load capacity INFINITI M35 2007 Factory Service Manual

REFRIGERATION SYSTEM
ATC-23
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AT C
Revision: 2007 April2007 M35/M45
Operation
1. Control Valve
–By changing high-pressure valve lift amount, built-in electronic control valve executes the following:
 Controls high-pressure valve discharge amount.
 Changes crankcase pressure in compressor.
 Changes angle of swash plate.
–Amount of high-pressure valve lift 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. Then, magnetic force generated by electric current is changed to control high-pressure 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 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 link near the swash plate, and is generated by the pressure difference before
and behind the piston.
–The thrust flange and link are located where the piston generates the highest pressure. Piston pressure is
between suction pressure Ps and discharge pressure Pd, which is close to suction pressure Ps. If crank-
case pressure Pc rises due to capacity control, the force around the link makes the swash plate angle
decrease and also the piston stroke decrease. In other words, crankcase pressure increase triggers pres-
SJIA0547E

EC-274
[VQ35DE]
DTC P0137, P0157 HO2S2
Revision: 2007 April2007 M35/M45
DTC P0137, P0157 HO2S2PFP:226A0
Component DescriptionNBS004X1
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 air fuel ratio (A/F) sensor 1
are shifted, the air-fuel ratio is controlled to stoichiometric, by the sig-
nal 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 ModeNBS004X2
Specification data are reference values.
On Board Diagnosis LogicNBS004X3
The heated oxygen sensor 2 has a much longer switching time
between rich and lean than the air fuel ratio (A/F) sensor 1. The oxy-
gen 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)

Revving engine from idle to 3,000 rpm quickly after the following conditions
are met
–Engine: After warming up
–Keeping engine speed between 3,500 and 4,000 rpm for 1 minute and at idle
for 1 minute under no load0 - 0.3V ←→ Approx. 0.6 -
1.0V
HO2S2 MNTR (B1)
HO2S2 MNTR (B2)LEAN ←→ RICH
SEF259VA
DTC No. Trouble diagnosis name DTC detecting condition Possible cause
P0137
0137
(Bank 1)
Heated oxygen sensor
2 circuit low voltageThe 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 P0157
0157
(Bank 2)

DTC P0138, P0158 HO2S2
EC-285
[VQ35DE]
C
D
E
F
G
H
I
J
K
L
MA
EC
Revision: 2007 April2007 M35/M45
DTC P0138, P0158 HO2S2PFP:226A0
Component DescriptionNBS004XA
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 air fuel ratio (A/F) sensor 1
are shifted, the air-fuel ratio is controlled to stoichiometric, by the sig-
nal 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 ModeNBS004XB
Specification data are reference values.
On Board Diagnosis LogicNBS004XC
The heated oxygen sensor 2 has a much longer switching time between rich and lean than the air fuel ratio (A/
F) sensor 1. The oxygen storage capacity of the three way catalyst 1 causes the longer switching time.
MALFUNCTION A
To judge the malfunctions of heated oxygen sensor 2, ECM monitors
whether the voltage is unusually high during the various driving con-
dition such as fuel-cut.
MALFUNCTION B
To judge the malfunctions of heated oxygen sensor 2, ECM monitors
whether the minimum voltage of sensor is sufficiently low during the
various driving condition such as fuel-cut.
SEF327R
MONITOR ITEM CONDITION SPECIFICATION
HO2S2 (B1)
HO2S2 (B2)

Revving engine from idle to 3,000 rpm quickly after the following conditions
are met
–Engine: After warming up
–Keeping engine speed between 3,500 and 4,000 rpm for 1 minute and at idle
for 1 minute under no load0 - 0.3V ←→ Approx. 0.6 -
1.0V
HO2S2 MNTR (B1)
HO2S2 MNTR (B2)LEAN ←→ RICH
PBIB1848E
PBIB2376E

EC-298
[VQ35DE]
DTC P0139, P0159 HO2S2
Revision: 2007 April2007 M35/M45
DTC P0139, P0159 HO2S2PFP:226A0
Component DescriptionNBS004XJ
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 air fuel ratio (A/F) sensor 1
are shifted, the air-fuel ratio is controlled to stoichiometric, by the sig-
nal 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 ModeNBS004XK
Specification data are reference values.
On Board Diagnosis LogicNBS004XL
The heated oxygen sensor 2 has a much longer switching time
between rich and lean than the air fuel ratio (A/F) sensor 1. The oxy-
gen 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 switching response of the sensor's
voltage is faster than specified during the various driving condition
such as fuel-cut.
SEF327R
MONITOR ITEM CONDITION SPECIFICATION
HO2S2 (B1)
HO2S2 (B2)

Revving engine from idle to 3,000 rpm quickly after the following conditions
are met
–Engine: After warming up
–Keeping engine speed between 3,500 and 4,000 rpm for 1 minute and at idle
for 1 minute under no load0 - 0.3V ←→ Approx. 0.6 -
1.0V
HO2S2 MNTR (B1)
HO2S2 MNTR (B2)LEAN ←→ RICH
SEF302U
DTC No. Trouble diagnosis name DTC detecting condition Possible cause
P0139
0139
(Bank 1)
Heated oxygen sensor
2 circuit slow responseIt takes more time for the sensor to respond
between rich and lean than the specified time.

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

Heated oxygen sensor 2

Fuel pressure

Fuel injector

Intake air leaks P0159
0159
(Bank 2)

EC-380
[VQ35DE]
DTC P0420, P0430 THREE WAY CATALYST FUNCTION
Revision: 2007 April2007 M35/M45
DTC P0420, P0430 THREE WAY CATALYST FUNCTIONPFP:20905
On Board Diagnosis LogicNBS004ZC
The ECM monitors the switching frequency ratio of air fuel ratio (A/F) sensor 1 and heated oxygen sensor 2.
A three way catalyst 1 with high oxygen storage capacity will indicate a low switching frequency of heated oxy-
gen sensor 2. As oxygen storage capacity decreases, the heated oxygen sensor 2 switching frequency will
increase.
When the frequency ratio of A/F sensor 1 and heated oxygen sensor 2 approaches a specified limit value, the
three way catalyst 1 malfunction is diagnosed.
DTC Confirmation ProcedureNBS004ZD
NOTE:
If DTC Confirmation Procedure has been previously conducted, always turn ignition switch OFF and wait at
least 10 seconds before conducting the next test.
WITH CONSULT-II
TESTING CONDITION:
Do not hold engine speed for more than the specified minutes below.
1. Turn ignition switch ON and select “DATA MONITOR” mode with
CONSULT-II.
2. Start engine and warm it up to the normal operating tempera-
ture.
3. Turn ignition switch OFF and wait at least 10 seconds.
4. Start engine and keep the engine speed between 3,500 and
4,000 rpm for at least 1 minute under no load.
5. Let engine idle for 1 minute.
6. Make sure that “COOLAN TEMP/S” indicates more than 70°C
(158°F).
If not, warm up engine and go to next step when “COOLAN
TEMP/S” indication reaches to 70°C (158°F).
7. Open engine hood.
DTC No. Trouble diagnosis name DTC detecting condition Possible cause
P0420
0420
(Bank 1)
Catalyst system effi-
ciency below threshold

Three way catalyst (manifold) does not oper-
ate properly.

Three way catalyst (manifold) does not have
enough oxygen storage capacity.

Three way catalyst (manifold)

Exhaust tube

Intake air leaks

Fuel injector

Fuel injector leaks

Spark plug

Improper ignition timing P0430
0430
(Bank 2)
PBIB1923E
SEF189Y

DTC P0137, P0157 HO2S2
EC-987
[VK45DE]
C
D
E
F
G
H
I
J
K
L
MA
EC
Revision: 2007 April2007 M35/M45
DTC P0137, P0157 HO2S2PFP:226A0
Component DescriptionNBS005EI
The heated oxygen sensor 2, after three way catalyst (manifold),
monitors the oxygen level in the exhaust gas on each bank.
Even if switching characteristics of the air fuel ratio (A/F) sensor 1
are shifted, the air-fuel ratio is controlled to stoichiometric, by the sig-
nal 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 ModeNBS005EJ
Specification data are reference values.
On Board Diagnosis LogicNBS005EK
The heated oxygen sensor 2 has a much longer switching time
between rich and lean than the air fuel ratio (A/F) sensor 1. The oxy-
gen storage capacity of the three way catalyst (manifold) causes the
longer switching time. To judge the malfunctions of heated oxygen
sensor 2, ECM monitors whether the maximum voltage of the sensor
is sufficiently high during the various driving condition such as fuel-
cut.
SEF327R
MONITOR ITEM CONDITION SPECIFICATION
HO2S2 (B1)
HO2S2 (B2)Revving engine from idle to 3,000 rpm quickly after the following conditions are
met.

Engine: After warming up

Keeping the engine speed between 3,500 and 4,000 rpm for 1 minute and at
idle for 1 minute under no load0 - 0.3V ←→ Approx. 0.6 -
1.0V
HO2S2 MNTR (B1)
HO2S2 MNTR (B2)LEAN ←→ RICH
PBIB2030E
DTC No. Trouble diagnosis name DTC detecting condition Possible cause
P0137
0137
(Bank 1)
Heated oxygen sensor
2 circuit low voltageThe 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 P0157
0157
(Bank 2)

EC-998
[VK45DE]
DTC P0138, P0158 HO2S2
Revision: 2007 April2007 M35/M45
DTC P0138, P0158 HO2S2PFP:226A0
Component DescriptionNBS005ER
The heated oxygen sensor 2, after three way catalyst (manifold),
monitors the oxygen level in the exhaust gas on each bank.
Even if switching characteristics of the air fuel ratio (A/F) sensor 1
are shifted, the air-fuel ratio is controlled to stoichiometric, by the sig-
nal 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 ModeNBS005ES
Specification data are reference values.
On Board Diagnosis LogicNBS005ET
The heated oxygen sensor 2 has a much longer switching time between rich and lean than the air fuel ratio (A/
F) sensor 1. The oxygen storage capacity of the three way catalyst (manifold) causes the longer switching
time.
MALFUNCTION A
To judge the malfunctions of heated oxygen sensor 2, ECM monitors
whether the voltage is unusually high during the various driving con-
dition such as fuel-cut.
MALFUNCTION B
To judge the malfunctions of heated oxygen sensor 2, ECM monitors
whether the minimum voltage of sensor is sufficiently low during the
various driving condition such as fuel-cut.
SEF327R
MONITOR ITEM CONDITION SPECIFICATION
HO2S2 (B1)
HO2S2 (B2)Revving engine from idle to 3,000 rpm quickly after the following conditions are
met.

Engine: After warming up

Keeping the engine speed between 3,500 and 4,000 rpm for 1 minute and at
idle for 1 minute under no load0 - 0.3V ←→ Approx. 0.6 -
1.0V
HO2S2 MNTR (B1)
HO2S2 MNTR (B2)LEAN ←→ RICH
PBIB1848E
PBIB2376E

DTC P0139, P0159 HO2S2
EC-1011
[VK45DE]
C
D
E
F
G
H
I
J
K
L
MA
EC
Revision: 2007 April2007 M35/M45
DTC P0139, P0159 HO2S2PFP:226A0
Component DescriptionNBS005F0
The heated oxygen sensor 2, after three way catalyst (manifold),
monitors the oxygen level in the exhaust gas on each bank.
Even if switching characteristics of the air fuel ratio (A/F) sensor 1
are shifted, the air-fuel ratio is controlled to stoichiometric, by the sig-
nal 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 ModeNBS005F1
Specification data are reference values.
On Board Diagnosis LogicNBS005F2
The heated oxygen sensor 2 has a much longer switching time
between rich and lean than the air fuel ratio (A/F) sensor 1. The oxy-
gen storage capacity of the three way catalyst (manifold) causes the
longer switching time. To judge the malfunctions of heated oxygen
sensor 2, ECM monitors whether the switching response of the sen-
sor's voltage is faster than specified during the various driving condi-
tion such as fuel-cut.
SEF327R
MONITOR ITEM CONDITION SPECIFICATION
HO2S2 (B1)
HO2S2 (B2)Revving engine from idle up to 3,000 rpm quickly after the following conditions
are met.

Engine: After warming up

Keeping the engine speed between 3,500 and 4,000 rpm for 1 minute and at
idle for 1 minute under no load0 - 0.3V ←→ Approx. 0.6 -
1.0V
HO2S2 MNTR (B1)
HO2S2 MNTR (B2)LEAN ←→ RICH
SEF302U
DTC No. Trouble diagnosis name DTC detecting condition Possible cause
P0139
0139
(Bank 1)
Heated oxygen sensor
2 circuit slow responseIt takes more time for the sensor to respond
between rich and lean than the specified time.

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

Heated oxygen sensor 2

Fuel pressure

Fuel injector

Intake air leaks P0159
0159
(Bank 2)

DTC P0420, P0430 THREE WAY CATALYST FUNCTION
EC-1089
[VK45DE]
C
D
E
F
G
H
I
J
K
L
MA
EC
Revision: 2007 April2007 M35/M45
DTC P0420, P0430 THREE WAY CATALYST FUNCTIONPFP:20905
On Board Diagnosis LogicNBS005GS
The ECM monitors the switching frequency ratio of air fuel ratio (A/F)
sensor 1 and heated oxygen sensor 2.
A three way catalyst (manifold) with high oxygen storage capacity
will indicate a low switching frequency of heated oxygen sensor 2.
As oxygen storage capacity decreases, the heated oxygen sensor 2
switching frequency will increase.
When the frequency ratio of A/F sensor 1 and heated oxygen sensor
2 approaches a specified limit value, the three way catalyst (mani-
fold) malfunction is diagnosed.
DTC Confirmation ProcedureNBS005GT
NOTE:
If DTC Confirmation Procedure has been previously conducted, always turn ignition switch OFF and wait at
least 10 seconds before conducting the next test.
WITH CONSULT-II
TESTING CONDITION:
Do not hold engine speed for more than the specified minutes below.
1. Turn ignition switch ON and select “DATA MONITOR” mode with
CONSULT-II.
2. Start engine and warm it up to the normal operating tempera-
ture.
3. Turn ignition switch OFF and wait at least 10 seconds.
4. Start engine and keep the engine speed between 3,500 and
4,000 rpm for at least 1 minute under no load.
5. Let engine idle for 1 minute.
6. Make sure that “COOLAN TEMP/S” indicates more than 70°C
(158°F).
If not, warm up engine and go to next step when “COOLAN
TEMP/S” indication reaches to 70°C (158°F).
7. Open engine hood.
PBIB2055E
DTC No. Trouble diagnosis name DTC detecting condition Possible cause
P0420
0420
(Bank 1)
Catalyst system efficiency
below threshold

Three way catalyst (manifold) does not operate
properly.

Three way catalyst (manifold) does not have
enough oxygen storage capacity.

Three way catalyst (manifold)

Exhaust tube

Intake air leaks

Fuel injector

Fuel injector leaks

Spark plug

Improper ignition timing P0430
0430
(Bank 2)
SEF189Y

SERVICE DATA AND SPECIFICATIONS (SDS)
FFD-35
C
E
F
G
H
I
J
K
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MA
B
FFD
Revision: 2007 April2007 M35/M45
SERVICE DATA AND SPECIFICATIONS (SDS)PFP:00030
General SpecificationsNDS000EW
Inspection and AdjustmentNDS000EX
DRIVE GEAR RUNOUT
Unit: mm (in)
DIFFERENTIAL SIDE GEAR CLEARANCE
Unit: mm (in)
PRELOAD TORQUE
Unit: N·m (kg-m, in-lb)
BACKLASH
Unit: mm (in)
COMPANION FLANGE RUNOUT
Unit: mm (in)
SELECTIVE PARTS
Side Gear Thrust Washer
Unit: mm (in)
*: Always check with the Parts Department for the latest parts information.Applied modelVQ35DE
Final drive modelF160A
Gear ratio3.692
Number of teeth (Drive gear/Drive pinion) 48/13
Oil capacity (Approx.)
(US pt, lmp pt)0.65 (1-3/8, 1-1/8)
Number of pinion gears2
Drive pinion adjustment spacer type Solid
Item Runout limit
Drive gear back face 0.05 (0.0020)
Item Specification
Side gear backlash (Clearance between side gear and differential
case)0.2 (0.008) or less
(Each gear should rotate smoothly without excessive resistance
during differential motion.)
Item Specification
Pinion bearing (P
1 ) 0.78 - 1.57 (0.08 - 0.16, 7 - 13)
Side bearing (P
2 ) 0.78 - 1.08 (0.08 - 0.11, 7 - 9)
Side bearing to pinion bearing (Total preload)
(Total preload = P
1 + P2 )1.56 - 2.65 (0.16 - 0.27, 14 - 23)
Item Specification
Drive gear to drive pinion gear 0.10 - 0.15 (0.0039 - 0.0059)
Item Runout limit
Companion flange face 0.18 (0.0070)
Inner side of the companion flange 0.13 (0.0051)
Thickness Part number* Thickness Part number*
0.68 (0.0268)
0.71 (0.0280)
0.74 (0.0291)
0.77 (0.0303)
0.80 (0.0315)
0.83 (0.0327)38424 W1010
38424 W1011
38424 W1012
38424 W1013
38424 W1014
38424 W10150.86 (0.0339)
0.89 (0.0350)
0.92 (0.0362)
0.95 (0.0374)
0.98 (0.0386)
1.01 (0.0398)38424 W1016
38424 W1017
38424 W1018
38424 W1019
38424 W1020
38424 W1021