fuel INFINITI FX35 2008 Workshop Manual

INDEX FOR DTCEC-19
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OP0460 0460 FUEL LEV SEN SLOSH
EC-401
P0461 0461 FUEL LEVEL SENSOREC-403
P0462 0462 FUEL LEVL SEN/CIRCEC-405
P0463 0463 FUEL LEVL SEN/CIRCEC-405
P0500 0500
VEH SPEED SEN/CIRC*5EC-407
P0506 0506 ISC SYSTEM EC-409
P0507 0507 ISC SYSTEM EC-411
P0550 0550 PW ST P SEN/CIRCEC-413
P0603 0603 ECM BACK UP/CIRCUITEC-418
P0605 0605 ECMEC-422
P0643 0643 SENSOR POWER/CIRCEC-424
P0700 0700 TCM AT- 1 0 1
P0705 0705 PNP SW/CIRCAT- 1 0 2
P0710 0710 ATF TEMP SEN/CIRCAT- 1 3 2
P0717 0717 TURBINE SENSORAT- 1 0 6
P0720 0720
VEH SPD SEN/CIR AT*5AT- 1 0 8
P0731 0731 A/T 1ST GR FNCTN AT- 11 4
P0732 0732 A/T 2ND GR FNCTNAT- 11 6
P0733 0733 A/T 3RD GR FNCTNAT- 11 8
P0734 0734 A/T 4TH GR FNCTNAT- 1 2 0
P0735 0735 A/T 5TH GR FNCTNAT- 1 2 2
P0740 0740 TCC SOLENOID/CIRCAT- 1 2 4
P0744 0744 A/T TCC S/V FNCTNAT- 1 2 6
P0745 0745 L/PRESS SOL/CIRCAT- 1 2 8
P0850 0850 P-N POS SW/CIRCUITEC-429
P1148 1148 CLOSED LOOP-B1EC-434
P1168 1168 CLOSED LOOP-B2EC-434
P1211 1211 TCS C/U FUNCTNEC-435
P1212 1212 TCS/CIRC EC-436
P1217 1217 ENG OVER TEMPEC-437
P1225 1225 CTP LEARNING-B1EC-447
P1226 1226 CTP LEARNING-B1EC-449
P1421 1421 COLD START CONTROLEC-451
P1564 1564 ASCD SWEC-453 (Models with ICC),
EC-459
(Models with ASCD)
P1568 1568 ICC COMMAND VALUE*
6EC-464
P1572 1572 ASCD BRAKE SW EC-465 (Models with ICC),
EC-474
(Models with ASCD)
P1574 1574 ASCD VHL SPD SEN EC-481
(Models with ICC),
EC-483
(Models with ASCD)
P1610 1610 LOCK MODE BL-4
P1611 1611 ID DISCARD IMM-ECMBL-4
P1612 1612 CHAIN OF ECM-IMMU BL-4
DTC*1
Items
(CONSULT-III screen terms) Reference page
CONSULT-III
GST*
2ECM*3
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EC-22
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INDEX FOR DTC
CYL 5 MISFIRE P0305 0305
EC-308
CYL 6 MISFIRE P0306 0306EC-308
D/C SOLENOID/CIRC P1762 1762 AT- 1 4 7
DIFFERENCE OF KEY P1615 1615 BL-4
ECM P0605 0605EC-422
ECM BACK UP/CIRCUIT P0603 0603EC-418
ECT SEN/CIRC P0117 0117EC-193
ECT SEN/CIRC P0118 0118EC-193
ECT SENSOR P0125 0125EC-204
ENG OVER TEMP P1217 1217EC-437
ETC ACTR-B1 P2119 2119EC-504
ETC FNCTN/CIRC-B1 P2101 2101EC-494
ETC MOT-B1 P2118 2118EC-500
ETC MOT PWR-B1 P2100 2100EC-490
ETC MOT PWR P2103 2103EC-490
EVAP GROSS LEAK P0455 0455EC-388
EVAP PURG FLOW/MON P0441 0441EC-336
EVAP SMALL LEAK P0442 0442EC-341
EVAP SYS PRES SEN P0451 0451EC-372
EVAP SYS PRES SEN P0452 0452EC-375
EVAP SYS PRES SEN P0453 0453EC-381
EVAP VERY SML LEAK P0456 0456EC-394
FR/B SOLENOID/CIRC P1757 1757 AT- 1 4 5
FTT SEN/CIRCUIT P0182 0182EC-298
FTT SEN/CIRCUIT P0183 0183EC-298
FTT SENSOR P0181 0181EC-294
FUEL LEV SEN SLOSH P0460 0460EC-401
FUEL LEVEL SENSOR P0461 0461EC-403
FUEL LEVL SEN/CIRC P0462 0462EC-405
FUEL LEVL SEN/CIRC P0463 0463EC-405
FUEL SYS-LEAN-B1 P0171 0171EC-274
FUEL SYS-LEAN-B2 P0174 0174EC-274
FUEL SYS-RICH-B1 P0172 0172EC-284
FUEL SYS-RICH-B2 P0175 0175EC-284
HLR/C SOL/CIRC P1767 1767 AT- 1 4 9
HO2S2 (B1) P0137 0137EC-245
HO2S2 (B1) P0138 0138EC-254
HO2S2 (B1) P0139 0139EC-265
HO2S2 (B2) P0157 0157EC-245
HO2S2 (B2) P0158 0158EC-254
HO2S2 (B2) P0159 0159EC-265
HO2S2 HTR (B1) P0037 0037EC-160
Items
(CONSULT-III screen terms) DTC*
1
Reference page
CONSULT-III
GST*
2ECM*3
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PRECAUTIONSEC-25
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PRECAUTIONS
Precaution for Supplemental
Restraint System (SRS) "AIR BAG" and "SEAT BELT
PRE-TENSIONER"
INFOID:0000000001612915
The Supplemental Restraint System such as “A IR BAG” and “SEAT BELT PRE-TENSIONER”, used along
with a front seat belt, helps to reduce the risk or severi ty 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 “SUPPLEMENTAL RESTRAINT SYS-
TEM” and “SEAT BELTS” of this Service Manual.
WARNING:
 To avoid rendering the SRS inoper ative, 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 performed by
an authorized NISSAN/INFINITI dealer.
 Improper maintenance, including in correct removal and installation of the SRS, can lead to personal
injury caused by unintentional act ivation of the system. For removal of Spiral Cable and Air Bag
Module, see the “SUPPLEMEN TAL RESTRAINT SYSTEM”.
 Do not use electrical test equipm ent on any circuit related to the SRS unless instructed to in this
Service Manual. SRS wiring harnesses can be identi fied by yellow and/or orange harnesses or har-
ness connectors.
Precaution for Procedur e without Cowl Top CoverINFOID:0000000001612935
When performing the procedure after removing cowl top cover, cover
the lower end of windshield with urethane, etc.
On Board Diagnosis (OBD) System of Engine and A/TINFOID:0000000001325891
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 di sconnect the negative battery cable before any repair
or inspection work. The op en/short circuit of related switches, sensors, solenoid valves, etc. will
cause the MIL to light up.
 Be sure to connect and lock the connectors secure ly 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-lock-
ing type harness connector. For descripti on and how to disconnect, refer to PG-68
.
 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 li ght up due to the short circuit.
 Be sure to connect rubber tubes properly afte r work. A misconnected or disconnected rubber tube
may cause the MIL to light up due to the malfuncti on of the EVAP system or fuel injection system,
etc.
 Be sure to erase the unnecessary ma lfunction information (repairs completed) from the ECM and
TCM (Transmission control module) before returning the vehicle to the customer.
PIIB3706J
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EC-28
< SERVICE INFORMATION >[VQ35DE]
PRECAUTIONS

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 unnecessar-
ily.
 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 m ay adversely affect electronic
control systems depending on installation location.
- Keep the antenna as far as possi ble from the electronic con-
trol 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.
SEC893C
PBIB1569E
SEF709Y
SEF708Y
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PREPARATIONEC-29
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PREPARATION
Special Service ToolINFOID:0000000001325893
The actual shapes of Kent-Moore t
ools may differ from those of special service tools illustrated here.
Tool number
(Kent-Moore No.)
Tool name Description
KV10117100
(J-36471-A)
Heated oxygen sensor
wrench Loosening or tightening heated oxygen sensor
with 22 mm (0.87 in) hexagon nut
KV10114400
(J-38365)
Heated oxygen sensor
wrench Loosening or tightening air fuel ratio (A/F) sensor
a: 22 mm (0.87 in)
(J-44321)
Fuel pressure gauge
kit Checking fuel pressure
(J-44321-6)
Fuel pressure adapter Connecting fuel pressure gauge to quick connec-
tor type fuel lines.
(J-44626)
Air fuel ratio (A/F)
sensor wrench Loosening or tightening air fuel ratio (A/F) sensor 1
(J-45488)
Quick connector re-
lease Remove fuel tube quick connectors in engine
room.
S-NT379
S-NT636
LEC642
LBIA0376E
LEM054
PBIC0198E
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EC-30
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PREPARATION
Commercial Service Tool
INFOID:0000000001325894
Tool name
(Kent-Moore No.) Description
Leak detector
i.e.: (J-41416) Locating 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 tempera- ture 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: 18 mm diameter with pitch 1.5 mm for Zirco-
nia Oxygen Sensor
b: 12 mm diameter with pitch 1.25 mm for Tita-
nia Oxygen Sensor
Anti-seize lubricant
i.e.: (Permatex
TM
133AR or equivalent
meeting MIL specifica-
tion 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
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ENGINE CONTROL SYSTEMEC-31
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ENGINE CONTROL SYSTEM
SchematicINFOID:0000000001325895
Multiport Fuel Inje
ction (MFI) SystemINFOID:0000000001325896
INPUT/OUTPUT SIGNAL CHART
PBIB2281E
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EC-32
< SERVICE INFORMATION >[VQ35DE]
ENGINE CONTROL SYSTEM
*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). T he amount of fuel injected is a program value in the
ECM memory. The program value is preset by engi ne operating conditions. These conditions are determined
by input signals (for engine speed and intake air) from both the crankshaft position sensor and the mass air
flow sensor.
VARIOUS FUEL INJECTION I NCREASE/DECREASE COMPENSATION
In addition, the amount of fuel injected is compens ated 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
MIXTURE RATIO FEEDBACK CONTROL (CLOSED LOOP CONTROL)
The mixture ratio feedback system prov ides the best air-fuel mixture ratio for driveability and emission control.
The three way catalyst 1 can then better reduce CO, HC and NOx emissions. This system uses air fuel ratio
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
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
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
Air conditioner switch Air conditioner operation*
2
Wheel sensorVehicle speed*2
PBIB3020E
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ENGINE CONTROL SYSTEMEC-33
< SERVICE INFORMATION > [VQ35DE]
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(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 air fuel
ratio (A/F) sensor 1, refer to EC-220
. 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 thr ee way catalyst 1. Even if the switching characteris-
tics of air fuel ratio (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 air fuel ratio (A/F) sensor 1 or its circuit
 Insufficient activation of air fuel ratio (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 air fuel ratio (A/F)
sensor 1. This feedback signal is then sent to the ECM. The ECM controls the basic mixture ratio as close to
the theoretical mixture ratio as possible. However, the bas ic mixture ratio is not necessarily controlled as orig-
inally designed. Both manufacturing differences (i.e., mass air flow sensor hot wire) and characteristic
changes during 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 co mpared 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 compensati on used to maintain the mixture ratio at its theoretical
value. The signal from air fuel ratio (A/F) sensor 1 i ndicates whether the mixture ratio is RICH or LEAN com-
pared to the theoretical value. The signal then triggers a r eduction 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 ca rried 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.
FUEL INJECTION TIMING
Two types of systems are used.
Sequential Multiport Fuel Injection System
Fuel is injected into each cylinder during each engine cycl e 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 six cylinders twice each engine cycle. In other words, pulse signals of
the same width are simultaneously transmitted from the ECM.
The six 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.
SEF179U
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EC-34
< SERVICE INFORMATION >[VQ35DE]
ENGINE CONTROL SYSTEM
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) SystemINFOID:0000000001325897
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 - 2 - 3 - 4 - 5 - 6
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 si gnals are transmitted to the power transistor.
During the following conditions, the ignition timing is re vised by the ECM according to the other data stored in
the ECM.
 At starting
 During warm-up
 At idle
 At low battery voltage
 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)INFOID:0000000001325898
INPUT/OUTPUT SIGNAL CHART
*: This signal is sent to the ECM through CAN communication line.
SYSTEM DESCRIPTION
Sensor Input Signal to ECM ECM function Actuator
Crankshaft position sensor (POS) Engine speed*
2
Piston position
Ignition timing
controlPower 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
Knock sensor Engine knocking
Park/neutral position (PNP) switch Gear position
Battery
Battery voltage*
2
Wheel sensor
Vehicle speed*1
Sensor Input Signal to ECM ECM function Actuator
Park/neutral position (P NP) switch Neutral position
Fuel cut control 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*
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