change time INFINITI FX35 2004 Service Manual

ACS-16
[ICC]
LASER BEAM AIMING ADJUSTMENT
Revision: 2004 November 2004 FX35/FX45

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” 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

AT-34
A/T CONTROL SYSTEM
Revision: 2004 November 2004 FX35/FX45
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
Lock-up Released

In the lock-up released state, the torque converter clutch control valve is set into the unlocked state by the
torque converter clutch solenoid and the lock-up apply pressure is drained.
In this way, the torque converter clutch piston is not coupled.
PCIA0013E
Selector lever D position M5 position M4 position
Gear position 5454
Lock-up×–××
Slip lock-up××––
PCIA0014E

TROUBLE DIAGNOSIS
AT-91
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AT
Revision: 2004 November 2004 FX35/FX45
CONSULT-IIACS007AI
After performing AT- 1 0 3 , "Diagnostic Procedure Without CONSULT-II" , place check marks for results on the
AT- 4 6 , "
DIAGNOSTIC WORKSHEET" . Reference pages are provided following the items.
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).
4. Additional CONSULT-II information can be found in the Operation Manual supplied with the CONSULT-II
unit.
FUNCTION
CONSULT-II REFERENCE VALUE
Diagnostic test mode Function Reference page
Self-diagnostic results Self-diagnostic results can be read and erased quickly.AT- 9 4
Data monitor Input/Output data in the ECU can be read.AT- 9 7
CAN diagnostic support
monitorThe results of transmit/receive diagnosis of CAN communication can be read. —
Function testConducted 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-100
ECU part number ECU part number can be read. —
Item name Condition Display value (Approx.)
ATF TEMP SE 1
0°C (32° F) - 20°C (68°F) - 80°C (176°F)2.2 - 1.8 - 0.6 V
ATF TEMP SE 22.2 - 1.7 - 0.45 V
TCC SOLENOIDWhen perform slip lock-up 0.2 - 0.4 A
When perform lock-up 0.4 - 0.6 A
SLCT LVR POSISelector lever in “N”,“P” position. N/P
Selector lever in “R” position. R
Selector lever in “D” position. D
VHCL/S SE·A/T During drivingApproximately matches the speedome-
ter reading.
ENGINE SPEED Engine runningClosely matches the tachometer read-
ing.
LINE PRES SOL During driving 0.2 - 0.6 A
TURBINE REV During driving (lock-up ON)Approximately matches the engine
speed.
VHCL/S SE·MTR During drivingApproximately matches the speedome-
ter reading.
ATF PRES SW 1Front brake engaged. Refer to AT- 2 0
.ON
Front brake disengaged. Refer to AT- 2 0
.OFF

ATC-24
REFRIGERATION SYSTEM
Revision: 2004 November 2004 FX35/FX45
Operation
1. Operation 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 loft is determined by factors below.
 Low-pressure applied to diaphragm
 Spring load of set spring
 Balance of magnetic force generated in 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 near 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
RJIA0851E

TROUBLE DIAGNOSIS
ATC-59
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AT C
Revision: 2004 November 2004 FX35/FX45
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 driver.
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: 2004 November 2004 FX35/FX45
CHECKING RECIRCULATION
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 (you should hear blower
sound change slightly).
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 DEF or D/F 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: 2004 November 2004 FX35/FX45
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 cycleReduce 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 cycleEvacuate 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
adjustmentReplace 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: 2004 November 2004 FX35/FX45
Sunload Sensor CircuitAJS00156
COMPONENT DESCRIPTION
Sunload Sensor
The sunload sensor is located on the passenger side front defroster
grille. It detects sunload entering through windshield by means of a
photo diode. The sensor converts the sunload into a current 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.
DIAGNOSTIC 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. 5V
RJIA2027E

AUDIO
AV-7
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AV
Revision: 2004 November 2004 FX35/FX45
AUDIOPFP:28111
System DescriptionAKS00BMM
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 and

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

to display control unit terminal 10 (with navigation system) or display unit terminal 2 (without navigation
system).
Ground is supplied through the case of the audio unit.
Ground is also supplied

to A/C and AV switch terminal 5

to display control unit terminal 3 and 13 (with navigation system)

to display terminal 1 (with navigation system)

to display unit terminal 6 and 15 (without navigation system)

through body ground M35, M45 and M85

to option connector for satellite radio receiver terminal 10

through body ground B210 and B203.
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 signals 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

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 and

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

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

AUDIO
AV-37
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Revision: 2004 November 2004 FX35/FX45
FOR RADIO ONLY
NOTE:
This is noise resulting from variations in field strength, such as fading noise and multi-path noise, or external
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 Check item
No sound

Audio unit

Antenna feeder

Antenna amp.
Noisy

Audio unit

Antenna feeder

Antenna amp.

Noise prevention parts

Each electrical equipment

Wire harness of each piece of electrical equipment
Selected radio stations stored in memory are deleted Audio unit
Symptom Check item
Cassette tape cannot be inserted

Cassette tape

Audio unit Cassette tape cannot be ejected
Auto reverse does not work, or the tape direction changes in
the middle of play
There is much noise
The sound is not clear
Sound fluctuates/tape speed not correct
No sound
Symptom Check item
CD cannot be inserted

CD

Audio unit CD cannot be ejected
The CD cannot be played
The sound skips, stops suddenly, or is distorted