change time INFINITI FX35 2005 Service Manual

ACS-16
[ICC]
LASER BEAM AIMING ADJUSTMENT
Revision: 2005 July 2005 FX

The area is not suitable for the adjustment work.

ICC sensor is not clean.
8. After the CONSULT-II displays “ADJUST THE VERTICAL OF LASER BEAM AIMING” turn the up-down direction adjusting
screw until “U/D CORRECT” value is set in the range of ±4.
CAUTION:
Turn the screw slowly. The value change on display is
slower than actual movement of the ICC sensor. Wait for 2
seconds every time the screw is turned half a rotation.
NOTE:
Turning the screw to the right lowers the aiming and to the left
lifts the aiming.
9. When “U/D CORRECT” value indicates ±4, confirm that the margin of value remains within ±4 at least for
2 seconds with no equipment or hand touching the ICC sensor.
When “COMPLETED THE VERTICAL AIMING OF LASER
BEAM” appears on screen, touch “END”.
CAUTION:
Be sure that the margin of “U/D CORRECT” is within ±4 with
ICC sensor unit is untouched.
10. Confirm that “ADJUSTING AUTOMATIC HORIZONTAL LASER BEAM AIMING” is on screen and wait for a while (maximum: 10
seconds).
SKIA1221E
SKIA6181E
SKIA1223E
SKIA1224E

A/T CONTROL SYSTEM AT-35
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Revision: 2005 July 2005 FX
SHIFT CHANGE
The clutch is controlled with the optimum timing and oil pressure by the engine speed, engine torque informa-
tion, etc.
Shift Change System Diagram
*1: Full phase real-time feedback control monitors movement of gear ratio at gear change, and controls oil
pressure at real-time to achieve the best gear ratio.
Lock-up ControlACS002LK
The torque converter clutch piston in the torque converter is engaged to eliminate torque converter slip to
increase power transmission efficiency.
The torque converter clutch control valve operation is controlled by the torque converter clutch solenoid valve,
which is controlled by a signal from TCM, and the torque converter clutch control valve engages or releases
the torque converter clutch piston.
Lock-up Operation Condition Table
TORQUE CONVERTER CLUTCH CONTROL VALVE CONTROL
Lock-up Control System Diagram
PCIA0013E
selector lever D position M5 position M4 position
Gear position 5 4 5 4
Lock-up ×– ××
Slip lock-up ××––
PCIA0014E

AT-90
TROUBLE DIAGNOSIS
Revision: 2005 July 2005 FX
CONSULT-II Function (A/T)ACS002M9
CONSUT-II can display each diagnostic item using the diagnostic test models shown following.
FUNCTION
CONSULT-II REFERENCE VALUE
NOTICE:
1. The CONSULT-II electrically displays shift timing and lock-up timing (that is, operation timing of each sole-
noid).
Check for time difference between actual shift timing and the CONSULT-II display. If the difference is
noticeable, mechanical parts (except solenoids, sensors, etc.) may be malfunctioning. Check mechanical
parts using applicable diagnostic procedures.
2. Shift schedule (which implies gear position) displayed on CONSULT-II and that indicated in Service Man- ual may differ slightly. This occurs because of the following reasons:
–Actual shift schedule has more or less tolerance or allowance,
–Shift schedule indicated in Service Manual refers to the point where shifts start, and
–Gear position displayed on CONSULT-II indicates the point where shifts are completed.
3. Display of solenoid valves on CONSULT-II changes at the start of shifting, while gear position is displayed upon completion of shifting (which is computed by TCM).
Diagnostic test mode Function Reference page
Self-diagnostic results Self-diagnostic results can be read and erased quickly. AT- 9 3
Data monitor Input/Output data in the ECU can be read.AT- 9 6
CAN diagnostic support
monitor The results of transmit/receive diagnosis of CAN communication can be read.
AT- 1 0 0
Function test Performed by CONSULT-II instead of a technician to determine whether each system
is “OK” or “NG”. —
DTC work support Select the operating condition to confirm Diagnosis Trouble Codes. AT- 1 0 0
ECU part number ECU part number can be read. —
Item name Condition Display value
(Approx.)
VHCL/S SE·A/T During driving Approximately
matches the speed-
ometer reading.
VHCL/S SE·MTR
ACCELE POSI Released accelerator pedal. 0.0/8
Fully depressed accelerator pedal. 8/8
CLSD THL POS Released accelerator pedal. ON
Fully depressed accelerator pedal. OFF
W/O THL POS Fully depressed accelerator pedal. ON
Released accelerator pedal. OFF
BRAKE SW Depressed brake pedal. ON
Released brake pedal. OFF
ENGINE SPEED Engine running Closely matches the
tachometer reading.
TURBINE REV During driving (lock-up ON) Approximately
matches the engine
speed.
ATF TEMP SE 1 0 °C (32 ° F) - 20 °C (68 °F) - 80 °C (176 °F) 3.3 - 2.7 - 0.9 V
ATF TEMP SE 2 3.3 - 2.5 - 0.7 V
TCC SOLENOID When performing slip lock-up 0.2 - 0.4 A
When performing lock-up 0.4 - 0.6 A
LINE PRES SOL During driving 0.2 - 0.6 A

ATC-24
REFRIGERATION SYSTEM
Revision: 2005 July 2005 FX
Operation
1. Control Valve
–By changing high-pressure valve lift amount, built-in compressor control valve executes the following:
 Controls high-pressure valve discharge amount.
 Changes crankcase pressure in compressor.
 Changes angle of wobble (swash) plate.
–Amount of high-pressure valve lift is determined by factors below.
 Low-pressure applied to diaphragm
 Spring load of set spring
 Balance of magnetic force generated by magnet coil
–Electronic control valve (ECV) magnet coil receives electric signal (duty control) from unified meter and A/
C amp. (Auto amp.) Then, magnetic force generated by electric current is changed to control high-pres-
sure valve lift amount.
2. Maximum Cooling High-pressure valve is closed by magnetic force generated by electric signal sent from unified meter and
A/C amp. At this time, cylinder moves full stroke due to pressure balance between inside crankcase (Pc)
and suction line (Ps).
Under this condition, the wobble (swash) plate is set to the maximum stroke position.
3. Capacity Control When no electric signal is sent from unified meter and A/C amp. (current: OFF), high-pressure valve is
opened by spring force.
Since suction pressure is low, it makes the suction port close and the discharge port open. Thus, crank-
case pressure becomes high as high-pressure enters the crankcase.
–The force acts around the journal pin near the wobble (swash) plate, and is generated by the pressure dif-
ference before and behind the piston.
–The drive lug and journal pin are located where the piston generates the highest pressure. Piston pres-
sure is between suction pressure Ps and discharge pressure Pd, which is close to suction pressure Ps. If
crankcase pressure Pc rises due to capacity control, the force around the journal pin makes the wobble
(swash) plate angle decrease and also the piston stroke decrease. In other words, crankcase pressure
SJIA0547E

TROUBLE DIAGNOSIS ATC-59
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AT C
Revision: 2005 July 2005 FX
AUXILIARY MECHANISM: TEMPERATURE SETTING TRIMMER
The trimmer compensates for differences in range of ±3°C ( ±6°F) between temperature setting (displayed dig-
itally) and temperature felt by customer.
Operating procedures for this trimmer are as follows:
1. Begin self-diagnosis STEP-5 mode. Refer to AT C - 5 3 , "
Self-diagnosis Function" .
2. Press (fan) UP switch to set system in auxiliary mode.
3. Display shows 61 in auxiliary mechanism. It takes approximately 3 seconds.
4. Press temperature switch (driver side) as desired. Temperature will change at a rate of 0.5 °C (1.0 °F) each
time a switch is pressed.
CAUTION:
A decimal point is not indicated when the display shows “ °C”.
When battery cable is disconnected, trimmer operation is canceled. Temperature set becomes that of initial
condition, i.e. 0 °C (0 °F).
RJIA1970E

ATC-62
TROUBLE DIAGNOSIS
Revision: 2005 July 2005 FX
CHECKING INTAKE AIR
1. Press recirculation (REC) switch one time. Recirculation indica-
tor should illuminate.
2. Press fresh (FRE) switch one time. Fresh indicator should illumi- nate.
3. Listen for intake door position change. (Slight change of blower sound can be heard.)
If NG, go to trouble diagnosis procedure for AT C - 7 6 , "
Intake Door
Motor Circuit" .
If OK, continue the check.
NOTE:
Confirm that the compressor clutch is engaged (sound or visual
inspection) and intake door position is at FRESH when the D/F or DEF is selected.
CHECKING TEMPERATURE DECREASE
1. Press temperature (DOWN) switch (driver side) until 18 °C
(60 °F) is displayed.
2. Check for cold air at discharge air outlets.
If NG, go to trouble diagnosis procedure for AT C - 9 1 , "
Insufficient
Cooling" .
If OK, continue the check.
CHECKING TEMPERATURE INCREASE
1. Press temperature (UP) switch (driver side) until 32 °C (90 °F) is
displayed.
2. Check for hot air at discharge air outlets.
If NG, go to trouble diagnosis procedure for ATC-100, "
Insufficient
Heating" .
If OK, continue the check.
CHECK A/C SWITCH
1. Press AUTO switch and A/C switch.
2. A/C switch indicator will turn ON.

Confirm that the compressor clutch engages (sound or visual
inspection).
If NG, go to trouble diagnosis procedure for AT C - 8 4 , "
Magnet Clutch
Circuit" .
If OK, continue the check.
RJIA1978E
RJIA1976E
RJIA1977E
RJIA1975E

ATC-96
TROUBLE DIAGNOSIS
Revision: 2005 July 2005 FX
TROUBLE DIAGNOSIS FOR UNUSUAL PRESSURE
Whenever system’s high and/or low side pressure(s) is/are unusual, diagnose using a manifold gauge. The
marker above the gauge scale in the following tables indicates the standard (usual) pressure range. Since the
standard (usual) pressure, however, differs from vehicle to vehicle, refer to above table (Ambient air tempera-
ture-to-operating pressure table).
Both High- and Low-pressure Sides are Too High
High-pressure Side is Too High and Low-pressure Side is Too Low
Gauge indication Refrigerant cycle Probable cause Corrective action
Both high- and low-pressure sides
are too high. Pressure is reduced soon
after water is splashed on
condenser. Excessive refrigerant charge
in refrigeration cycle. Reduce refrigerant until speci-
fied pressure is obtained.
Air suction by cooling fan is
insufficient. Insufficient condenser cooling
performance.
↓
1. Condenser fins are clogged.
2. Improper fan rotation of cooling fan.

Clean condenser.

Check and repair cooling fan
as necessary.

Low-pressure pipe is not
cold.

When compressor is
stopped high-pressure
value quickly drops by
approximately 196 kPa (2
kg/cm
2 , 28 psi). It then
decreases gradually there-
after. Poor heat exchange in con-
denser
(After compressor operation
stops, high-pressure
decreases too slowly.)
↓
Air in refrigeration cycle. Evacuate repeatedly and
recharge system.
Engine tends to overheat. Engine cooling systems mal-
function. Check and repair each engine
cooling system.

An area of the low-pres-
sure pipe is colder than
areas near the evaporator
outlet.

Plates are sometimes cov-
ered with frost.

Excessive liquid refrigerant
on low-pressure side.

Excessive refrigerant dis-
charge flow.

Expansion valve is open a
little compared with the
specification.
↓
Improper expansion valve
adjustment. Replace expansion valve.
AC359A
Gauge indication Refrigerant cycle Probable cause Corrective action
High-pressure side is too high and
low-pressure side is too low.
Upper side of condenser and
high-pressure side are hot,
however, liquid tank is not so
hot. High-pressure tube or parts
located between compressor
and condenser are clogged or
crushed.

Check and repair or replace
malfunctioning parts.

Check lubricant for contami-
nation.
AC360A

ATC-110
TROUBLE DIAGNOSIS
Revision: 2005 July 2005 FX
Sunload Sensor CircuitAJS00156
COMPONENT DESCRIPTION
Sunload Sensor
The sunload sensor is located on the passenger’s side front
defroster grille. It detects sunload entering through windshield by
means of a photo diode. The sensor converts the sunload into a cur-
rent value which is then input into the unified meter and A/C amp.
SUNLOAD INPUT PROCESS
The unified meter and A/C amp. also includes a processing circuit which averages the variations in detected
sunload over a period of time. This prevents drastic swings in the ATC system operation due to small or quick
variations in detected sunload.
For example, consider driving along a road bordered by an occasional group of large trees. The sunload
detected by the sunload sensor will vary whenever the trees obstruct the sunlight. The processing circuit aver-
ages the detected sunload over a period of time, so that the (insignificant) effect of the trees momentarily
obstructing the sunlight does not cause any change in the ATC system operation. On the other hand, shortly
after entering a long tunnel, the system will recognize the change in sunload, and the system will react accord-
ingly.
DIAGNOSIS PROCEDURE FOR SUNLOAD SENSOR
SYMPTOM: Sunload sensor circuit is open or shorted. (25 or −25 is
indicated on unified meter and A/C amp. as a result of performing
self-diagnosis STEP-2.)
1. CHECK VOLTAGE BETWEEN SUNLOAD SENSOR AND GROUND
1. Disconnect sunload sensor connector.
2. Turn ignition switch ON.
3. Check voltage between sunload sensor harness connector M87 terminal 1 (LG) and ground.
OK or NG
OK >> GO TO 2.
NG >> GO TO 4.
RJIA2026E
RJIA1455E
1 – Ground : Approx. 5 V
RJIA2027E

AV-8
AUDIO
Revision: 2005 July 2005 FX
System DescriptionAKS005T3
BASE SYSTEM
Refer to Owner's Manual for audio system operating instructions.
Power is supplied at all times

through 15A fuse (No. 32, located in the fuse and fusible link block)

to audio unit terminal 6

to A/C and AV switch terminal 1

to display unit terminal 1 and

to option connector–2 for satellite radio receiver terminal 12.
With the ignition switch in the ACC or ON position, power is supplied

through 10A fuse [No. 6, located in the fuse block (J/B)]

to audio unit terminal 10

to A/C and AV switch terminal 2

to display unit terminal 2 and

to option connector–2 for satellite radio receiver terminal 11.
Ground is supplied through the case of the audio unit.
Ground is also supplied

to A/C and AV switch terminal 5 and

to display unit terminal 6 and 15

through body ground M35, M45 and M85,

to option connector–2 for satellite radio receiver terminal 10

through body ground B203 and B210.
Audio unit, A/C and audio controller are connected by FPC (Flexible Print Circuit).
A/C and audio controller integrates A/C switches and audio switches.
When A/C and audio controller is pushed to audio switch, it sends audio signal to audio unit. Then audio sig-
nals are supplied

through audio unit terminals 1, 2, 3, 4, 13, 14, 15, and 16

to terminals 1 and 2 of front door speaker LH and RH

to terminals 1 and 2 of rear door speaker LH and RH and

to terminals 1 and 2 of instrument speaker LH and RH.
When one of audio steering wheel switch is pushed to volume up, seek up, or mode ON, resistance in steering
switch circuit changes depending on which button is pushed.
When one of audio steering wheel switch is pushed to volume down, seek down, or power ON, resistance in
audio steering wheel switch circuit changes depending on which button is pushed.
BOSE SYSTEM
Refer to Owner's Manual for audio system operating instructions.
Power is supplied at all times

through 15A fuse (No. 32, located in the fuse and fusible link block)

to audio unit terminal 6

to woofer terminal 1

to A/C and AV switch terminal 1

to display control unit terminal 1 (with navigation system) or display unit terminal 1 (without navigation sys-
tem) and

to option connector–2 for satellite radio receiver terminal 12

through 20A fuse [No.17, located in the fuse block (J/B)]

to BOSE speaker amp. terminal 1.
With the ignition switch in the ACC or ON position, power is supplied

through 10A fuse [No. 6, located in the fuse block (J/B)]

to audio unit terminal 10

to A/C and AV switch terminal 2

AUDIO AV-39
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Revision: 2005 July 2005 FX
FOR RADIO ONLY
NOTE:
1. The cause is a reduction in the receiving sensitivity of the window antenna.
2. This is noise resulting from variations in field strength, such as fading noise and multi-path noise, or exter- nal noise from trains and other sources. It is not a malfunction.

Fading noise: This noise occurs because of variations in the field strength in a narrow range due to moun-
tains or buildings blocking the signal.

Multi-path noise: This noise results from the waves sent directly from the broadcast station arriving at the
antenna at a different time from the waves which reflect off of mountains or buildings.
FOR CASSETTE PLAYER ONLY
FOR CD ONLY
Symptom Possible cause
No sound

Antenna feeder check (For open or short). Refer to AV-54, "Location of Antenna" .

Window antenna check. Refer to AV-54, "CHECK ELEMENT" .
If above systems are OK, replace audio unit.
Noisy

Antenna feeder check (For open or short). Refer to AV-54, "Location of Antenna" .

Antenna amp. check. Refer to AV-53, "Antenna Amp. Inspection" .

Window antenna check. Refer to AV-54, "CHECK ELEMENT" .

Noise prevention parts check.

Each electrical equipment check.

Wire harness of each piece of electrical equipment check.
If above systems are OK, replace antenna amp.
Selected radio stations stored in memory are
deleted.

Replace audio unit.
Symptom Possible cause
Cassette tape cannot be inserted.

Audio unit. Refer to AV-47, "Removal and Installation of Audio Unit" .

Cassette tape.
Cassette tape cannot be ejected.
Auto reverse does not work, or the tape direction changes
in the middle of play.

Audio unit. Refer to AV-47, "Removal and Installation of Audio Unit" .
There is much noise.
The sound is not clear.
Sound fluctuates/tape speed not correct
No sound.
Symptom Possible cause
CD cannot be inserted.

Audio unit. Refer to AV-47, "Removal and Installation of Audio Unit" .
CD cannot be ejected.
The CD cannot be played.
The sound skips, stops suddenly, or is distorted.