sensor INFINITI FX35 2005 Service Manual

EC-712
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INDEX FOR DTC
Revision: 2005 July 2005 FX
ENG OVER TEMP P1217 1217 EC-1213
ETC ACTR P1121 1121 EC-1148
ETC FUNCTION/CIRC P1122 1122EC-1150
ETC MOT P1128 1128EC-1161
ETC MOT PWR P1124 1124EC-1156
ETC MOT PWR P1126 1126EC-1156
EVAP GROSS LEAK P0455 0455EC-1100
EVAP PURG FLOW/MON P0441 0441EC-1056
EVAP SMALL LEAK P0442 0442EC-1061
EVAP SYS PRES SEN P0451 0451EC-1083
EVAP SYS PRES SEN P0452 0452EC-1086
EVAP SYS PRES SEN P0453 0453EC-1092
EVAP VERY SML LEAK P0456 0456 EC-1108
FR/B SOLENOID FNCT P1759 1759 AT- 1 5 6
FR/B SOLENOID/CIRC P1757 1757AT- 1 5 4
FTT SEN/CIRCUIT P0182 0182EC-1010
FTT SEN/CIRCUIT P0183 0183EC-1010
FTT SENSOR P0181 0181EC-1004
FUEL LEV SEN SLOSH P0460 0460 E C - 111 7
FUEL LEVEL SENSOR P0461 0461E C - 111 9
FUEL LEVL SEN/CIRC P0462 0462EC-1121
FUEL LEVL SEN/CIRC P0463 0463EC-1121
FUEL SYS-LEAN-B1 P0171 0171 EC-986
FUEL SYS-LEAN-B2 P0174 0174EC-986
FUEL SYS-RICH-B1 P0172 0172EC-995
FUEL SYS-RICH-B2 P0175 0175EC-995
HLR/C SOL/CIRC P1767 1767 AT- 1 6 2
HLR/C SOL FNCTN P1769 1769AT- 1 6 4
HO2S1 (B1) P0132 0132EC-935
HO2S1 (B1) P0133 0133EC-944
HO2S1 (B1) P0134 0134EC-956
HO2S1 (B1) P1143 1143EC-1174
HO2S1 (B1) P1144 1144EC-1180
HO2S1 (B2) P0152 0152 EC-935
HO2S1 (B2) P0153 0153EC-944
HO2S1 (B2) P0154 0154EC-956
HO2S1 (B2) P1163 1163EC-1174
HO2S1 (B2) P1164 1164EC-1180
HO2S1 HTR (B1) P0031 0031 EC-877
HO2S1 HTR (B1) P0032 0032EC-877
HO2S1 HTR (B2) P0051 0051EC-877
HO2S1 HTR (B2) P0052 0052EC-877
Items
(CONSULT-II screen terms) DTC*
1
Reference page
CONSULT-II
GST*
2ECM*3

INDEX FOR DTC EC-713
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Revision: 2005 July 2005 FXHO2S2 (B1) P0138 0138 EC-966
HO2S2 (B1) P0139 0139EC-975
HO2S2 (B1) P1146 1146EC-1187
HO2S2 (B1) P1147 1147EC-1198
HO2S2 (B2) P0158 0158 EC-966
HO2S2 (B2) P0159 0159EC-975
HO2S2 (B2) P1166 1166EC-1187
HO2S2 (B2) P1167 1167EC-1198
HO2S2 HTR (B1) P0037 0037 EC-885
HO2S2 HTR (B1) P0038 0038EC-885
HO2S2 HTR (B2) P0057 0057EC-885
HO2S2 HTR (B2) P0058 0058EC-885
I/C SOLENOID/CIRC P1752 1752 AT-150
I/C SOLENOID FNCTN P1754 1754AT-152
IAT SEN/CIRCUIT P0112 0112EC-909
IAT SEN/CIRCUIT P0113 0113EC-909
IAT SENSOR P0127 0127EC-930
INT/V TIM CONT-B1 P0011 0011EC-865
INT/V TIM CONT-B2 P0021 0021EC-865
I N T / V T I M V / C I R - B 1 P 1111 1111EC-1141
INT/V TIM V/CIR-B2 P1136 1136EC-1141
INTK TIM S/CIRC-B1 P1140 1140EC-1166
INTK TIM S/CIRC-B2 P1145 1145EC-1166
ISC SYSTEM P0506 0506EC-1125
ISC SYSTEM P0507 0507EC-1127
KNOCK SEN/CIRC-B1 P0327 0327EC-1031
KNOCK SEN/CIRC-B1 P0328 0328EC-1031
KNOCK SEN/CIRC-B2 P0332 0332EC-1031
KNOCK SEN/CIRC-B2 P0333 0333EC-1031
L/PRESS SOL/CIRC P0745 0745 AT-129
LC/B SOLENOID FNCT P1774 1774AT-168
LC/B SOLENOID/CIRC P1772 1772AT-166
MAF SEN/CIRCUIT P0101 0101EC-893
MAF SEN/CIRCUIT P0102 0102EC-902
MAF SEN/CIRCUIT P0103 0103EC-902
MULTI CYL MISFIRE P0300 0300EC-1022
NATS MALFUNCTION P1610 - P1615 1610 - 1615 EC-744
NO DTC IS DETECTED.
FURTHER TESTING
MAY BE REQUIRED. P0000 0000 —
NO DTC IS DETECTED.
FURTHER TESTING
MAY BE REQUIRED. No DTC
Flashing*
4EC-761
P-N POS SW/CIRCUIT P1706 1706 EC-1283
Items
(CONSULT-II screen terms) DTC*
1
Reference page
CONSULT-II
GST*
2ECM*3

EC-714
[VK45DE]
INDEX FOR DTC
Revision: 2005 July 2005 FX
*1: 1st trip DTC No. is the same as DTC No.
*2: This number is prescribed by SAE J2012.
*3: In Diagnostic Test Mode II (Self-diagnostic results), this number is controlled by NISSAN.
*4: When engine is running.
*5: The troubleshooting for this DTC needs CONSULT-II.
*6: When the fail-safe operations for both self-diagnoses occur at the same time, the MIL illuminates.
*7: Models with ICC. PNP SW/CIRC P0705 0705
AT- 11 4
PURG VOLUME CONT/V P0444 0444EC-1069
PURG VOLUME CONT/V P0445 0445EC-1069
PURG VOLUME CONT/V P1444 1444EC-1233
PW ST P SEN/CIRC P0550 0550 EC-1129
SENSOR POWER/CIRC P1229 1229EC-1229
SHIFT SIG FNCTN P1780 1780EC-1290
TCC SOLENOID/CIRC P0740 0740 AT- 1 2 5
TCM P0700 0700 AT- 11 3
TCS C/U FUNCTN P1211 1211EC-1211
TCS/CIRC P1212 1212EC-1212
THERMSTAT FNCTN P0128 0128 EC-933
TP SEN 1/CIRC P0222 0222EC-1015
TP SEN 1/CIRC P0223 0223EC-1015
TP SEN 2/CIRC P0122 0122 EC-920
TP SEN 2/CIRC P0123 0123EC-920
TP SENSOR P2135 2135EC-1316
TURBINE REV S/CIRC P1716 1716 AT- 1 4 1
TW CATALYST SYS-B1 P0420 0420EC-1050
TW CATALYST SYS-B2 P0430 0430EC-1050
V/SP SEN(A/T OUT) P1720 1720EC-1288
VEH SPD SEN/CIR AT*6P0720 0720AT- 11 8
VEH SPEED SEN/CIRC*6P0500 0500EC-1123
VENT CONTROL VALVE P0447 0447 EC-1076
VENT CONTROL VALVE P1446 1446EC-1241
VIAS S/V CIRC P1800 1800EC-1292
Items
(CONSULT-II screen terms) DTC*
1
Reference page
CONSULT-II
GST*
2ECM*3

PRECAUTIONS EC-715
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Revision: 2005 July 2005 FX
PRECAUTIONSPFP:00001
Precautions for Supplemental Restraint System (SRS) “AIR BAG” and “SEAT
BELT PRE-TENSIONER”
ABS00A2S
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 and SB section of this Service Man-
ual.
WARNING:

To avoid rendering the SRS inoperative, which could increase the risk of personal injury or death
in the event of a collision which would result in air bag inflation, all maintenance must be per-
formed by an authorized NISSAN/INFINITI dealer.

Improper maintenance, including incorrect removal and installation of the SRS, can lead to per-
sonal injury caused by unintentional activation of the system. For removal of Spiral Cable and Air
Bag Module, see the SRS section.

Do not use electrical test equipment on any circuit related to the SRS unless instructed to in this
Service Manual. SRS wiring harnesses can be identified by yellow and/or orange harnesses or
harness connectors.
On Board Diagnostic (OBD) System of Engine and A/TABS007H9
The ECM has an on board diagnostic system. It will light up the malfunction indicator lamp (MIL) to warn the
driver of a malfunction causing emission deterioration.
CAUTION:

Be sure to turn the ignition switch OFF and disconnect the negative battery cable before any
repair or inspection work. The open/short circuit of related switches, sensors, solenoid valves,
etc. will cause the MIL to light up.

Be sure to connect and lock the connectors securely after work. A loose (unlocked) connector will
cause the MIL to light up due to the open circuit. (Be sure the connector is free from water, grease,
dirt, bent terminals, etc.)

Certain systems and components, especially those related to OBD, may use a new style slide-
locking type harness connector. For description and how to disconnect, refer to PG-74, "
HAR-
NESS CONNECTOR" .

Be sure to route and secure the harnesses properly after work. The interference of the harness
with a bracket, etc. may cause the MIL to light up due to the short circuit.

Be sure to connect rubber tubes properly after work. A misconnected or disconnected rubber tube
may cause the MIL to light up due to the malfunction of the EVAP system or fuel injection system,
etc.

Be sure to erase the unnecessary malfunction information (repairs completed) from the ECM and
TCM (Transmission control module) before returning the vehicle to the customer.
PrecautionABS007HA

Always use a 12 volt battery as power source.

Do not attempt to disconnect battery cables while engine is
running.

Before connecting or disconnecting the ECM harness con-
nector, turn ignition switch OFF and disconnect negative
battery cable. Failure to do so may damage the ECM
because battery voltage is applied to ECM even if ignition
switch is turned OFF.

Before removing parts, turn ignition switch OFF and then
disconnect battery ground cable.
SEF289H

EC-716
[VK45DE]
PRECAUTIONS
Revision: 2005 July 2005 FX

Do not disassemble ECM.

If a battery cable is disconnected, the memory will return to
the ECM value.
The ECM will now start to self-control at its initial value.
Engine operation can vary slightly when the terminal is dis-
connected. However, this is not an indication of a malfunc-
tion. Do not replace parts because of a slight variation.

If the battery is disconnected, the following emission-
related diagnostic information will be lost within 24 hours.
–Diagnostic trouble codes
–1st trip diagnostic trouble codes
–Freeze frame data
–1st trip freeze frame data
–System readiness test (SRT) codes
–Test values

When connecting ECM harness connector, fasten it
securely with a lever as far as it will go as shown in the fig-
ure.

When connecting or disconnecting pin connectors into or
from ECM, take care not to damage pin terminals (bend or
break).
Make sure that there are not any bends or breaks on ECM
pin terminal, when connecting pin connectors.

Securely connect ECM harness connectors.
A poor connection can cause an extremely high (surge)
voltage to develop in coil and condenser, thus resulting in
damage to ICs.

Keep engine control system harness at least 10 cm (4 in)
away from adjacent harness, to prevent engine control sys-
tem malfunctions due to receiving external noise, degraded
operation of ICs, etc.

Keep engine control system parts and harness dry.

Before replacing ECM, perform ECM Terminals and Refer-
ence Value inspection and make sure ECM functions prop-
erly. Refer to EC-813
.

Handle mass air flow sensor carefully to avoid damage.

Do not disassemble mass air flow sensor.

Do not clean mass air flow sensor with any type of deter-
gent.

Do not disassemble electric throttle control actuator.

Even a slight leak in the air intake system can cause seri-
ous incidents.

Do not shock or jar the camshaft position sensor (PHASE),
crankshaft position sensor (POS).
PBIB1164E
PBIB1512E
PBIB0090E
MEF040D

PREPARATION EC-719
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Revision: 2005 July 2005 FX
PREPARATIONPFP:00002
Special Service ToolsABS007HC
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
EG17650301
(J-33984-A)
Radiator cap tester
adapter Adapting radiator cap tester to radiator cap and
radiator filler neck
a: 28 (1.10) dia.
b: 31.4 (1.236) dia.
c: 41.3 (1.626) dia.
Unit: mm (in)
KV10117100
(J-36471-A)
Heated oxygen
sensor wrench Loosening or tightening heated oxygen sensor
with 22 mm (0.87 in) hexagon nut
KV10114400
(J-38365)
Heated oxygen
sensor wrench Loosening or tightening heated oxygen sensor
a: 22 mm (0.87 in)
(J-44321)
Fuel pressure gauge
kit Checking fuel pressure
KV109E0010
(J-46209)
Break-out box Measuring the ECM signals with a circuit tester
KV109E0080
(J-45819)
Y-cable adapter Measuring the ECM signals with a circuit tester
S-NT564
S-NT379
S-NT636
LEC642
S-NT825
S-NT826

EC-720
[VK45DE]
PREPARATION
Revision: 2005 July 2005 FX
Commercial Service ToolsABS007HD
Tool name
(Kent-Moore No.) Description
Leak detector
i.e.: (J-41416) Locating the EVAP leak
EVAP service port
adapter
i.e.: (J-41413-OBD) Applying positive pressure through EVAP service
port
Fuel filler cap adapter
i.e.: (MLR-8382) Checking fuel tank vacuum relief valve opening
pressure
Socket wrench Removing and installing 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.
a: 18 mm diameter with pitch 1.5 mm for
Zirconia Oxygen Sensor
b: 12 mm diameter with pitch 1.25 mm for
Titania Oxygen Sensor
Anti-seize lubricant
i.e.: (Permatex
TM
133AR or equivalent
meeting MIL
specification MIL-A-
907) Lubricating oxygen sensor thread cleaning tool
when reconditioning exhaust system threads.
S-NT703
S-NT704
S-NT815
S-NT705
AEM488
S-NT779

EC-722
[VK45DE]
ENGINE CONTROL SYSTEM
Revision: 2005 July 2005 FX
Multiport Fuel Injection (MFI) SystemABS00E3Y
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 the crankshaft position sensor (POS), camshaft position
sensor (PHASE) 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
control Fuel 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
Battery Battery voltage*
3
Knock sensor Engine knocking condition
Power steering pressure sensor Power steering operation
Heated oxygen sensor 2*
1Density of oxygen in exhaust gas
ABS actuator and electric unit (control unit)*
2VDC/TCS operation command
Air conditioner switch*
2Air conditioner operation
Wheel sensor*
2Vehicle speed

ENGINE CONTROL SYSTEM EC-723
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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 (manifold) can then better reduce CO, HC and NOx emissions. This system uses
heated oxygen 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-935
. 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 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-724
[VK45DE]
ENGINE CONTROL SYSTEM
Revision: 2005 July 2005 FX
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 eight cylinders twice each engine cycle. In other words, pulse signals of
the same width are simultaneously transmitted from the ECM.
The eight 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 oper-
ation of the vehicle at excessively high speeds.
Electronic Ignition (EI) SystemABS00E3Z
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
Firing order: 1 - 8 - 7 - 3 - 6 - 5 - 4 - 2
The ignition timing is controlled by the ECM to maintain the best air-fuel ratio for every running condition of the
engine. The ignition timing data is stored in the ECM.
The ECM receives information such as the injection pulse width and camshaft position sensor (PHASE) sig-
nal. Computing this information, ignition signals are transmitted to the power transistor.
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

At idle

At low battery voltage
PBIB0122E
Sensor Input Signal to ECM ECM function Actuator
Crankshaft position sensor (POS) Engine speed*
2
Piston position
Ignition timing
control Power 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
Battery Battery voltage*
2
Knock sensor Engine knocking
Park/neutral position (PNP) switch Gear position
Wheel sensor*
1Vehicle speed