following.

Fuel hoses and fuel tubes for clogging

Fuel filter for clogging

Fuel pump

Fuel pressure regulator for clogging
If OK, replace fuel pressure regulator.
If NG, repair or replace.
SEF214Y
PBIB1603E
At idling:
Approximately 350 kPa (3.57 kg/cm2 , 51 psi)
PBIB1571E

EC-54
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ON BOARD DIAGNOSTIC (OBD) SYSTEM
Revision: 2004 November 2004 FX35/FX45
The fail-safe function also operates when above diagnoses except MIL circuit are detected and demands the
driver to repair the malfunction.
Emission-Related Diagnostic InformationABS006KK
EMISSION-RELATED DIAGNOSTIC INFORMATION ITEMS
Engine operating condition in fail-safe mode Engine speed will not rise more than 2,500 rpm due to the fuel cut
Items
(CONSULT-II screen terms)DTC*
1
SRT codeTest value/
Te s t l i m i t
(GST only)1st trip DTCReference
page CONSULT-II
GST*
2ECM*3
CAN COMM CIRCUIT U1000
1000*6———EC-142
CAN COMM CIRCUIT U1001
1001*6——×EC-142
NO DTC IS DETECTED.
FURTHER TESTING
MAY BE REQUIRED.P0000 0000————
INT/V TIM CONT-B1 P0011 0011 — —×EC-145
INT/V TIM CONT-B2 P0021 0021 — —×EC-145
HO2S1 HTR (B1) P0031 0031××
×*5EC-149
HO2S1 HTR (B1) P0032 0032××
×*5EC-149
HO2S2 HTR (B1) P0037 0037××
×*5EC-157
HO2S2 HTR (B1) P0038 0038××
×*5EC-157
HO2S1 HTR (B2) P0051 0051××
×*5EC-149
HO2S1 HTR (B2) P0052 0052××
×*5EC-149
HO2S2 HTR (B2) P0057 0057××
×*5EC-157
HO2S2 HTR (B2) P0058 0058××
×*5EC-157
MAF SEN/CIRCUIT P0101 0101 — — —EC-165
MAF SEN/CIRCUIT P0102 0102 — — —EC-173
MAF SEN/CIRCUIT P0103 0103 — — —EC-173
IAT SEN/CIRCUIT P0112 0112 — —×EC-180
IAT SEN/CIRCUIT P0113 0113 — —×EC-180
ECT SEN/CIRCUIT P0117 0117 — — —EC-185
ECT SEN/CIRCUIT P0118 0118 — — —EC-185
TP SEN 2/CIRC P0122 0122 — — —EC-190
TP SEN 2/CIRC P0123 0123 — — —EC-190
ECT SENSOR P0125 0125 — — —EC-197
IAT SENSOR P0127 0127 — —×EC-200
THERMSTAT FNCTN P0128 0128 — —×EC-203
HO2S1 (B1) P0132 0132 —××EC-205
HO2S1 (B1) P0133 0133××
×*5EC-214
HO2S1 (B1) P0134 0134 —××EC-226
HO2S2 (B1) P0138 0138 —××EC-236
HO2S2 (B1) P0139 0139××
×*5EC-245
HO2S1 (B2) P0152 0152 —××EC-205
HO2S1 (B2) P0153 0153××
×*5EC-214
HO2S1 (B2) P0154 0154 —××EC-226
HO2S2 (B2) P0158 0158 —××EC-236

ON BOARD DIAGNOSTIC (OBD) SYSTEM
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Revision: 2004 November 2004 FX35/FX45HO2S2 (B2) P0159 0159××
×*5EC-245
FUEL SYS-LEAN-B1 P0171 0171 — —×EC-256
FUEL SYS-RICH-B1 P0172 0172 — —×EC-265
FUEL SYS-LEAN-B2 P0174 0174 — —×EC-256
FUEL SYS-RICH-B2 P0175 0175 — —×EC-265
FTT SENSOR P0181 0181 — —×EC-273
FTT SEN/CIRCUIT P0182 0182 — —×EC-279
FTT SEN/CIRCUIT P0183 0183 — —×EC-279
TP SEN 1/CIRC P0222 0222 — — —EC-284
TP SEN 1/CIRC P0223 0223 — — —EC-284
MULTI CYL MISFIRE P0300 0300 — —×EC-291
CYL 1 MISFIRE P0301 0301 — —×EC-291
CYL 2 MISFIRE P0302 0302 — —×EC-291
CYL 3 MISFIRE P0303 0303 — —×EC-291
CYL 4 MISFIRE P0304 0304 — —×EC-291
CYL 5 MISFIRE P0305 0305 — —×EC-291
CYL 6 MISFIRE P0306 0306 — —×EC-291
KNOCK SEN/CIRC-B1 P0327 0327 — —×EC-297
KNOCK SEN/CIRC-B1 P0328 0328 — —×EC-297
CKP SEN/CIRCUIT P0335 0335 — —×EC-302
CMP SEN/CIRC-B1 P0340 0340 — —×EC-308
CMP SEN/CIRC-B2 P0345 0345 — —×EC-308
TW CATALYST SYS-B1 P0420 0420××
×*5EC-316
TW CATALYST SYS-B2 P0430 0430××
×*5EC-316
EVAP PURG FLOW/MON P0441 0441××
×*5EC-321
EVAP SMALL LEAK P0442 0442××
×*5EC-326
PURG VOLUME CONT/V P0444 0444 — —×EC-335
PURG VOLUME CONT/V P0445 0445 — —×EC-335
VENT CONTROL VALVE P0447 0447 — —×EC-342
EVAP SYS PRES SEN P0451 0451 — —×EC-349
EVAP SYS PRES SEN P0452 0452 — —×EC-352
EVAP SYS PRES SEN P0453 0453 — —×EC-358
EVAP GROSS LEAK P0455 0455 —×
×*5EC-366
EVAP VERY SML LEAK P0456 0456
×*4××EC-374
FUEL LEV SEN SLOSH P0460 0460 — —×EC-384
FUEL LEVEL SENSOR P0461 0461 — —×EC-386
FUEL LEVL SEN/CIRC P0462 0462 — —×EC-388
FUEL LEVEL SEN/CIRC P0463 0463 — —×EC-388
VEH SPEED SEN/CIRC*7P0500 0500 — —×EC-390
ISC SYSTEM P0506 0506 — —×EC-392
ISC SYSTEM P0507 0507 — —×EC-394
Items
(CONSULT-II screen terms)DTC*
1
SRT codeTest value/
Test limit
(GST only)1st trip DTCReference
page CONSULT-II
GST*
2ECM*3