NISSAN ALMERA TINO 2001 Service Repair Manual

Mixture Ratio Feedback Control (Closed loop control)NLEC0014S04
SEF336WA
The mixture ratio feedback system provides the best air-fuel mixture ratio for driveability and emission con-
trol. The three way catalyst can then better reduce CO, HC and NOx emissions. This system uses a heated
oxygen sensor 1 (front) in the exhaust manifold to monitor if the engine operation is rich or lean. The ECM
adjusts the injection pulse width according to the sensor voltage signal. For more information about the heated
oxygen sensor 1 (front), refer to EC-184. 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 (rear) is located downstream of the three way catalyst. Even if the switching char-
acteristics of the heated oxygen sensor 1 (front) shift, the air-fuel ratio is controlled to stoichiometric by the
signal from the heated oxygen sensor 2 (rear).
Open Loop ControlNLEC0014S05The 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 heated oxygen sensor 1 (front) or its circuit
+Insufficient activation of heated oxygen sensor 1 (front) at low engine coolant temperature
+High engine coolant temperature
+During warm-up
+When starting the engine
Mixture Ratio Self-learning ControlNLEC0014S06The mixture ratio feedback control system monitors the mixture ratio signal transmitted from the heated oxy-
gen sensor 1 (front). 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 basic mixture ratio is not necessarily con-
trolled as originally designed. Both manufacturing differences (i.e., mass air flow sensor hot film) and charac-
teristic changes during 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 ªinjection pulse durationº to automatically compensate for the difference between
the two ratios.
ªFuel trimº refers to the feedback compensation value compared against the basic injection duration. Fuel trim
includes short term fuel trim and long term fuel trim.
ªShort term fuel trimº is the short-term fuel compensation used to maintain the mixture ratio at its theoretical
value. The signal from the heated oxygen sensor 1 (front) indicates whether the mixture ratio is RICH or LEAN
compared to the theoretical 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.
ªLong term fuel trimº 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.
ENGINE AND EMISSION BASIC CONTROL SYSTEM
DESCRIPTION
QG18DE
Multiport Fuel Injection (MFI) System (Cont'd)
EC-36

Fuel Injection TimingNLEC0014S07
SEF337W
Two types of systems are used.
Sequential Multiport Fuel Injection System
NLEC0014S0701Fuel 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
NLEC0014S0702Fuel is injected simultaneously into all four cylinders twice each engine cycle. In other words, pulse signals of
the same width are simultaneously transmitted from the ECM.
The four 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-offNLEC0014S08Fuel to each cylinder is cut off during deceleration or operation of the engine at excessively high speeds.
Electronic Ignition (EI) System
DESCRIPTIONNLEC0015Input/Output Signal ChartNLEC0015S01
Sensor Input Signal to ECMECM func-
tionActuator
Crankshaft position sensor (POS) Engine speed
Ignition tim-
ing controlPower transistor Camshaft position sensor (PHASE) Engine speed and cylinder number
Mass air flow sensor Amount of intake air
Engine coolant temperature sensor Engine coolant temperature
Throttle position sensorThrottle position
Throttle valve idle position
Vehicle speed sensor Vehicle speed
Ignition switch Start signal
Knock sensor Engine knocking
PNP switch Gear position
Battery Battery voltage
ENGINE AND EMISSION BASIC CONTROL SYSTEM
DESCRIPTION
QG18DE
Multiport Fuel Injection (MFI) System (Cont'd)
EC-37

System DescriptionNLEC0015S02
SEF742M
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. This data forms the map shown above.
The ECM receives information such as the injection pulse width, crankshaft position sensor signal and cam-
shaft position sensor signal. Computing this information, ignition signals are transmitted to the power transis-
tor.
e.g., N: 1,800 rpm, Tp: 1.50 msec
AÉBTDC
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
+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.
Air Conditioning Cut Control
DESCRIPTIONNLEC0016Input/Output Signal ChartNLEC0016S01
Sensor Input Signal to ECMECM func-
tionActuator
Air conditioner switch Air conditioner ªONº signal
Air condi-
tioner cut
controlAir conditioner relay Throttle position sensor Throttle valve opening angle
Crankshaft position sensor (POS) Engine speed
Engine coolant temperature sensor Engine coolant temperature
Ignition switch Start signal
Refrigerant pressure sensor Refrigerant pressure
Vehicle speed sensor Vehicle speed
Power steering oil pressure switch Power steering operation
System DescriptionNLEC0016S02This 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.
ENGINE AND EMISSION BASIC CONTROL SYSTEM
DESCRIPTION
QG18DE
Electronic Ignition (EI) System (Cont'd)
EC-38

+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 the refrigerant pressure is excessively high or low.
Fuel Cut Control (at no load & high engine
speed)
DESCRIPTIONNLEC0017Input/Output Signal ChartNLEC0017S01
Sensor Input Signal to ECMECM func-
tionActuator
Vehicle speed sensor Vehicle speed
Fuel cut
controlInjectors PNP switch Neutral position
Throttle position sensor Throttle position
Engine coolant temperature sensor Engine coolant temperature
Crankshaft position sensor (POS) Engine speed
Camshaft position sensor (PHASE) Engine speed and cylinder number
If the engine speed is above 3,950 rpm with no load, (for example, in Neutral and engine speed over 4,000
rpm) fuel will be cut off after some time. The exact time when the fuel is cut off varies based on engine speed.
Fuel cut will operate until the engine speed reaches 1,150 rpm, then fuel cut is cancelled.
NOTE:
This function is different from deceleration control listed under ªMultiport Fuel Injection (MFI) Systemº,
EC-35.
Evaporative Emission System
DESCRIPTIONNLEC0018
SEF916WA
The evaporative emission system is used to reduce hydrocarbons emitted into the atmosphere from the fuel
system. This reduction of hydrocarbons is accomplished by activated charcoals in the EVAP canister.
The fuel vapor in the sealed fuel tank is led into the EVAP canister which contains activated carbon and the
vapor is stored there when the engine is not operating or when refueling to the fuel tank.
The vapor in the EVAP canister is purged by the air through the purge line to the intake manifold when the
engine is operating.
EVAP canister purge volume control solenoid valve is controlled by ECM. When the engine operates, the flow
ENGINE AND EMISSION BASIC CONTROL SYSTEM
DESCRIPTION
QG18DE
Air Conditioning Cut Control (Cont'd)
EC-39

rate of vapor controlled by EVAP canister purge volume control solenoid valve is proportionally regulated as
the air flow increases.
EVAP canister purge volume control solenoid valve also shuts off the vapor purge line during decelerating and
idling.
SEF917W
INSPECTIONNLEC0019EVAP CanisterNLEC0019S01Check EVAP canister as follows:
1. Block port B. Orally blow air through port A. Check that air
flows freely through port C with check valve resistance.
2. Block port A. Orally blow air through port B. Check that air
flows freely through port C.
SEF918W
SEF943S
Fuel Tank Vacuum Relief Valve (Built into fuel filler cap)NLEC0019S031. Wipe clean valve housing.
2. Check valve opening pressure and vacuum.
Pressure:
16.0 - 20.0 kPa (0.16 - 0.20 bar, 0.163 - 0.204 kg/cm
2,
2.32 - 2.90 psi)
Vacuum:
þ6.0 to þ3.5 kPa (þ0.060 to þ0.035 bar, þ0.061 to
þ0.036 kg/cm
2, þ0.87 to þ0.51 psi)
3. If out of specification, replace fuel filler cap as an assembly.
Evaporative Emission (EVAP) Canister Purge Volume
Control Solenoid Valve
NLEC0019S07Refer to EC-337.
Checking EVAP Vapour LinesNLEC0019S131. Visually inspect vapor lines for leaks, cracks, damage, loose
connections, chafing and deterioration.
2. Inspect vacuum relief valve of fuel tank filler cap for clogging,
sticking, etc. Refer to next page.
ENGINE AND EMISSION BASIC CONTROL SYSTEM
DESCRIPTION
QG18DE
Evaporative Emission System (Cont'd)
EC-40

EVAPORATIVE EMISSION LINE DRAWING=NLEC0020NOTE:
Do not use soapy water or any type of solvent while installing vacuum hoses or purge hoses.
SEF600Y
ENGINE AND EMISSION BASIC CONTROL SYSTEM
DESCRIPTION
QG18DE
Evaporative Emission System (Cont'd)
EC-41

Positive Crankcase Ventilation
DESCRIPTIONNLEC0022
SEF921W
This system returns blow-by gas to the intake collector.
The positive crankcase ventilation (PCV) valve is provided to conduct crankcase blow-by gas to the intake
manifold.
During partial throttle operation of the engine, the intake manifold sucks the blow-by gas through the PCV
valve.
Normally, the capacity of the valve is sufficient to handle any blow-by and a small amount of ventilating air.
The ventilating air is then drawn from the air duct into the crankcase. In this process the air passes through
the hose connecting air inlet tubes to rocker cover.
Under full-throttle condition, the manifold vacuum is insufficient to draw the blow-by flow through the valve.
The flow goes through the hose connection in the reverse direction.
On vehicles with an excessively high blow-by, the valve does not meet the requirement. This is because some
of the flow will go through the hose connection to the intake collector under all conditions.
SEF244Q
INSPECTIONNLEC0023PCV (Positive Crankcase Ventilation) ValveNLEC0023S01With engine running at idle, remove PCV valve from breather sepa-
rator. A properly working valve makes a hissing noise as air passes
through it. A strong vacuum should be felt immediately when a fin-
ger is placed over the valve inlet.
ET277
Ventilation HoseNLEC0023S021. Check hoses and hose connections for leaks.
2. Disconnect all hoses and clean with compressed air. If any
hose cannot be freed of obstructions, replace.
ENGINE AND EMISSION BASIC CONTROL SYSTEM
DESCRIPTION
QG18DE
Positive Crankcase Ventilation
EC-42

SEF094Y
SEF214Y
Fuel Pressure ReleaseNLEC0024Before disconnecting fuel line, release fuel pressure from fuel
line to eliminate danger.
WITH CONSULT-IINLEC0024S011. Start engine.
2. Perform ªFUEL PRESSURE RELEASEº in ªWORK SUP-
PORTº mode with CONSULT-II.
3. After engine stalls, crank it two or three times to release all fuel
pressure.
4. Turn ignition switch OFF.
JEF086Y
WITHOUT CONSULT-IINLEC0024S021. Remove fuse for fuel pump. Refer to fuse block cover for fuse
location.
2. Start engine.
3. After engine stalls, crank it two or three times to release all fuel
pressure.
4. Turn ignition switch OFF and reconnect fuel pump fuse.
JEF087Y
Fuel Pressure CheckNLEC0025+When reconnecting fuel line, always use new clamps.
+Make sure that clamp screw does not contact adjacent
parts.
+Use a torque driver to tighten clamps.
+Use Pressure Gauge to check fuel pressure.
+Do not perform fuel pressure check with system operat-
ing. Fuel pressure gauge may indicate false readings.
1. Release fuel pressure to zero.
2. Disconnect fuel hose between fuel filter and fuel tube (engine
side).
3. Install pressure gauge between fuel filter and fuel tube.
4. Start engine and check for fuel leakage.
5. Read the indication of fuel pressure gauge.
At idle speed:
With vacuum hose connected
Approximately 235 kPa (2.35 bar, 2.4 kg/cm
2,34
psi)
With vacuum hose disconnected
Approximately 294 kPa (2.94 bar, 3.0 kg/cm
2,43
psi)
BASIC SERVICE PROCEDUREQG18DE
Fuel Pressure Release
EC-43

If results are unsatisfactory, perform Fuel Pressure Regulator
Check, EC-44.
SEF718B
Fuel Pressure Regulator CheckNLEC00261. Stop engine and disconnect fuel pressure regulator vacuum
hose from intake manifold.
2. Plug intake manifold with a rubber cap.
3. Connect variable vacuum source to fuel pressure regulator.
4. Start engine and read indication of fuel pressure gauge as
vacuum is changed.
Fuel pressure should decrease as vacuum increases. If results
are unsatisfactory, replace fuel pressure regulator.
JEF088Y
SEF927W
Injector
REMOVAL AND INSTALLATIONNLEC00271. Release fuel pressure to zero.
2. Remove fuel tube assemblies in numerical sequence as
shown in the Figure at left.
3. Expand and remove clips securing fuel injectors.
4. Extract fuel injectors straight from fuel tubes.
+Be careful not to damage injector nozzles during removal.
+Do not bump or drop fuel injectors.
5. Install fuel injectors.
Carefully install O-rings, including the one used with the pres-
sure regulator.
+Lubricate O-rings with a smear of engine oil.
+Be careful not to damage O-rings with service tools or
finger nails or clips. Do not expand or twist O-rings.
+Discard old clips; replace with new ones.
6. Position clips in grooves on fuel injectors.
+Make sure that protrusions of fuel injectors are aligned
with cutouts of clips after installation.
BASIC SERVICE PROCEDUREQG18DE
Fuel Pressure Regulator Check
EC-44

JEF089Y
7. Align protrusions of fuel tubes with those of fuel injectors.
Insert fuel injectors straight into fuel tubes.
8. After properly inserting fuel injectors, check to make sure that
fuel tube protrusions are engaged with those of fuel injectors,
and that flanges of fuel tubes are engaged with clips.
JEF815Y
9. Tighten fuel tube assembly mounting nuts in numerical
sequence (indicated in the Figure at left) and in two stages.
: Tightening torque N´m (kg-m, ft-lb)
1st stage:
12 - 13 (1.2 - 1.4, 9 - 10)
2nd stage:
17 - 23 (1.7 - 2.4, 13 - 17)
10. Insert fuel hoses into fuel tubes so that ends of fuel hoses butt
up against fuel tubes; fasten with clamps, avoiding bulges.
CAUTION:
After properly connecting fuel tube assembly to injector and
fuel hose, check connection for fuel leakage.
BASIC SERVICE PROCEDUREQG18DE
Injector (Cont'd)
EC-45