gas INFINITI FX35 2004 Manual PDF

DTC P1144, P1164 HO2S1
EC-439
[VQ35DE]
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Revision: 2004 November 2004 FX35/FX45
DTC P1144, P1164 HO2S1PFP:22690
Component DescriptionABS006U6
The heated oxygen sensor 1 is placed into the exhaust manifold. It
detects the amount of oxygen in the exhaust gas compared to the
outside air. The heated oxygen sensor 1 has a closed-end tube
made of ceramic zirconia. The zirconia generates voltage from
approximately 1V in richer conditions to 0V in leaner conditions. The
heated oxygen sensor 1 signal is sent to the ECM. The ECM adjusts
the injection pulse duration to achieve the ideal air-fuel ratio. The
ideal air-fuel ratio occurs near the radical change from 1 to 0V.
CONSULT-II Reference Value in Data Monitor ModeABS006U7
Specification data are reference values.
On Board Diagnosis LogicABS006U8
To judge the malfunction, the output from the heated oxygen sensor
1 is monitored to determine whether the rich output is sufficiently
high and lean output is sufficiently low. When both the outputs are
shifting to the rich side, the malfunction will be detected.
SEF463R
SEF288D
MONITOR ITEM CONDITION SPECIFICATION
HO2S1 (B1)
HO2S1 (B2)

Engine: After warming up Maintaining engine speed at 2,000 rpm0 - 0.3V ←→ Approx. 0.6 -
1.0V
HO2S1 MNTR (B1)
HO2S1 MNTR (B2)LEAN ←→ RICH
Changes more than 5 times
during 10 seconds.
SEF299U
DTC No. Trouble diagnosis name DTC detecting condition Possible cause
P1144
11 4 4
(Bank 1)
Heated oxygen sensor
1 rich shift monitoringThe maximum and minimum voltages from the
sensor are beyond the specified voltages.

Heated oxygen sensor 1

Heated oxygen sensor 1 heater

Fuel pressure

Injector P1164
11 6 4
(Bank 2)

EC-446
[VQ35DE]
DTC P1146, P1166 HO2S2
Revision: 2004 November 2004 FX35/FX45
DTC P1146, P1166 HO2S2PFP:226A0
Component DescriptionABS006UE
The heated oxygen sensor 2, after three way catalyst 1, monitors the
oxygen level in the exhaust gas on each bank.
Even if switching characteristics of the heated oxygen sensor 1 are
shifted, the air-fuel ratio is controlled to stoichiometric, by the signal
from the heated oxygen sensor 2.
This sensor is made of ceramic zirconia. The zirconia generates volt-
age from approximately 1V in richer conditions to 0V in leaner condi-
tions.
Under normal conditions the heated oxygen sensor 2 is not used for
engine control operation.
CONSULT-II Reference Value in Data Monitor ModeABS006UF
Specification data are reference values.
On Board Diagnosis LogicABS006UG
The heated oxygen sensor 2 has a much longer switching time
between rich and lean than the heated oxygen sensor 1. The oxygen
storage capacity of the three way catalyst 1 causes the longer
switching time. To judge the malfunctions of heated oxygen sensor
2, ECM monitors whether the minimum voltage of sensor is suffi-
ciently low during the various driving condition such as fuel-cut.
SEF327R
MONITOR ITEM CONDITION SPECIFICATION
HO2S2 (B1)
HO2S2 (B2)

Warm-up condition

After keeping engine speed
between 3,500 and 4,000 rpm for
1 minute and at idle for 1 minute
under no load.Revving engine from idle to 3,000 rpm
quickly.0 - 0.3V ←→ Approx. 0.6 -
1.0V
HO2S2 MNTR (B1)
HO2S2 MNTR (B2)LEAN ←→ RICH
SEF972Z
DTC No. Trouble diagnosis name DTC detecting condition Possible cause
P1146
1146
(Bank 1)Heated oxygen sensor
2 minimum voltage
monitoringThe minimum voltage from the sensor is not
reached to the specified voltage.

Harness or connectors
(The sensor circuit is open or shorted)

Heated oxygen sensor 2

Fuel pressure

Fuel injector P1166
1166
(Bank 2)

DTC P1147, P1167 HO2S2
EC-457
[VQ35DE]
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Revision: 2004 November 2004 FX35/FX45
DTC P1147, P1167 HO2S2PFP:226A0
Component DescriptionABS006UN
The heated oxygen sensor 2, after three way catalyst 1, monitors the
oxygen level in the exhaust gas on each bank.
Even if switching characteristics of the heated oxygen sensor 1 are
shifted, the air-fuel ratio is controlled to stoichiometric, by the signal
from the heated oxygen sensor 2.
This sensor is made of ceramic zirconia. The zirconia generates volt-
age from approximately 1V in richer conditions to 0V in leaner condi-
tions.
Under normal conditions the heated oxygen sensor 2 is not used for
engine control operation.
CONSULT-II Reference Value in Data Monitor ModeABS006UO
Specification data are reference values.
On Board Diagnosis LogicABS006UP
The heated oxygen sensor 2 has a much longer switching time
between rich and lean than the heated oxygen sensor 1. The oxygen
storage capacity of the three way catalyst 1 causes the longer
switching time. To judge the malfunctions of heated oxygen sensor
2, ECM monitors whether the maximum voltage of the sensor is suf-
ficiently high during the various driving condition such as fuel-cut.
SEF327R
MONITOR ITEM CONDITION SPECIFICATION
HO2S2 (B1)
HO2S2 (B2)

Warm-up condition

After keeping engine speed
between 3,500 and 4,000 rpm for
1 minute and at idle for 1 minute
under no load.Revving engine from idle to 3,000 rpm
quickly.0 - 0.3V ←→ Approx. 0.6 -
1.0V
HO2S2 MNTR (B1)
HO2S2 MNTR (B2)LEAN ←→ RICH
PBIB0820E
DTC No. Trouble diagnosis name DTC detecting condition Possible cause
P1147
11 4 7
(Bank 1)
Heated oxygen sensor
2 maximum voltage
monitoringThe maximum voltage from the sensor is not
reached to the specified voltage.

Harness or connectors
(The sensor circuit is open or shorted)

Heated oxygen sensor 2

Fuel pressure

Fuel injector

Intake air leaks P1167
11 6 7
(Bank 2)

EC-484
[VQ35DE]
DTC P1217 ENGINE OVER TEMPERATURE
Revision: 2004 November 2004 FX35/FX45
Main 12 Causes of OverheatingABS006VE
*1: Turn the ignition switch ON.
*2: Engine running at 3,000 rpm for 10 minutes.
*3: Drive at 90 km/h (55 MPH) for 30 minutes and then let idle for 10 minutes.
*4: After 60 minutes of cool down time.
For more information, refer to CO-7, "
OVERHEATING CAUSE ANALYSIS" .
Component InspectionABS006VF
COOLING FAN MOTORS-1 AND -2
1. Disconnect cooling fan motor harness connectors.
2. Supply cooling fan motor terminals with battery voltage and
check operation.
Cooling fan motor should operate.
If NG, replace cooling fan motor.
Engine Step Inspection item Equipment Standard Reference page
OFF 1

Blocked radiator

Blocked condenser

Blocked radiator grille

Blocked bumper

Visual No blocking —
2

Coolant mixture
Coolant tester 50 - 50% coolant mixtureMA-13
3
Coolant level
Visual Coolant up to MAX level
in reservoir tank and radi-
ator filler neckCO-11
4
Radiator cap
Pressure tester 59 - 98 kPa
(0.6 - 1.0 kg/cm2 , 9 - 14
psi) (Limit)CO-15
ON*25
Coolant leaks
Visual No leaksCO-11
ON*26
Thermostat
Touch the upper and
lower radiator hosesBoth hoses should be hotCO-26
ON*17
Cooling fan
CONSULT-II Operating See trouble diagnosis for
DTC P1217 (EC-472
).
OFF 8

Combustion gas leak
Color checker chemical
tester 4 Gas analyzerNegative —
ON*
39
Coolant temperature
gauge
Visual Gauge less than 3/4
when driving—

Coolant overflow to
reservoir tank
Visual No overflow during driving
and idlingCO-11
OFF*410
Coolant return from
reservoir tank to radia-
tor
Visual Should be initial level in
reservoir tankCO-11
OFF 11
Cylinder head
Straight gauge feeler
gauge0.1 mm (0.004 in) Maxi-
mum distortion (warping)EM-100
12
Cylinder block and pis-
tons
Visual No scuffing on cylinder
walls or pistonEM-120
Cooling fan speedCooling fan motor terminals
(+) (−)
Middle (MID)1 3 and 4
2 3 and 4
1 and 2 3
1 and 2 4
High (HI) 1 and 2 3 and 4
SEF734W

EC-494
[VQ35DE]
DTC P1444 EVAP CANISTER PURGE VOLUME CONTROL SOLENOID VALVE
Revision: 2004 November 2004 FX35/FX45
DTC P1444 EVAP CANISTER PURGE VOLUME CONTROL SOLENOID VALVE
PFP:14920
DescriptionABS006VU
SYSTEM DESCRIPTION
*1:ECM determines the start signal status by the signals of engine speed and battery voltage.
*2: This signal is sent to the ECM through CAN communication line.
This system controls flow rate of fuel vapor from the EVAP canister. The opening of the vapor by-pass pas-
sage in the EVAP canister purge volume control solenoid valve changes to control the flow rate. The EVAP
canister purge volume control solenoid valve repeats ON/OFF operation according to the signal sent from the
ECM. The opening of the valve varies for optimum engine control. The optimum value stored in the ECM is
determined by considering various engine conditions. When the engine is operating, the flow rate of fuel vapor
from the EVAP canister is regulated as the air flow changes.
COMPONENT DESCRIPTION
The EVAP canister purge volume control solenoid valve uses a ON/
OFF duty to control the flow rate of fuel vapor from the EVAP canis-
ter. The EVAP canister purge volume control solenoid valve is
moved by ON/OFF pulses from the ECM. The longer the ON pulse,
the greater the amount of fuel vapor that will flow through the valve.
CONSULT-II Reference Value in Data Monitor ModeABS006VV
Specification data are reference values.
Sensor Input Signal to ECM ECM function Actuator
Crankshaft position sensor (POS)
Camshaft position sensor (PHASE)Engine speed*
1
EVAP canister
purge flow controlEVAP canister purge vol-
ume control solenoid valve Mass air flow sensor Amount of intake air
Engine coolant temperature sensor Engine coolant temperature
Battery
Battery voltage*
1
Throttle position sensor Throttle position
Accelerator pedal position sensor Accelerator pedal position
Heated oxygen sensor 1Density of oxygen in exhaust gas
(Mixture ratio feedback signal)
Fuel tank temperature sensor Fuel temperature in fuel tank
Wheel sensor*
2Vehicle speed
SEF337U
MONITOR ITEM CONDITION SPECIFICATION
PURG VOL C/V

Engine: After warming up

Shift lever: P or N

Air conditioner switch: OFF

No-loadIdle 0%
2,000 rpm —

POSITIVE CRANKCASE VENTILATION
EC-655
[VQ35DE]
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Revision: 2004 November 2004 FX35/FX45
POSITIVE CRANKCASE VENTILATIONPFP:11810
DescriptionABS006ZE
SYSTEM DESCRIPTION
This system returns blow-by gas to the intake manifold.
The positive crankcase ventilation (PCV) valve is provided to conduct crankcase blow-by gas to the intake
manifold. During partial throttle operation of the engine, the intake manifold sucks the blow-by gas through the
PCV valve. Normally, the capacity of the valve is sufficient to handle any blow-by and a small amount of venti-
lating air. The ventilating air is then drawn from the air inlet tubes into the crankcase. In this process the air
passes through the hose connecting air inlet tubes to rocker cover. Under full-throttle condition, the manifold
vacuum is insufficient to draw the blow-by flow through the valve. The flow goes through the hose connection
in the reverse direction.
On vehicles with an excessively high blow-by, the valve does not
meet the requirement. This is because some of the flow will go
through the hose connection to the air inlet tubes under all condi-
tions.
Component InspectionABS006ZF
PCV (POSITIVE CRANKCASE VENTILATION) VALVE
With engine running at idle, remove PCV valve from rocker cover. A
properly working valve makes a hissing noise as air passes through
it. A strong vacuum should be felt immediately when a finger is
placed over valve inlet.
SEC921C
PBIB1588E
PBIB1589E

ENGINE CONTROL SYSTEM
EC-679
[VK45DE]
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Revision: 2004 November 2004 FX35/FX45
Multiport Fuel Injection (MFI) SystemABS00BZ6
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 (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.


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


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
ABS actuator and electric unit (control unit)*
2VDC/TCS operation command
Air conditioner switch*
2Air conditioner operation
Wheel sensor*
2Vehicle speed

BASIC SERVICE PROCEDURE
EC-689
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Revision: 2004 November 2004 FX35/FX45
INSPECTION PROCEDURE
1. INSPECTION START
1. Check service records for any recent repairs that may indicate a related malfunction, or a current need for
scheduled maintenance.
2. Open engine hood and check the following:
–Harness connectors for improper connections
–Wiring harness for improper connections, pinches and cut
–Vacuum hoses for splits, kinks and improper connections
–Hoses and ducts for leaks
–Air cleaner clogging
–Gasket
3. Confirm that electrical or mechanical loads are not applied.
–Headlamp switch is OFF.
–Air conditioner switch is OFF.
–Rear window defogger switch is OFF.
–Steering wheel is in the straight-ahead position, etc.
4. Start engine and warm it up until engine coolant temperature
indicator points the middle of gauge.
Ensure engine stays below 1,000 rpm.
5. Run engine at about 2,000 rpm for about 2 minutes under no
load.
6. Make sure that no DTC is displayed with CONSULT-II or GST.
OK or NG
OK >> GO TO 3.
NG >> GO TO 2.
2. REPAIR OR REPLACE
Repair or replace components as necessary according to corresponding Diagnostic Procedure.
>> GO TO 3.
SEF983U
SEF976U
SEF977U

ON BOARD DIAGNOSTIC (OBD) SYSTEM
EC-721
[VK45DE]
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Revision: 2004 November 2004 FX35/FX45
*: Maintains conditions just before switching to open loop.
To check the heated oxygen sensor 1 function, start engine in the Diagnostic Test Mode II and warm it up until
engine coolant temperature indicator points to the middle of the gauge.
Next run engine at about 2,000 rpm for about 2 minutes under no load conditions. Then make sure that the
MIL comes ON more than 5 times within 10 seconds with engine running at 2,000 rpm under no load.
OBD System Operation ChartABS00BZN
RELATIONSHIP BETWEEN MIL, 1ST TRIP DTC, DTC, AND DETECTABLE ITEMS

When a malfunction is detected for the first time, the 1st trip DTC and the 1st trip freeze frame data are
stored in the ECM memory.

When the same malfunction is detected in two consecutive trips, the DTC and the freeze frame data are
stored in the ECM memory, and the MIL will come on. For details, refer to EC-703, "
Two Trip Detection
Logic" .

The MIL will go off after the vehicle is driven 3 times with no malfunction. The drive is counted only when
the recorded driving pattern is met (as stored in the ECM). If another malfunction occurs while counting,
the counter will reset.

The DTC and the freeze frame data will be stored until the vehicle is driven 40 times (driving pattern A)
without the same malfunction recurring (except for Misfire and Fuel Injection System). For Misfire and
Fuel Injection System, the DTC and freeze frame data will be stored until the vehicle is driven 80 times
(driving pattern C) without the same malfunction recurring. The “TIME” in “SELF-DIAGNOSTIC
RESULTS” mode of CONSULT-II will count the number of times the vehicle is driven.

The 1st trip DTC is not displayed when the self-diagnosis results in OK for the 2nd trip.
SUMMARY CHART
For details about patterns B and C under “Fuel Injection System” and “Misfire”, see EC-723 .
For details about patterns A and B under “Other”, see EC-725
.
*1: Clear timing is at the moment OK is detected.
*2: Clear timing is when the same malfunction is detected in the 2nd trip.MIL Fuel mixture condition in the exhaust gas Air fuel ratio feedback control condition
ON Lean
Closed loop system
OFF Rich
*Remains ON or OFF Any condition Open loop system
Items Fuel Injection System Misfire Other
MIL (goes off) 3 (pattern B) 3 (pattern B) 3 (pattern B)
DTC, Freeze Frame Data (no
display)80 (pattern C) 80 (pattern C) 40 (pattern A)
1st Trip DTC (clear) 1 (pattern C), *1 1 (pattern C), *1 1 (pattern B)
1st Trip Freeze Frame Data
(clear)*1, *2 *1, *2 1 (pattern B)

TROUBLE DIAGNOSIS
EC-733
[VK45DE]
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Revision: 2004 November 2004 FX35/FX45
Basic InspectionABS00BZR
1. INSPECTION START
1. Check service records for any recent repairs that may indicate a related malfunction, or a current need for
scheduled maintenance.
2. Open engine hood and check the following:
–Harness connectors for improper connections
–Wiring harness for improper connections, pinches and cut
–Vacuum hoses for splits, kinks and improper connections
–Hoses and ducts for leaks
–Air cleaner clogging
–Gasket
3. Confirm that electrical or mechanical loads are not applied.
–Head lamp switch is OFF.
–Air conditioner switch is OFF.
–Rear window defogger switch is OFF.
–Steering wheel is in the straight-ahead position, etc.
4. Start engine and warm it up until engine coolant temperature
indicator points the middle of gauge.
Ensure engine stays below 1,000 rpm.
5. Run engine at about 2,000 rpm for about 2 minutes under no
load.
6. Make sure that no DTC is displayed with CONSULT-II or GST.
OK or NG
OK >> GO TO 3.
NG >> GO TO 2.
2. REPAIR OR REPLACE
Repair or replace components as necessary according to corresponding Diagnostic Procedure.
>> GO TO 3.
SEF983U
SEF976U
SEF977U