width INFINITI QX56 2011 Factory User Guide

DAS-522
< SYMPTOM DIAGNOSIS >[BSW]
NORMAL OPERATING CONDITION
NORMAL OPERATING CONDITION
DescriptionINFOID:0000000006223980
PRECAUTIONS FOR BLIND SPOT WARNING (BSW)
 The BSW system is not a replacement for proper dr
iving procedure and are not designed to prevent contact
with vehicles or objects. When changing lanes, always us e the side and rear mirrors and turn and look in the
direction driver will move to ensure it is safe to change lanes. Never rely solely on the BSW system.
 The BSW system may not provide a warning for vehi cles that pass through the detection zone quickly.
 Do not use the BSW system when towing a traile r because the system may not function properly.
 Excessive noise (e.g. audio system volume, open vehi cle window) will interfere with the chime sound, and it
may not be heard.
 The side radar may not be able to detect and activate BSW when certain objects are present such as:
- Pedestrians, bicycles, animals.
- Several types of vehicles such as motorcycles.
- Oncoming vehicles.
- Vehicles remaining in the detection z one when driver accelerate from a stop.
- A vehicle merging into an adjacent lane at a speed approximately the same as vehicle.
- A vehicle approaching rapidly from behind.
- A vehicle which vehicle overtakes rapidly.
 Severe weather or road spray conditions may reduce t he ability of the side radar to detect other vehicles.
 The side radar detection zone is designed based on a standard lane width. When driving in a wider lane, the
side radar may not detect vehicles in an adjacent l ane. When driving in a narrow lane, the side radar may
detect vehicles driving two lanes away.
 The side radar are designed to ignore most stationary objects, however objects such as guardrails, walls,
foliage and parked vehicles may occasionally be detected. This is a normal operating condition.
Revision: 2010 May2011 QX56

COMPONENT PARTSEC-29
< SYSTEM DESCRIPTION > [VK56VD]
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Operating Chart
ICC Brake Switch & Stop Lamp SwitchINFOID:0000000006217679
Stop lamp switch and ICC brake switch are installed to brake pedal bracket.
When the brake pedal is depressed, I
CC brake switch is turned OFF and stop lamp switch is turned ON.
ECM detects the state of the brake pedal by those two types of input (ON/OFF signal).
ECM transmits ICC brake switch signal to ADAS control unit via CAN communication line.
ICC Steering SwitchINFOID:0000000006217680
ICC steering switch has variant values of electrical resistance for each button. ECM reads voltage variation of
switch, and determines which button is operated.
ECM transmits ICC steering switch signal to ADAS control unit via CAN communication line.
Ignition Coil With Power TransistorINFOID:0000000006217681
The ignition signal from the ECM is sent to and amplified by the
power transistor. The power transistor turns ON and OFF the ignition
coil primary circuit. This ON/OFF operation induces the proper high
voltage in the coil secondary circuit.
Intake Valve Timing Control Solenoid ValveINFOID:0000000006217682
Intake valve timing control solenoid valve is activated by ON/OFF
pulse duty (ratio) signals from the ECM.
The intake valve timing control solenoid valve changes the oil
amount and direction of flow through intake valve timing control unit
or stops oil flow.
The longer pulse width advances valve angle.
The shorter pulse width retards valve angle.
When ON and OFF pulse widths become equal, the solenoid valve
stops oil pressure flow to fix the intake valve angle at the control
position.
JSBIA0286GB
PBID0206J
PBIB1842E
Revision: 2010 May2011 QX56

EC-38
< SYSTEM DESCRIPTION >[VK56VD]
SYSTEM
Homogeneous combustion is a combustion method that fuel
is injected during intake process so that combus-
tion occurs in the entire combustion chamber , as is common with conventional methods.
As for a start except for starts with the engine cold, homogeneous combustion occurs.
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 (manifold) can better reduce CO , HC and NOx emissions. This system uses A/F sen-
sor 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-21, "
Air Fuel Ratio (A/F) Sensor 1". 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 th ree 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 t he mixture ratio signal transmitted from A/F sensor 1.
This feedback signal is then sent to the ECM. The ECM c ontrols the basic mixture ratio as close to the theoret-
ical mixture ratio as possible. However, the basic mi xture ratio is not necessarily controlled as originally
designed. Both manufacturing differences (i.e., mass ai r 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 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 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 carri ed out over time to compensate for continual deviation
of the “short-term fuel trim” from the central value. Continual deviation will occur due to individual engine differ-
ences, wear over time and changes in the usage environment.
FUEL INJECTION TIMING
Sequential Direct Injection Gasoline System
PBIB2793E
Revision: 2010 May2011 QX56

EC-42
< SYSTEM DESCRIPTION >[VK56VD]
SYSTEM
ELECTRIC IGNITION SYSTEM : System Diagram
INFOID:0000000006217705
ELECTRIC IGNITION SYSTEM : System DescriptionINFOID:0000000006217706
INPUT/OUTPUT SIGNAL CHART
*1: ECM determines the start signal status by the signals of engine speed and battery voltage.
*2: This signal is sent to the ECM via the CAN communication line.
SYSTEM DESCRIPTION
Ignition 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 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.
JPBIA3271GB
Sensor Input signal to ECM ECM function Actuator
Crankshaft position sensor Engine speed*
1
Piston position
Ignition timing
controlIgnition coil
(with power transistor)
Camshaft position sensor
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
TCM Gear position
Battery
Battery voltage*
1
Knock sensor Engine knocking condition
Combination meterVehicle speed*
2
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DIAGNOSIS SYSTEM (ECM)EC-65
< SYSTEM DESCRIPTION > [VK56VD]
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Freeze Frame Data and 1st Trip Freeze Frame Data
*: The items are the same as those of 1st trip freeze frame data.
DATA MONITOR MODE
Monitored Item
×
: Applicable
Freeze frame data
item* Description
DIAG TROUBLE
CODE
[PXXXX]  The engine control compon
ent part/control system has a trouble code the is displayed as PXXXX. (Refer to
EC-98, "
DTC Index".)
CAL/LD VALUE [%]  The calculated load value at the moment a malfunction is detected is displayed.
COOLANT TEMP [ °C]
or [ °F]  The engine coolant temperature at the moment a malfunction is detected is displayed.
L-FUEL TRM-B1 [%]  “Long-term fuel trim” at the moment a malfunction is detected is displayed.
 The long-term fuel trim indicates much more gradual feedback compensation to the base fuel schedule than short-term fuel trim.
L-FUEL TRM-B2 [%]
S-FUEL TRM-B1 [%]  “Short-term fuel trim” at the moment a malfunction is detected is displayed.
 The short-term fuel trim indicates dynamic or instantaneous feedback compensation to the base fuel sched-ule.
S-FUEL TRM-B2 [%]
ENGINE SPEED [rpm]  The engine
speed at the moment a malfunction is detected is displayed.
VEHICL SPEED
[km/h] or [mph]  The vehicle speed at the moment a malfunction is detected is displayed.
INT MANI PRES [kPa]  These items are displayed but are not applicable to this model.
ABSOL TH·P/S [%]  The throttle valve opening angle at the moment a malfunction is detected is displayed.
B/FUEL SCHDL
[msec]  The base fuel schedule at the moment a malfunction is detected is displayed.
INT/A TEMP SE [ °C]
or [ °F]  The intake air temperature at the moment a malfunction is detected is displayed.
FUEL SYS-B1  “Fuel injection system status” at the moment a malfunction is detected is displayed.  One of the following mode is displayed.
Mode2: Open loop due to detected system malfunction
Mode3: Open loop due to driving conditions (power enrichment, deceleration enleanment)
Mode4: Closed loop - using oxygen sensor(s) as feedback for fuel control
Mode5: Open loop - has not yet satisfied condition to go to closed loop
FUEL SYS-B2
COMBUST CONDI-
TION
 These items are displayed but are not applicable to this model.
Monitored item Unit Description Remarks
ENG SPEED rpm  Indicates the engine speed computed from the sig-
nal of the crankshaft position sensor and camshaft
position sensor.  Accuracy becomes poor if
engine speed drops below
the idle rpm.
 If the signal is interrupted while the engine is running,
an abnormal value may be
indicated.
MAS A/F SE-B1 V  The signal voltage of the mass air flow sensor is
displayed.  When the engine is stopped,
a certain value is indicated.
 When engine is running,
specification range is indicat-
ed in “SPEC”.
B/FUEL SCHDL ms  “Base fuel schedule” indicates the fuel injection
pulse width programmed into ECM, prior to any
learned on board correction.  When engine is running,
specification range is indicat-
ed in “SPEC”.
Revision: 2010 May2011 QX56

DIAGNOSIS SYSTEM (ECM)EC-69
< SYSTEM DESCRIPTION > [VK56VD]
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FUEL INJ B1 msec
 ECM-calculated injection pulse width of the fuel in-
jector on the Bank 1 side.
FUEL INJ B2 msec  ECM-calculated injection pulse width of the fuel in-
jector on the Bank 2 side.
INT/V TIM (B1) °CA  Indicates [ °CA] of intake camshaft advance angle.
INT/V TIM (B2)
MAP SENSOR V  The signal voltage from the manifold absolute
pressure (MAP) sensor is displayed.
EVAP LEAK DIAG YET/CMPLT  Indicates the condition of EVAP leak diagnosis.
YET: EVAP leak diagnosis has not been performed
yet.
CMPLT: EVAP leak diagnosis has been performed
successfully.
EVAP DIAG READY ON/OFF  Indicates the ready condition of EVAP leak diagno-
sis.
ON: Diagnosis has been ready condition.
OFF: Diagnosis has not been ready condition.
VVEL LEARN YET/DONE  Display the conditi
on of VVEL learning
YET: VVEL learning has not been performed yet.
DONE: VVEL learning has already been per-
formed successfully.
VVEL SEN LEARN-B1 V  Indicates the VVEL learning value.
VVEL SEN LEARN-B2
VVEL POSITION SEN-B1 V The VVEL control shaft position sensor signal volt-
age is displayed.
VVEL POSITION SEN-B2
VVEL TIM-B1
deg  Indicates [deg] of VVEL control shaft angle.
VVEL TIM-B2
FPCM HI/MID/LOW/
OFF  The control condition of the fuel pump control mod-
ule (FPCM) (determined by ECM according to the
input signals) is indicated.
BAT TEMP SEN V  The signal voltage from the battery temperature
sensor is displayed.
COOLING FAN SPD rpm  Displays a cooling fan speed from a signal of elec-
trically-controlled cooling fan coupling.
THRTL STK CNT B1* — —
HO2 S2 DIAG2(B1)* INCMP/CM-
PLT  Indicates DTC P0139 self-diagnosis (slow re-
sponse) condition.
INCMP: Self-diagnosis is incomplete.
CMPLT: Self-diagnosis is complete.
HO2 S2 DIAG2(B2)* INCMP/CM-
PLT  Indicates DTC P0159 self-diagnosis (slow re-
sponse) condition.
INCMP: Self-diagnosis is incomplete.
CMPLT: Self-diagnosis is complete.
FUEL INJ TIMG deg  Indicates the fuel injection timing computed by
ECM according to the input signals.
H/P FUEL PUMP DEG deg  Displays ECM-calculated fuel discharge position
of the high pressure fuel pump.
FUEL PRES SEN V mV  The signal voltage of FRP sensor is displayed.
L/FUEL PRES SEN MPa  Displays a pressure value calculated from a low
fuel pressure sensor voltage.
L/FUEL PRES SEN V mV  The signal voltage of low fuel pressure sensor is
displayed.
Monitored item Unit Description Remarks
Revision: 2010 May2011 QX56

TROUBLE DIAGNOSIS - SPECIFICATION VALUEEC-161
< DTC/CIRCUIT DIAGNOSIS > [VK56VD]
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DTC/CIRCUIT DIAGNOSIS
TROUBLE DIAGNOSIS - SPECIFICATION VALUE
DescriptionINFOID:0000000006217760
The specification (SP) value indicates the tolerance of
the value that is displayed in “SPEC” in “DATA MONI-
TOR” mode of CONSULT-III during normal operation of the Engine Control System. When the value in “SPEC”
in “DATA MONITOR” mode is within the SP value, t he Engine Control System is confirmed OK. When the
value in “SPEC” in “DATA MONITOR” mode is NOT wit hin the SP value, the Engine Control System may have
one or more malfunctions.
The SP value is used to detect malfunctions that may affect the Engine Control System, but will not illuminate
the MIL.
The SP value will be displayed for the following items:
 B/FUEL SCHDL (The fuel injection pulse width programmed into ECM prior to any learned on board correc- tion)
 A/F ALPHA-B1/B2 (The mean value of air-fuel ratio feedback correction factor per cycle)
 MAS A/F SE-B1/B2 (The signal voltage of the mass air flow sensor)
 IDLE FUEL PRES MAX/MIN (the signal voltage of the fuel rail pressure sensor)
Component Function CheckINFOID:0000000006217761
1.PRECONDITIONING
Check that all of the following conditions are satisfied.
TESTING CONDITION
 Vehicle driven distance: More than 5,000 km (3,107 miles)
 Barometric pressure: 98.3 - 104.3 kPa (0.983 - 1.043 bar, 1.003 - 1.064 kg/cm
2, 14.25 - 15.12 psi)
 Atmospheric temperature: 20 - 30 °C (68 - 86 °F)
 Engine coolant temperature: 75 - 95 °C (167 - 203 °F)
 Transmission: Warmed-up
- After the engine is warmed up to normal operating temperat ure, drive vehicle until “ATF TEMP 2” (A/T fluid
temperature sensor signal) indicates more than 60 °C (140 °F).
 Electrical load: Not applied
- Rear window defogger switch, air conditioner switch and li ghting switch are OFF. Steering wheel is straight
ahead.
 Engine speed: Idle
 Gear position: Neutral ( or parking)
>> GO TO 2.
2.PERFORM SPEC IN DATA MONITOR MODE
WITH CONSULT-III
NOTE:
Perform “SPEC” in “DATA MONITOR” mode in maximum scale display.
1. Perform EC-139, "
Work Procedure".
2. Select “B/FUEL SCHDL”, “A/F ALPHA-B1”, “A/F ALPHA-B2”, “MAS A/F SE-B1” in “SPEC” of “DATA
MONITOR” mode with CONSULT-III.
3. Check that monitor items are within the SP value.
Is the measurement value within the SP value?
YES >> INSPECTION END
NO >> Proceed to EC-162, "
Diagnosis Procedure".
Revision: 2010 May2011 QX56

EM-122
< UNIT DISASSEMBLY AND ASSEMBLY >
CYLINDER BLOCK
 Install connecting rod bearings (1) to connecting rod (2) and con-necting rod cap, and tighten connecting rod bolts to the specified
torque. Refer to EM-107, "
Disassembly and Assembly" for the
tightening procedure.
 Measure the inner diameter of connecting rod bearing with an inside micrometer.
(Oil clearance) = (Connecting rod bearing inner di ameter) – (Crankshaft pin journal diameter)
 If the calculated value exceeds the limit, select proper connecting rod bearing according to connecting rod
big end diameter and crankshaft pin journal diameter to obtain the specified bearing oil clearance. Refer to
EM-125, "
Description".
Method of Using Plastigage
 Remove oil and dust on crankshaft pin journal and the surfaces of each bearing completely.
 Cut a plastigage slightly shorter than the bearing width, and place it in crankshaft axial direction, avoiding oil
holes.
 Install connecting rod bearings to connecting rod and connecting rod bearing cap, and tighten connecting
rod bolts to the specified torque. Refer to EM-107, "
Disassembly and Assembly" for the tightening proce-
dure.
CAUTION:
Never rotate crankshaft.
 Remove connecting rod bearing cap and bearings, and using the
scale on the plastigage bag, measure the plastigage width.
NOTE:
The procedure when the measured va lue exceeds the limit is the
same as that described in the “Method by Calculation”.
MAIN BEARING OIL CLEARANCE
Method by Calculation
 Install main bearings (3) to cylinder block (1) and main bearing cap (2), and tighten main bearing cap bolts to the specified torque.
Refer to EM-107, "
Disassembly and Assembly" for the tightening
procedure.
 Measure the inner diameter of main bearing with a bore gauge.
(Oil clearance) = (Main bearing inner diameter) – (Crankshaft main
journal diameter)
 If the calculated value exceeds t he limit, select proper main bear-
ing according to main bearing inner diameter and crankshaft main
journal diameter to obtain the specified bearing oil clearance.
Refer to EM-125, "
Description".
Method of Using Plastigage
 Remove engine oil and dust on crankshaft journal and the surfaces of each bearing completely.
JPBIA0230ZZ
Standard and limit : Refer to EM-142, "ConnectingRodBearing".
JPBIA0231ZZ
Standard and limit : Refer to EM-141, "MainBearing".
JPBIA0232ZZ
Revision: 2010 May2011 QX56

CYLINDER BLOCKEM-123
< UNIT DISASSEMBLY AND ASSEMBLY >
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 Cut a plastigage slightly shorter than the bearing width,
and place it in crankshaft axial direction, avoiding oil
holes.
 Install main bearing to cylinder block and main bearing cap, and tighten main bearing cap bolts with main
bearing cap to the specified torque. Refer to EM-107, "
Disassembly and Assembly" for the tightening proce-
dure.
CAUTION:
Never rotate crankshaft.
 Remove main bearing cap and bearings, and using the scale on the plastigage bag, measure the plastigage width.
NOTE:
The procedure when the measured value exceeds the limit is the
same as that described in the “Method by Calculation”.
MAIN BEARING CRUSH HEIGHT
 When main bearing cap is removed after being tightened to thespecified torque with main bearings (1) installed, the tip end of
bearing must protrude. Refer to EM-107, "
Disassembly and
Assembly" for the tightening procedure.
 If the standard is not met, replace main bearings.
CONNECTING ROD BEARING CRUSH HEIGHT
 When connecting rod bearing cap is removed after being tightened to the specified torque with connecting rod bearings (1) installed,
the tip end of bearing must protrude. Refer to EM-107, "
Disassem-
bly and Assembly" for the tightening procedure.
 If the standard is not met, replace connecting rod bearings.
MAIN BEARING CAP BOLT OUTER DIAMETER
 Measure the outer diameters (A), (B) at two positions as shown in
the figure.
 If reduction appears in (A) range, regard it (B).
 If it exceeds the limit (large difference in dimensions), replace main bearing cap bolts with new one.
MAIN BEARING CAP SUB BOLT OUTER DIAMETER
JPBIA0231ZZ
A : Crush height
Standard : There must be crush height.
JPBIA0233ZZ
A : Crush height
Standard : There must be crush height.
JPBIA0233ZZ
c : 20 mm (0.79 in)
d : 55 mm (2.17 in)
e : 12 mm (0.47 in)
Limit [(B) – (A)] : 0.15 mm (0.0059 in)
JPBIA2280ZZ
Revision: 2010 May2011 QX56

SERVICE DATA AND SPECIFICATIONS (SDS)
EM-137
< SERVICE DATA AND SPECIFICATIONS (SDS)
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*1: Diameter made by intersection point of conic angles “
α1” and “ α2”
*
2: Diameter made by intersection point of conic angles “ α2” and “ α3”
*
3: Machining data
*
4: Parts settings are for exhaust side only
VALVE SPRING
Cylinder BlockINFOID:0000000006289595
CYLINDER BLOCK
Unit: mm (in)
Angle “ α2” 88°75 ′ - 90 °25 ′
Angle “ α3” 11 9 - 1 2 1°
Contacting width “W”*
3Intake 1.0 - 1.4 (0.039 - 0.055)
Exhaust 1.2 - 1.6 (0.047 - 0.063)
Height “h” Intake 5.9 - 6.0 (0.232 - 0.236) —
Exhaust 5.9 - 6.0 (0.232 - 0.236)
4.95 - 5.05 (0.1949 - 0.1988)*
4
Depth “H” 6.0 (0.236)
ItemStandard
Intake Exhaust
Free height 47.28 mm (1.8614 in) 48.06 mm (1.8921 in)
Pressure Installation
166 - 188 N (16.9 - 19.2 kg, 37 - 42 lb)
at 41.0 mm (1.614 in) 166 - 188 N (16.9 - 19.2 kg, 37 - 42 lb)
at 34.45 mm (1.3563 in)
Valve open 541 - 611 N (55.2 - 62.3 kg, 122 - 137 lb)
at 29.6 mm (1.165 in) 320.1 - 360.1 N (32.7 - 36.7 kg, 72 - 81 lb)
at 24.65 mm (0.9705 in)
Identification color Light green Light blue
Item Limit
Intake Exhaust
Out-of-square 2.1 mm (0.083 in) 2.0 mm (0.079 in)
Surface flatness Limit 0.1 (0.004)
Main bearing housing inner diameter Standard 68.944 - 68.968 (2.7143 - 2.7153)
Cylinder bore Inner diameter StandardGrade No. 1 98.000 - 98.010 (3.8583 - 3.8587)
Grade No. 2 98.010 - 98.020 (3.8587 - 3.8590)
Grade No. 3 98.020 - 98.030 (3.8590 - 3.8594)
Wear limit 0.2 (0.008)
Out-of-round Limit0.015 (0.0006)
Ta p e r 0.010 (0.0004)
Revision: 2010 May2011 QX56