coolant temperature INFINITI QX56 2007 Factory User Guide

THERMOSTAT AND WATER PIPING
CO-21
< SERVICE INFORMATION >
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3. Remove the engine room cover using power tool.
4. Disconnect the heater hose (heater core side).
5. Remove the heater hose bracket.
6. Disconnect the water cut valve connector.
7. Remove the water cut valve.
INSPECTION AFTER REMOVAL
• Place a thread so that it is caught in the valve of the thermostat.
Immerse fully in a container filled with water. Heat while stirring.
• The valve opening temperature is the temperature at which the
valve opens and falls from the thread.
• Continue heating. Check the full-open lift amount.
• After checking the full-open lift amount, lower the water tempera-
ture and check the valve closing temperature.
Standard values:
INSTALLATION
Installation is in the reverse order of removal.
Installation of Thermostat
• Install the thermostat with the whole circumference of each flange
part fit securely inside the rubber ring as shown.
• Install the thermostat with the jiggle valve facing upwards.
Installation of Water Outlet Pipe and Heater Pipe
First apply a neutral detergent to the O-rings, then quickly insert the insertion parts of the water outlet pipe and
heater pipe into the installation holes.
INSPECTION AFTER INSTALLATION
• Check for leaks of the engine coolant. Refer to CO-9, "Inspection".
• Start and warm up the engine. Visually check for leaks of the engine coolant.
SLC252B
Thermostat
Valve opening temperature 80 - 84°C (176 - 183° F)
Full-open lift amount More than 10 mm/ 95°C (0.39 in/ 203°F)
Valve closing temperature 77°C (171°F) or higher
KBIA2502E

CO-22
< SERVICE INFORMATION >
SERVICE DATA AND SPECIFICATIONS (SDS)
SERVICE DATA AND SPECIFICATIONS (SDS)
Standard and LimitINFOID:0000000003531577
ENGINE COOLANT CAPACITY (APPROXIMATE)
Unit: (US gal, Imp gal)
THERMOSTAT
RADIATOR
Unit: kPa (kg/cm2, psi)
Engine coolant capacity with reservoir tank ("MAX" level) 14.4 (3 3/4, 3 1/8)
Valve opening temperature 80 - 84°C (176 - 183°F)
Maximum valve lift More than 10 mm/95°C (0.39 in/203°F)
Valve closing temperature 77°C (171°F) or higher
Reservoir cap relief pressure Standard 95 - 125 (0.97- 1.28, 14 - 18)
Leakage test pressure 137 (1.4, 20)

DI-6
< SERVICE INFORMATION >
COMBINATION METERS
POWER SUPPLY AND GROUND CIRCUIT
Power is supplied at all times
• through 10A fuse [No.19, located in the fuse block (J/B)]
• to combination meter terminal 8.
With the ignition switch in the ON or START position, power is supplied
• through 10A fuse [No.14, located in the fuse block (J/B)]
• to combination meter terminal 24.
Ground is supplied
• to combination meter terminal 17
• through body grounds M57, M61 and M79.
WATER TEMPERATURE GAUGE
The water temperature gauge indicates the engine coolant temperature.
ECM provides an engine coolant temperature signal to combination meter via CAN communication lines.
ENGINE OIL PRESSURE GAUGE
The engine oil pressure gauge indicates whether the engine oil pressure is low or normal.
The oil pressure gauge is controlled by the IPDM E/R (intelligent power distribution module engine room). Low
oil pressure causes oil pressure switch terminal 1 to provide ground to IPDM E/R terminal 42. The IPDM E/R
then signals the combination meter (unified meter control unit) via CAN communication lines and a low oil
pressure indication is displayed by the oil pressure gauge.
A/T OIL TEMPERATURE GAUGE
The A/T oil temperature gauge indicates the A/T fluid temperature.
TCM (transmission control module) provides an A/T flui d temperature signal to combination meter via CAN
communication lines.
VOLTAGE GAUGE
The voltage gauge indicates the battery/charging system voltage.
The voltage gauge is regulated by the unified meter control unit.
TA C H O M E T E R
The tachometer indicates engine speed in revolutions per minute (rpm).
ECM provides an engine speed signal to combination meter via CAN communication lines.
FUEL GAUGE
The fuel gauge indicates the approximate fuel level in the fuel tank.
The fuel gauge is regulated by the unified meter control unit and a variable resistor signal supplied
• to combination meter terminal 15.
• through fuel level sensor unit and fuel pump terminal 2
• through fuel level sensor unit and fuel pump terminal 5
• from combination meter terminal 16
SPEEDOMETER
ABS actuator and electric unit (contro l unit) provides a vehicle speed signal to the combination meter via CAN
communication lines.
ODO/TRIP METER
The vehicle speed signal and the memory signals from the meter memory circuit are processed by the combi-
nation meter and the mileage is displayed.
How to Change the Display
Refer to Owner's Manual for odo/tr ip meter operating instructions.
CAN COMMUNICATION SYSTEM DESCRIPTION
Refer to LAN-4.

EC-8
DTC Confirmation Procedure ................................567
Wiring Diagram ......................................................569
Diagnosis Procedure .............................................570
Component Inspection ...........................................572
Removal and Installation .......................................573
DTC P2135 TP SENSOR .................................574
Component Description .........................................574
CONSULT-II Reference Value in Data Monitor
Mode ......................................................................
574
On Board Diagnosis Logic .....................................574
DTC Confirmation Procedure ................................574
Wiring Diagram ......................................................576
Diagnosis Procedure .............................................577
Component Inspection ...........................................579
Removal and Installation .......................................580
DTC P2138 APP SENSOR ..............................581
Component Description .........................................581
CONSULT-II Reference Value in Data Monitor
Mode ......................................................................
581
On Board Diagnosis Logic .....................................581
DTC Confirmation Procedure ................................582
Wiring Diagram ......................................................583
Diagnosis Procedure .............................................584
Component Inspection ...........................................587
Removal and Installation .......................................587
DTC P2A00, P2A03 A/F SENSOR 1 ...............588
Component Description .........................................588
CONSULT-II Reference Value in Data Monitor
Mode ......................................................................
588
On Board Diagnosis Logic .....................................588
DTC Confirmation Procedure ................................588
Wiring Diagram ......................................................590
Diagnosis Procedure .............................................593
Removal and Installation .......................................596
ASCD BRAKE SWITCH ..................................597
Component Description .........................................597
CONSULT-II Reference Value in Data Monitor
Mode ......................................................................
597
Wiring Diagram ......................................................598
Diagnosis Procedure .............................................599
Component Inspection ...........................................602
ASCD INDICATOR ..........................................603
Component Description .........................................603
CONSULT-II Reference Value in Data Monitor
Mode ......................................................................
603
Wiring Diagram ......................................................604
Diagnosis Procedure .............................................604
ELECTRICAL LOAD SIGNAL .........................606
Description .............................................................606
CONSULT-II Reference Value in Data Monitor
Mode ......................................................................
606
Diagnosis Procedure .............................................606
FUEL INJECTOR ..............................................608
Component Description ........................................608
CONSULT-II Reference Value in Data Monitor
Mode .....................................................................
608
Wiring Diagram .....................................................609
Diagnosis Procedure .............................................610
Component Inspection ..........................................612
Removal and Installation .......................................612
FUEL PUMP .....................................................613
Description ............................................................613
CONSULT-II Reference Value in Data Monitor
Mode .....................................................................
613
Wiring Diagram .....................................................614
Diagnosis Procedure .............................................615
Component Inspection ..........................................617
Removal and Installation .......................................618
ICC BRAKE SWITCH .......................................619
Component Description ........................................619
CONSULT-II Reference Value in Data Monitor
Mode .....................................................................
619
Wiring Diagram .....................................................620
Diagnosis Procedure .............................................621
Component Inspection ..........................................624
IGNITION SIGNAL ............................................626
Component Description ........................................626
Wiring Diagram .....................................................627
Diagnosis Procedure .............................................632
Component Inspection ..........................................635
Removal and Installation .......................................637
REFRIGERANT PRESSURE SENSOR ...........638
Component Description ........................................638
Wiring Diagram .....................................................639
Diagnosis Procedure .............................................640
Removal and Installation .......................................642
MIL AND DATA LINK CONNECTOR ...............643
Wiring Diagram .....................................................643
SERVICE DATA AND SPECIFICATIONS
(SDS) ................................................................
645
Fuel Pressure ........................................................645
Idle Speed and Ignition Timing .............................645
Calculated Load Value ..........................................645
Mass Air Flow Sensor ...........................................645
Intake Air Temperature Sensor .............................645
Engine Coolant Temperature Sensor ...................645
A/F Sensor 1 Heater .............................................645
Heated Oxygen sensor 2 Heater ..........................645
Crankshaft Position Sensor (POS) .......................646
Camshaft Position Sensor (PHASE) .....................646
Throttle Control Motor ...........................................646
Fuel Injector ..........................................................646
Fuel Pump .............................................................646

ENGINE CONTROL SYSTEM
EC-25
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*1: This sensor is not used to control the engine system. This is used only for the on board diagnosis.
*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 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
MIXTURE RATIO FEEDBACK CONTROL (CLOSED LOOP CONTROL)
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
ABS actuator and electric unit (control unit)
VDC/TCS operation command*
2
Air conditioner switch
Air conditioner operation*2
Wheel sensor
Vehicle speed*2
PBIB3020E

EC-26
< SERVICE INFORMATION >
ENGINE CONTROL SYSTEM
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 air
fuel ratio (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-225
. 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 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 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., 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.
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.
PBIB0122E

ENGINE CONTROL SYSTEM
EC-27
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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 speed.
Electronic Ignition (EI) SystemINFOID:0000000003531587
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 signal. Comput-
ing 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
• 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:0000000003531588
INPUT/OUTPUT SIGNAL CHART
*: This signal is sent to the ECM through CAN communication line.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 (PNP) 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*

AIR CONDITIONING CUT CONTROL
EC-29
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AIR CONDITIONING CUT CONTROL
Input/Output Signal ChartINFOID:0000000003531589
*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 DescriptionINFOID:0000000003531590
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 controlAir 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-30
< SERVICE INFORMATION >
AUTOMATIC SPEED CONTROL DEVICE (ASCD)
AUTOMATIC SPEED CONTROL DEVICE (ASCD)
System DescriptionINFOID:0000000003531591
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 indicator and SET indicator in combination meter. If any
malfunction 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 indicator 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 indicator 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
• VDC 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.
COAST OPERATION
When the SET/COAST switch is pressed during cruise control driving, decrease vehicle set speed until the
switch is released. And then ASCD will keep the new set speed.
RESUME OPERATION
Sensor Input signal to ECM ECM function Actuator
ASCD brake switch Brake pedal operation
ASCD vehicle speed controlElectric 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-54
< SERVICE INFORMATION >
ON BOARD DIAGNOSTIC (OBD) SYSTEM
A sample of CONSULT-II display for DTC and 1st trip DTC is shown below. DTC or 1st trip DTC of a malfunc-
tion is displayed in SELF-DIAGNOSTIC RESULTS mode of CONSULT-II. Time data indicates how many times
the vehicle was driven after the last detection of a DTC.
If the DTC is being detected currently, the time data will be [0].
If a 1st trip DTC is stored in the ECM, the time data will be [1t].
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 E C - 111 , "
CONSULT-II Function (ENGINE)".
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 "HOW TO ERASE EMISSION-
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.
PBIB0911E
Priority Items
1Freeze 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