Ac system INFINITI FX35 2006 Service Manual

EC-678
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INDEX FOR DTC
Revision: 2006 December 2006 FX35/FX45
P0452 0452 EVAP SYS PRES SEN EC-1094
P0453 0453 EVAP SYS PRES SEN EC-1100
P0455 0455 EVAP GROSS LEAKEC-1108
P0456 0456 EVAP VERY SML LEAK E C - 111 6
P0460 0460 FUEL LEV SEN SLOSHEC-1125
P0461 0461 FUEL LEVEL SENSOREC-1127
P0462 0462 FUEL LEVL SEN/CIRCEC-1129
P0463 0463 FUEL LEVL SEN/CIRCEC-1129
P0500 0500
VEH SPEED SEN/CIRC*5EC-1131
P0506 0506 ISC SYSTEM EC-1133
P0507 0507 ISC SYSTEMEC-1135
P0550 0550 PW ST P SEN/CIRCEC-1137
P0603 0603 ECM BACK UP/CIRCUITEC-1142
P0605 0605 ECMEC-1146
P0643 0643 SENSOR POWER/CIRCEC-1149
P0700 0700 TCM AT- 111
P0705 0705 PNP SW/CIRCAT- 11 2
P0710 0710 ATF TEMP SEN/CIRCAT-134
P0717 0717 TURBINE SENSOR AT- 11 6
P0720 0720
VEH SPD SEN/CIR AT*5AT- 11 8
P0740 0740 TCC SOLENOID/CIRC AT-125
P0744 0744 A/T TCC S/V FNCTNAT-127
P0745 0745 L/PRESS SOL/CIRCAT-129
P0850 0850 P-N POS SW/CIRCUITEC-1154
P1140 1140 INTK TIM S/CIRC-B1EC-1159
P1145 1145 INTK TIM S/CIRC-B2EC-1159
P1148 1148 CLOSED LOOP-B1EC-1168
P1168 1168 CLOSED LOOP-B2EC-1168
P1211 1211 TCS C/U FUNCTNEC-1169
P1212 1212 TCS/CIRC EC-1170
P1217 1217 ENG OVER TEMPEC-1171
P1225 1225 CTP LEARNINGEC-1183
P1226 1226 CTP LEARNINGEC-1185
P1564 1564 ASCD SW EC-1187 (Models with ICC)
EC-1194
(Models with ASCD)
P1568 1568 ACC COMMAND VALUE*
6EC-1201
P1572 1572 ASCD BRAKE SW EC-1202 (Models with ICC)
EC-1211
(Models with ASCD)
P1574 1574 ASCD VHL SPD SEN EC-1219
(Models with ICC)
EC-1221
(Models with ASCD)
P1610 - P1615 1610 - 1615 NATS MALFUNCTION EC-713
P1715 1715 IN PULY SPEEDEC-1223
P1730 1730 A/T INTERLOCK AT-141
DTC*1
Items
(CONSULT-II screen terms) Reference page
CONSULT-II
GST*
2ECM*3

EC-682
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INDEX FOR DTC
Revision: 2006 December 2006 FX35/FX45
FUEL SYS-RICH-B2 P0175 0175 EC-986
HLR/C SOL/CIRC P1767 1767 AT- 1 5 8
HLR/C SOL FNCTN P1769 1769AT- 1 6 0
HO2S2 (B1) P0137 0137EC-940
HO2S2 (B1) P0138 0138EC-951
HO2S2 (B1) P0139 0139EC-964
HO2S2 (B2) P0157 0157EC-940
HO2S2 (B2) P0158 0158EC-951
HO2S2 (B2) P0159 0159EC-964
HO2S2 HTR (B1) P0037 0037EC-843
HO2S2 HTR (B1) P0038 0038EC-843
HO2S2 HTR (B2) P0057 0057EC-843
HO2S2 HTR (B2) P0058 0058EC-843
I/C SOLENOID/CIRC P1752 1752 AT- 1 4 6
I/C SOLENOID FNCTN P1754 1754AT- 1 4 8
IAT SEN/CIRCUIT P0112 0112EC-874
IAT SEN/CIRCUIT P0113 0113EC-874
IAT SENSOR P0127 0127EC-895
IN PULY SPEED P1715 1715EC-1223
INT/V TIM CONT-B1 P0011 0011 EC-824
INT/V TIM CONT-B2 P0021 0021EC-824
INT/V TIM V/CIR-B1 P0075 0075EC-851
INT/V TIM V/CIR-B2 P0081 0081EC-851
INTK TIM S/CIRC-B1 P1140 1140EC-1159
INTK TIM S/CIRC-B2 P1145 1145EC-1159
ISC SYSTEM P0506 0506EC-1133
ISC SYSTEM P0507 0507EC-1135
KNOCK SEN/CIRC-B1 P0327 0327EC-1025
KNOCK SEN/CIRC-B1 P0328 0328EC-1025
KNOCK SEN/CIRC-B2 P0332 0332EC-1025
KNOCK SEN/CIRC-B2 P0333 0333EC-1025
L/PRESS SOL/CIRC P0745 0745 AT- 1 2 9
LC/B SOLENOID FNCT P1774 1774AT- 1 6 4
LC/B SOLENOID/CIRC P1772 1772AT- 1 6 2
MAF SEN/CIRCUIT P0101 0101EC-858
MAF SEN/CIRCUIT P0102 0102EC-867
MAF SEN/CIRCUIT P0103 0103EC-867
MULTI CYL MISFIRE P0300 0300EC-1015
NATS MALFUNCTION P1610 - P1615 1610 - 1615 EC-713
NO DTC IS DETECTED.
FURTHER TESTING
MAY BE REQUIRED. P0000 0000 —
P-N POS SW/CIRCUIT P0850 0850 EC-1154
Items
(CONSULT-II screen terms) DTC*
1
Reference page
CONSULT-II
GST*
2ECM*3

EC-684
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PRECAUTIONS
Revision: 2006 December 2006 FX35/FX45
PRECAUTIONSPFP:00001
Precautions for Supplemental Restraint System (SRS) “AIR BAG” and “SEAT
BELT PRE-TENSIONER”
NBS0040W
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.
Precautions for Procedures without Cowl Top CoverNBS004M1
When performing the procedure after removing cowl top cover, cover
the lower end of windshield with urethane, etc.
On Board Diagnostic (OBD) System of Engine and A/TNBS0040X
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-72, "
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.
PIIB3706J

PRECAUTIONS EC-685
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Revision: 2006 December 2006 FX35/FX45
PrecautionNBS0040Y

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.

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 (B) it
securely with a lever (2) as far as it will go as shown in the
figure.
–ECM (1)
–Loosen (A)

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.
SEF289H
PBIB1164E
PBIB3223E
PBIB0090E

EC-686
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PRECAUTIONS
Revision: 2006 December 2006 FX35/FX45

Before replacing ECM, perform ECM Terminals and Refer-
ence Value inspection and make sure ECM functions prop-
erly. Refer to EC-771
.

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).

After performing each TROUBLE DIAGNOSIS, perform DTC
Confirmation Procedure or Overall Function Check.
The DTC should not be displayed in the DTC Confirmation
Procedure if the repair is completed. The Overall Function
Check should be a good result if the repair is completed.

When measuring ECM signals with a circuit tester, never
allow the two tester probes to contact.
Accidental contact of probes will cause a short circuit and
damage the ECM power transistor.

Do not use ECM ground terminals when measuring input/
output voltage. Doing so may result in damage to the ECM's
transistor. Use a ground other than ECM terminals, such as
the ground.
MEF040D
SEF217U
SEF348N

PRECAUTIONS EC-687
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Revision: 2006 December 2006 FX35/FX45

B1 indicates the bank 1, B2 indicates the bank 2 as shown
in the figure.

Do not operate fuel pump when there is no fuel in lines.

Tighten fuel hose clamps to the specified torque.

Do not depress accelerator pedal when starting.

Immediately after starting, do not rev up engine unneces-
sarily.

Do not rev up engine just prior to shutdown.

When installing C.B. ham radio or a mobile phone, be sure
to observe the following as it may adversely affect elec-
tronic control systems depending on installation location.
–Keep the antenna as far as possible from the electronic
control units.
–Keep the antenna feeder line more than 20 cm (8 in) away
from the harness of electronic controls.
Do not let them run parallel for a long distance.
–Adjust the antenna and feeder line so that the standing-
wave radio can be kept smaller.
–Be sure to ground the radio to vehicle body.
PBIB1144E
PBIB1508E
SEF709Y
SEF708Y

PREPARATION EC-689
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Revision: 2006 December 2006 FX35/FX45
Commercial Service ToolsNBS004JN
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: J-43897-18 18 mm diameter with pitch 1.5
mm for Zirconia Oxygen Sensor
b: J-43897-12 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-690
[VK45DE]
ENGINE CONTROL SYSTEM
Revision: 2006 December 2006 FX35/FX45
ENGINE CONTROL SYSTEMPFP:23710
System DiagramNBS00411
PBIB3220E

ENGINE CONTROL SYSTEM EC-691
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Revision: 2006 December 2006 FX35/FX45
Multiport Fuel Injection (MFI) SystemNBS004JO
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
Air fuel ratio (A/F) 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) VDC/TCS operation command*
2
Air conditioner switch Air conditioner operation
Wheel sensor Vehicle speed*
2

EC-692
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ENGINE CONTROL SYSTEM
Revision: 2006 December 2006 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 (manifold) can then 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
EC-900
. 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.
Open Loop Control
The open loop system condition refers to when the ECM detects any of the following conditions. Feedback
control stops in order to maintain stabilized fuel combustion.

Deceleration and acceleration

High-load, high-speed operation

Malfunction of A/F sensor 1 or its circuit

Insufficient activation of A/F sensor 1 at low engine coolant temperature

High engine coolant temperature

During warm-up

After shifting from N to D

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 theoret-
ical 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 dur-
ing 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 the-
oretical 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.
PBIB3020E