sensor INFINITI FX35 2007 Service Manual

INDEX FOR DTC EC-683
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Revision: 2006 July 2007 FX35/FX45HLR/C SOL/CIRC P1767 1767 AT-158
HLR/C SOL FNCTN P1769 1769AT-160
HO2S2 (B1) P0137 0137EC-941
HO2S2 (B1) P0138 0138EC-952
HO2S2 (B1) P0139 0139EC-965
HO2S2 (B2) P0157 0157EC-941
HO2S2 (B2) P0158 0158EC-952
HO2S2 (B2) P0159 0159EC-965
HO2S2 HTR (B1) P0037 0037EC-844
HO2S2 HTR (B1) P0038 0038EC-844
HO2S2 HTR (B2) P0057 0057EC-844
HO2S2 HTR (B2) P0058 0058EC-844
I/C SOLENOID/CIRC P1752 1752 AT-146
I/C SOLENOID FNCTN P1754 1754AT-148
IAT SEN/CIRCUIT P0112 0112EC-875
IAT SEN/CIRCUIT P0113 0113EC-875
IAT SENSOR P0127 0127EC-896
ICC COMMAND VALUE*6P1568 1568EC-1205
IN PULY SPEED P1715 1715 EC-1227
INT/V TIM CONT-B1 P0011 0011 EC-825
INT/V TIM CONT-B2 P0021 0021EC-825
INT/V TIM V/CIR-B1 P0075 0075EC-852
INT/V TIM V/CIR-B2 P0081 0081EC-852
INTK TIM S/CIRC-B1 P1140 1140EC-1161
INTK TIM S/CIRC-B2 P1145 1145EC-1161
ISC SYSTEM P0506 0506EC-1135
ISC SYSTEM P0507 0507EC-1137
KNOCK SEN/CIRC-B1 P0327 0327EC-1026
KNOCK SEN/CIRC-B1 P0328 0328EC-1026
KNOCK SEN/CIRC-B2 P0332 0332EC-1026
KNOCK SEN/CIRC-B2 P0333 0333EC-1026
L/PRESS SOL/CIRC P0745 0745 AT-129
LC/B SOLENOID FNCT P1774 1774AT-164
LC/B SOLENOID/CIRC P1772 1772AT-162
MAF SEN/CIRCUIT P0101 0101EC-859
MAF SEN/CIRCUIT P0102 0102EC-868
MAF SEN/CIRCUIT P0103 0103EC-868
MULTI CYL MISFIRE P0300 0300EC-1016
NATS MALFUNCTION P1610 - P1615 1610 - 1615 EC-714
NO DTC IS DETECTED.
FURTHER TESTING
MAY BE REQUIRED. P0000 0000 —
P-N POS SW/CIRCUIT P0850 0850 EC-1156
Items
(CONSULT-II screen terms) DTC*
1
Reference page
CONSULT-II
GST*
2ECM*3

EC-684
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INDEX FOR DTC
Revision: 2006 July 2007 FX35/FX45
*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: The troubleshooting for this DTC needs CONSULT-II.
*5: When the fail-safe operations for both self-diagnoses occur, the MIL illuminates.
*6: Models with ICC. PNP SW/CIRC P0705 0705
AT- 11 2
PURG VOLUME CONT/V P0443 0443EC-1065
PURG VOLUME CONT/V P0444 0444EC-1073
PURG VOLUME CONT/V P0445 0445EC-1073
PW ST P SEN/CIRC P0550 0550 EC-1139
SENSOR POWER/CIRC P0643 0643EC-1151
TCC SOLENOID/CIRC P0740 0740 AT- 1 2 5
TCM P0700 0700 AT- 111
TCS C/U FUNCTN P1211 1211EC-1171
TCS/CIRC P1212 1212EC-1172
THERMSTAT FNCTN P0128 0128 EC-899
TP SEN 1/CIRC P0222 0222EC-1009
TP SEN 1/CIRC P0223 0223EC-1009
TP SEN 2/CIRC P0122 0122 EC-886
TP SEN 2/CIRC P0123 0123EC-886
TP SENSOR P2135 2135EC-1272
TURBINE SENSOR P0717 0717 AT- 11 6
TW CATALYST SYS-B1 P0420 0420EC-1045
TW CATALYST SYS-B2 P0430 0430EC-1045
VEH SPD SEN/CIR AT*5P0720 0720AT- 11 8
VEH SPEED SEN/CIRC*5P0500 0500EC-1133
VENT CONTROL VALVE P0447 0447 EC-1080
VENT CONTROL VALVE P0448 0448EC-1087
VIAS S/V CIRC P1800 1800EC-1228
Items
(CONSULT-II screen terms) DTC*
1
Reference page
CONSULT-II
GST*
2ECM*3

PRECAUTIONS EC-685
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Revision: 2006 July 2007 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-71, "
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-687
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Revision: 2006 July 2007 FX35/FX45

Before replacing ECM, perform ECM Terminals and Refer-
ence Value inspection and make sure ECM functions prop-
erly. Refer to EC-772
.

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

PREPARATION EC-689
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Revision: 2006 July 2007 FX35/FX45
PREPARATIONPFP:00002
Special Service ToolsNBS004JM
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 2
with 22 mm (0.87 in) hexagon nut
KV10114400
(J-38365)
Heated oxygen
sensor wrench Loosening or tightening air fuel ratio sensor 1
a: 22 mm (0.87 in)
(J-44321)
Fuel pressure gauge
kit Checking fuel pressure
S-NT564
S-NT379
S-NT636
LEC642

EC-690
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PREPARATION
Revision: 2006 July 2007 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-692
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ENGINE CONTROL SYSTEM
Revision: 2006 July 2007 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

ENGINE CONTROL SYSTEM EC-693
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Revision: 2006 July 2007 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-901
. 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

EC-694
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ENGINE CONTROL SYSTEM
Revision: 2006 July 2007 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 eight cylinders twice each engine cycle. In other words, pulse signals of
the same width are simultaneously transmitted from the ECM.
The eight fuel 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) SystemNBS004JP
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 Vehicle speed*
1

ENGINE CONTROL SYSTEM EC-695
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Revision: 2006 July 2007 FX35/FX45

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.
Fuel Cut Control (at No Load and High Engine Speed)NBS004JQ
INPUT/OUTPUT SIGNAL CHART
*: This signal is sent to the ECM through CAN communication line.
SYSTEM DESCRIPTION
If the engine speed is above 1,400 rpm under no load (for example, the selector lever position is neutral and
engine speed is over 1,400 rpm) fuel will be cut off after some time. The exact time when the fuel is cut off var-
ies based on engine speed.
Fuel cut will be operated until the engine speed reaches 1,000 rpm, then fuel cut will be cancelled.
NOTE:
This function is different from deceleration control listed under Multiport Fuel Injection (MFI) System, EC-692
.
Sensor Input Signal to ECM ECM function Actuator
Park/neutral position (PNP) switch Neutral position
Fuel cut con-
trol Fuel 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 Vehicle speed*