Cool INFINITI FX35 2006 Service Manual

EC-662
[VQ35DE]
REFRIGERANT PRESSURE SENSOR
Revision: 2006 December 2006 FX35/FX45
REFRIGERANT PRESSURE SENSORPFP:92136
Component DescriptionNBS003ZQ
The refrigerant pressure sensor is installed at the condenser of the
air conditioner system. The sensor uses an electrostatic volume
pressure transducer to convert refrigerant pressure to voltage. The
voltage signal is sent to ECM, and ECM controls cooling fan system.
PBIB2007E
PBIB2657E

EC-674
[VQ35DE]
SERVICE DATA AND SPECIFICATIONS (SDS)
Revision: 2006 December 2006 FX35/FX45
SERVICE DATA AND SPECIFICATIONS (SDS)PFP:00030
Fuel PressureNBS0040H
Idle Speed and Ignition TimingNBS0040I
*1: Under the following conditions:

Air conditioner switch: OFF

Electric load: OFF (Lights, heater fan & rear window defogger)

Steering wheel: Kept in straight-ahead position
Calculated Load ValueNBS0040J
Mass Air Flow SensorNBS0040K
*: Engine is warmed up to normal operating temperature and running under no load.
Intake Air Temperature SensorNBS0040L
Engine Coolant Temperature SensorNBS0040M
Air Fuel Ratio (A/F) Sensor 1 HeaterNBS0040N
Heated Oxygen sensor 2 HeaterNBS0040O
Crankshaft Position Sensor (POS)NBS0040P
Refer to EC-367, "Component Inspection" .
Camshaft Position Sensor (PHASE)NBS0040Q
Refer to EC-376, "Component Inspection" .
Throttle Control MotorNBS0040R
Fuel pressure at idling kPa (kg/cm2 , psi) Approximately 350 (3.57, 51)
Target idle speed
No load*1 (in P or N position) 650
±50 rpm
Air conditioner: ON In P or N position 700 rpm or more
Ignition timing In P or N position 15 ° ± 5 ° BTDC
Calculated load value% (Using CONSULT-II or GST)
At idle 5 - 35
At 2,500 rpm 5 - 35
Supply voltageBattery voltage (11 - 14V)
Output voltage at idle 1.0 - 1.2V*
Mass air flow (Using CONSULT-II or GST) 2.0 - 6.0 g·m/sec at idle*
7.0 - 20.0 g·m/sec at 2,500 rpm*
Temperature °C ( °F) Resistance k Ω
25 (77) 1.800 - 2.200
80 (176) 0.283 - 0.359
Temperature °C ( °F) Resistance k Ω
20 (68) 2.1 - 2.9
50 (122) 0.68 - 1.00
90 (194) 0.236 - 0.260
Resistance [at 25°C (77 °F)] 2.3 - 4.3 Ω
Resistance [at 25°C (77 °F)] 5.0 - 7.0 Ω
Resistance [at 25°C (77 °F)] Approximately 1 - 15 Ω

PREPARATION EC-689
[VK45DE]
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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

ENGINE CONTROL SYSTEM EC-691
[VK45DE]
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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.


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
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
[VK45DE]
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

ENGINE CONTROL SYSTEM EC-693
[VK45DE]
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Revision: 2006 December 2006 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

EC-694
[VK45DE]
ENGINE CONTROL SYSTEM
Revision: 2006 December 2006 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-691
.
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*

AIR CONDITIONING CUT CONTROL EC-695
[VK45DE]
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Revision: 2006 December 2006 FX35/FX45
AIR CONDITIONING CUT CONTROLPFP:23710
Input/Output Signal ChartNBS00415
*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 DescriptionNBS00416
This system improves engine operation when the air conditioner is used.
Under the following conditions, the air conditioner is turned off.

When the accelerator pedal is fully depressed.

When cranking the engine.

At high engine speeds.

When the engine coolant temperature becomes excessively high.

When operating power steering during low engine speed or low vehicle speed.

When engine speed is excessively low.

When refrigerant pressure is excessively low or high.
Sensor Input Signal to ECM ECM function Actuator
Air conditioner switch Air conditioner ON signal*
1
Air conditioner
cut control Air conditioner relay
Accelerator pedal position sensor Accelerator pedal position
Crankshaft position sensor (POS)
Camshaft position sensor (PHASE) Engine speed*
2
Engine coolant temperature sensor Engine coolant temperature
Battery Battery voltage*
2
Refrigerant pressure sensor Refrigerant pressure
Power steering pressure sensor Power steering operation
Wheel sensor Vehicle speed*
1

EC-696
[VK45DE]
AUTOMATIC SPEED CONTROL DEVICE (ASCD)
Revision: 2006 December 2006 FX35/FX45
AUTOMATIC SPEED CONTROL DEVICE (ASCD)PFP:18930
System DescriptionNBS00417
INPUT/OUTPUT SIGNAL CHART
*: This signal is sent to the ECM through CAN communication line
BASIC ASCD SYSTEM
Refer to Owner's Manual for ASCD operating instructions.
Automatic Speed Control Device (ASCD) allows a driver to keep vehicle at predetermined constant speed
without depressing accelerator pedal. Driver can set vehicle speed in advance between approximately 40 km/
h (25 MPH) and 144 km/h (89 MPH).
ECM controls throttle angle of electric throttle control actuator to regulate engine speed.
Operation status of ASCD is indicated by CRUISE lamp and SET lamp in combination meter. If any malfunc-
tion occurs in ASCD system, it automatically deactivates control.
NOTE:
Always drive vehicle in safe manner according to traffic conditions and obey all traffic laws.
SET OPERATION
Press MAIN switch. (The CRUISE lamp in combination meter illuminates.)
When vehicle speed reaches a desired speed between approximately 40 km/h (25 MPH) and 144 km/h (89
MPH), press SET/COAST switch. (Then SET lamp in combination meter illuminates.)
ACCELERATE OPERATION
If the RESUME/ACCELERATE switch is pressed during cruise control driving, increase the vehicle speed until
the switch is released or vehicle speed reaches maximum speed controlled by the system.
And then ASCD will keep the new set speed.
CANCEL OPERATION
When any of following conditions exist, cruise operation will be canceled.

CANCEL switch is pressed

More than 2 switches at ASCD steering switch are pressed at the same time (Set speed will be cleared)

Brake pedal is depressed

Selector lever is changed to N, P, R position

Vehicle speed decreased to 13 km/h (8 MPH) lower than the set speed

TCS system is operated
When the ECM detects any of the following conditions, the ECM will cancel the cruise operation and inform
the driver by blinking indicator lamp.

Engine coolant temperature is slightly higher than the normal operating temperature, CRUISE lamp may
blink slowly.
When the engine coolant temperature decreases to the normal operating temperature, CRUISE lamp will
stop blinking and the cruise operation will be able to work by pressing SET/COAST switch or RESUME/
ACCELERATE switch.

Malfunction for some self-diagnoses regarding ASCD control: SET lamp will blink quickly.
If MAIN switch is turned to OFF during ASCD is activated, all of ASCD operations will be canceled and vehicle
speed memory will be erased.
Sensor Input signal to ECM ECM function Actuator
ASCD brake switch Brake pedal operation
ASCD vehicle speed control Electric throttle control
actuator
Stop lamp switch Brake pedal operation
ASCD steering switch ASCD steering switch operation
Park/Neutral position (PNP)
switch Gear position
Wheel sensor Vehicle speed*
TCM Powertrain revolution*

EC-720
[VK45DE]
ON BOARD DIAGNOSTIC (OBD) SYSTEM
Revision: 2006 December 2006 FX35/FX45
FREEZE FRAME DATA AND 1ST TRIP FREEZE FRAME DATA
The ECM records the driving conditions such as fuel system status, calculated load value, engine coolant tem-
perature, short term fuel trim, long term fuel trim, engine speed, vehicle speed, absolute throttle position, base
fuel schedule and intake air temperature at the moment a malfunction is detected.
Data which are stored in the ECM memory, along with the 1st trip DTC, are called 1st trip freeze frame data.
The data, stored together with the DTC data, are called freeze frame data and displayed on CONSULT-II or
GST. The 1st trip freeze frame data can only be displayed on the CONSULT-II screen, not on the GST. For
details, see EC-783, "
Freeze Frame Data and 1st Trip Freeze Frame Data" .
Only one set of freeze frame data (either 1st trip freeze frame data or freeze frame data) can be stored in the
ECM. 1st trip freeze frame data is stored in the ECM memory along with the 1st trip DTC. There is no priority
for 1st trip freeze frame data and it is updated each time a different 1st trip DTC is detected. However, once
freeze frame data (2nd trip detection/MIL on) is stored in the ECM memory, 1st trip freeze frame data is no
longer stored. Remember, only one set of freeze frame data can be stored in the ECM. The ECM has the fol-
lowing priorities to update the data.
For example, the EGR malfunction (Priority: 2) was detected and the freeze frame data was stored in the 2nd
trip. After that when the misfire (Priority: 1) is detected in another trip, the freeze frame data will be updated
from the EGR malfunction to the misfire. The 1st trip freeze frame data is updated each time a different mal-
function is detected. There is no priority for 1st trip freeze frame data. However, once freeze frame data is
stored in the ECM memory, 1st trip freeze data is no longer stored (because only one freeze frame data or 1st
trip freeze frame data can be stored in the ECM). If freeze frame data is stored in the ECM memory and freeze
frame data with the same priority occurs later, the first (original) freeze frame data remains unchanged in the
ECM memory.
Both 1st trip freeze frame data and freeze frame data (along with the DTCs) are cleared when the ECM mem-
ory is erased. Procedures for clearing the ECM memory are described in EC-727, "
HOW TO ERASE EMIS-
SION-RELATED DIAGNOSTIC INFORMATION" .
SYSTEM READINESS TEST (SRT) CODE
System Readiness Test (SRT) code is specified in Service $01 of SAE J1979.
As part of an enhanced emissions test for Inspection & Maintenance (I/M), certain states require the status of
SRT be used to indicate whether the ECM has completed self-diagnosis of major emission systems and com-
ponents. Completion must be verified in order for the emissions inspection to proceed.
If a vehicle is rejected for a State emissions inspection due to one or more SRT items indicating “INCMP”, use
the information in this Service Manual to set the SRT to “CMPLT”.
In most cases the ECM will automatically complete its self-diagnosis cycle during normal usage, and the SRT
status will indicate “CMPLT” for each application system. Once set as “CMPLT”, the SRT status remains
“CMPLT” until the self-diagnosis memory is erased.
Occasionally, certain portions of the self-diagnostic test may not be completed as a result of the customer's
normal driving pattern; the SRT will indicate “INCMP” for these items.
NOTE:
The SRT will also indicate “INCMP” if the self-diagnosis memory is erased for any reason or if the ECM mem-
ory power supply is interrupted for several hours.
If, during the state emissions inspection, the SRT indicates “CMPLT” for all test items, the inspector will con-
tinue with the emissions test. However, if the SRT indicates “INCMP” for one or more of the SRT items the
vehicle is returned to the customer untested.
NOTE:
If MIL is ON during the state emissions inspection, the vehicle is also returned to the customer untested even
though the SRT indicates “CMPLT” for all test items. Therefore, it is important to check SRT (“CMPLT”) and
DTC (No DTCs) before the inspection.
SRT Item
The table below shows required self-diagnostic items to set the SRT to “CMPLT”.
Priority Items
1 Freeze frame data Misfire — DTC: P0300 - P0308
Fuel Injection System Function — DTC: P0171, P0172, P0174, P0175
2 Except the above items (Includes A/T related items)
3 1st trip freeze frame data