sensor NISSAN TEANA 2003 Service Manual

ENGINE CONTROL SYSTEM
EC-359
[VQ]
C
D
E
F
G
H
I
J
K
L
MA
EC

MIXTURE RATIO FEEDBACK CONTROL (CLOSED LOOP CONTROL)
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
heated oxygen 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
heated oxygen sensor 1, refer to EC-486, "
DTC P0132, P0152 HO2S1" . 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 heated oxygen 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 heated oxygen sensor 1 or its circuit

Insufficient activation of heated oxygen 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 heated oxygen
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 basic 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 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 heated oxygen sensor 1 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.
“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.
PBIB2938E

EC-360
[VQ]
ENGINE CONTROL SYSTEM

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 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.
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) SystemBBS004XK
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 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
SEF179U
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

ENGINE CONTROL SYSTEM
EC-361
[VQ]
C
D
E
F
G
H
I
J
K
L
MA
EC


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)BBS004XL
INPUT/OUTPUT SIGNAL CHART
*: This signal is sent to the ECM through CAN communication line.
SYSTEM DESCRIPTION
If the engine speed is above 1,800 rpm under no load (for example, the shift position is neutral and engine
speed over is 1,800 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 be operated until the engine speed reaches 1,500 rpm, then fuel cut will be cancelled.
NOTE:
This function is different from deceleration control listed under EC-358, "
Multiport Fuel Injection (MFI) System"
.
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*

EC-362
[VQ]
AIR CONDITIONING CUT CONTROL

AIR CONDITIONING CUT CONTROLPFP:23710
Input/Output Signal ChartBBS004XM
*1: This signal is sent to the ECM through CAN communication line.
*2: This signal is sent from the ECM through CAN communication line.
*3: ECM determines the start signal status by the signals of engine speed and battery voltage.
System DescriptionBBS004XN
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 conditioning
cut controlAir conditioner relay*2
Accelerator pedal position sensor Accelerator pedal position
Crankshaft position sensor (POS)
Camshaft position sensor (PHASE)Engine speed*
3
Engine coolant temperature sensor Engine coolant temperature
Battery
Battery voltage*
3
Refrigerant pressure sensor Refrigerant pressure
Power steering pressure sensor Power steering operation
Wheel sensor
Vehicle speed*
1

AUTOMATIC SPEED CONTROL DEVICE (ASCD)
EC-363
[VQ]
C
D
E
F
G
H
I
J
K
L
MA
EC

AUTOMATIC SPEED CONTROL DEVICE (ASCD)PFP:18930
System DescriptionBBS004XO
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.)
ACCELERATOR 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/TCS 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.
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)
switchGear position
Wheel sensor Vehicle speed*
TCM Powertrain revolution*

ON BOARD DIAGNOSTIC (OBD) SYSTEM
EC-373
[VQ]
C
D
E
F
G
H
I
J
K
L
MA
EC

ON BOARD DIAGNOSTIC (OBD) SYSTEMPFP:00028
IntroductionBBS004XW
The ECM has an on board diagnostic system, which detects malfunctions related to engine sensors or actua-
tors. The ECM also records various emission-related diagnostic information including:
The above information can be checked using procedures listed in the table below.
×: Applicable —: Not applicable
*: When DTC and 1st trip DTC simultaneously appear on the display, they cannot be clearly distinguished from each other.
The malfunction indicator (MI) on the instrument panel lights up when the same malfunction is detected in two
consecutive trips (Two trip detection logic), or when the ECM enters fail-safe mode. (Refer to EC-401, "
Fail-
Safe Chart" .)
Two Trip Detection LogicBBS004XX
When a malfunction is detected for the first time, 1st trip DTC and 1st trip Freeze Frame data are stored in the
ECM memory. The MI will not light up at this stage. <1st trip>
If the same malfunction is detected again during the next drive, the DTC and Freeze Frame data are stored in
the ECM memory, and the MI lights up. The MI lights up at the same time when the DTC is stored. <2nd trip>
The “trip” in the “Two Trip Detection Logic” means a driving mode in which self-diagnosis is performed during
vehicle operation. When the ECM enters fail-safe mode (Refer to EC-401, "
Fail-Safe Chart" .), the DTC is
stored in the ECM memory even in the 1st trip.
When there is an open circuit on MI circuit, the ECM cannot warn the driver by lighting up MI when there is
malfunction on engine control system.
Therefore, when electrical controlled throttle and part of ECM related diagnoses are continuously detected as
NG for 5 trips, ECM warns the driver that engine control system malfunctions and MI circuit is open by means
of operating fail-safe function.
The fail-safe function also operates when above diagnoses except MI circuit are detected and demands the
driver to repair the malfunction.
Emission-related Diagnostic InformationBBS004XY
EMISSION-RELATED DIAGNOSTIC INFORMATION ITEMS
×: Applicable –: Not applicable Emission-related diagnostic information
Diagnostic Trouble Code (DTC)
Freeze Frame data
1st Trip Diagnostic Trouble Code (1st Trip DTC)
1st Trip Freeze Frame data
DTC 1st trip DTC Freeze Frame data 1st trip Freeze Frame data
CONSULT-II×× × ×
ECM××*— —
Engine operating condition in fail-safe mode Engine speed will not rise more than 2,500 rpm due to the fuel cut
Items
(CONSULT-II screen terms)DTC*1
Trip MI Reference page
CONSULT-II
ECM*2
CAN COMM CIRCUIT U1000
1000*32—EC-458
CAN COMM CIRCUIT U1001
1001*3 2—EC-458
NO DTC IS DETECTED.
FURTHER TESTING
MAY BE REQUIRED.P0000 0000—— —
INT/V TIM CONT-B1 P0011 0011 2 —EC-461
INT/V TIM CONT-B2 P0021 0021 2 —EC-461
MAF SEN/CIRCUIT P0102 0102 1×EC-466
MAF SEN/CIRCUIT P0103 0103 1×EC-466
ECT SEN/CIRC P0117 0117 2×EC-474

EC-374
[VQ]
ON BOARD DIAGNOSTIC (OBD) SYSTEM

ECT SEN/CIRC P0118 0118 2×EC-474
TP SEN 2/CIRC P0122 0122 1×EC-479
TP SEN 2/CIRC P0123 0123 1×EC-479
HO2S1 (B1) P0132 0132 2×EC-486
HO2S1 (B1) P0134 0134 2×EC-496
HO2S1 (B2) P0152 0152 2×EC-486
HO2S1 (B2) P0154 0154 2×EC-496
TP SEN 1/CIRC P0222 0222 1×EC-505
TP SEN 1/CIRC P0223 0223 1×EC-505
KNOCK SEN/CIRC-B1 P0327 0327 2 —EC-512
KNOCK SEN/CIRC-B1 P0328 0328 2 —EC-512
CKP SEN/CIRCUIT P0335 0335 2×EC-517
CMP SEN/CIRC-B1 P0340 0340 2×EC-524
CMP SEN/CIRC-B2 P0345 0345 2×EC-524
PW ST P SEN/CIRC P0550 0550 2 —EC-533
ECM P0605 0605 1 or 2× or —EC-538
ECM BACK UP/CIRCUIT P1065 1065 2×EC-541
I N T / V T I M V / C I R - B 1 P 1111 1111 2×EC-545
ETC ACTR P1121 1121 1×EC-552
ETC FUNCTION/CIRC P1122 1122 1×EC-555
ETC MOT PWR P1124 1124 1×EC-562
ETC MOT PWR P1126 1126 1×EC-562
ETC MOT P1128 1128 1×EC-568
INT/V TIM V/CIR-B2 P1136 1136 2×EC-545
TCS C/U FUNCTN P1211 1211 2 —EC-573
TCS/CIRC P1212 1212 2 —EC-574
ENG OVER TEMP P1217 1217 1×EC-575
CTP LEARNING P1225 1225 2 —EC-586
CTP LEARNING P1226 1226 2 —EC-588
SENSOR POWER/CIRC P1229 1229 1×EC-590
ASCD SW P1564 1564 1 —EC-595
ASCD BRAKE SW P1572 1572 1 —EC-602
ASCD VHL SPD SEN P1574 1574 1 —EC-611
NATS MALFUNCTION P1610 - P1615 1610 - 1615 2 —BL-139
CVT C/U FUNCT P1700 1700 1 —EC-613
P-N POS SW/CIRCUIT P1706 1706 2×EC-614
IN PULY SPEED P1715 1715 2 —EC-622
V/SP SEN (A/T OUT) P1720 1720 2 —EC-624
BRAKE SW/CIRCUIT P1805 1805 1×EC-626
APP SEN 1/CIRC P2122 2122 1×EC-631
APP SEN 1/CIRC P2123 2123 1×EC-631
APP SEN 2/CIRC P2127 2127 1×EC-638
APP SEN 2/CIRC P2128 2128 1×EC-638
Items
(CONSULT-II screen terms)DTC*1
Trip MI Reference page
CONSULT-II
ECM*2

ON BOARD DIAGNOSTIC (OBD) SYSTEM
EC-375
[VQ]
C
D
E
F
G
H
I
J
K
L
MA
EC

*1: 1st trip DTC No. is the same as DTC No.
*2: In Diagnostic Test Mode II (Self-diagnostic results)
*3: The trouble shooting for this DTC needs CONSULT-II.
DTC AND 1ST TRIP DTC
The 1st trip DTC (whose number is the same as the DTC number) is displayed for the latest self-diagnostic
result obtained. If the ECM memory was cleared previously, and the 1st trip DTC did not reoccur, the 1st trip
DTC will not be displayed.
If a malfunction is detected during the 1st trip, the 1st trip DTC is stored in the ECM memory. The MI will not
light up (two trip detection logic). If the same malfunction is not detected in the 2nd trip (meeting the required
driving pattern), the 1st trip DTC is cleared from the ECM memory. If the same malfunction is detected in the
2nd trip, both the 1st trip DTC and DTC are stored in the ECM memory and the MI lights up. In other words,
the DTC is stored in the ECM memory and the MI lights up when the same malfunction occurs in two consec-
utive trips. If a 1st trip DTC is stored and a non-diagnostic operation is performed between the 1st and 2nd
trips, only the 1st trip DTC will continue to be stored. For fail-safe items, the DTC is stored in the ECM memory
even in the 1st trip.
Procedures for clearing the DTC and the 1st trip DTC from the ECM memory are described in EC-376, "
HOW
TO ERASE EMISSION-RELATED DIAGNOSTIC INFORMATION" .
When a 1st trip DTC is detected, check, print out or write down and erase (1st trip) DTC and Freeze Frame
data as specified in Work Flow procedure Step 2, refer to EC-395, "
WORK FLOW" . Then perform DTC Con-
firmation Procedure or Overall Function Check to try to duplicate the malfunction. If the malfunction is dupli-
cated, the item requires repair.
How to Read DTC and 1st Trip DTC
DTC and 1st trip DTC can be read by the following methods.
With CONSULT-II
CONSULT-II displays the DTC in “SELF-DIAG RESULTS” mode. Examples: P0117, P0340, P1065, etc.
(CONSULT-II also displays the malfunctioning component or system.)
Without CONSULT-II
The number of blinks of the MI in the Diagnostic Test Mode II (Self-Diagnostic Results) indicates the DTC.
Example: 0117, 0340, 1065, etc.

1st trip DTC No. is the same as DTC No.

Output of a DTC indicates a malfunction. However, the Diagnostic Test Mode II does not indicate
whether the malfunction is still occurring or has occurred in the past and has returned to normal.
CONSULT-II can identify malfunction status as shown below. Therefore, using CONSULT-II (if avail-
able) is recommended.
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].
TP SENSOR P2135 2135 1×EC-645
APP SENSOR P2138 2138 1×EC-652
Items
(CONSULT-II screen terms)DTC*1
Trip MI Reference page
CONSULT-II
ECM*2
PBIB0911E

ON BOARD DIAGNOSTIC (OBD) SYSTEM
EC-377
[VQ]
C
D
E
F
G
H
I
J
K
L
MA
EC

–1st trip freeze frame data
Actual work procedures are explained using a DTC as an example. Be careful so that not only the DTC, but all
of the data listed above, are cleared from the ECM memory during work procedures.
Malfunction Indicator (MI)BBS005AX
DESCRIPTION
The MI is located on the instrument panel.
1. The MI will light up when the ignition switch is turned ON without
the engine running. This is a bulb check.
If the MI does not light up, refer to DI-35, "
WARNING LAMPS"
or see EC-763 .
2. When the engine is started, the MI should go off.
If the MI remains on, the on board diagnostic system has
detected an engine system malfunction.
ON BOARD DIAGNOSTIC SYSTEM FUNCTION
The on board diagnostic system has the following four functions.
When there is an open circuit on MI circuit, the ECM can not warn the driver by lighting up MI when there is
trouble on engine control system.
Therefore, when electrical controlled throttle and part of ECM related diagnoses is continuously detected as
NG for 5 trips, ECM warns the driver that engine control system malfunctions and MI circuit is open by means
of operating fail-safe function.
The fail-safe function also operate when above diagnoses except MI circuit are detected and demands the
driver to repair the trouble.
SAT652J
Diagnostic Test
ModeKEY and ENG
StatusFunction Explanation of Function
Mode I Ignition switch in
ON position
Engine stoppedBULB CHECK This function checks the MI bulb for damage (blown, open
circuit, etc.).
If the MI does not come on, check MI circuit.
Engine running MALFUNCTION
WARNINGThis is a usual driving condition. When a malfunction is
detected twice in two consecutive driving cycles (two trip
detection logic), the MI will light up to inform the driver that
a malfunction has been detected.
One trip detection diagnosis will light up or blink the MI in
the 1st trip.
Mode II Ignition switch in
ON position
Engine stoppedSELF-DIAGNOSTIC
RESULTSThis function allows DTCs and 1st trip DTCs to be read.
Engine running HEATED OXYGEN SENSOR 1
MONITORThis function allows the fuel mixture condition (lean or
rich), monitored by heated oxygen sensor 1, to be read.
Engine operating condition in fail-safe mode Engine speed will not rise more than 2,500 rpm due to the fuel cut

EC-378
[VQ]
ON BOARD DIAGNOSTIC (OBD) SYSTEM

MI Flashing without DTC
If the ECM is in Diagnostic Test Mode II, MI may flash when engine is running. In this case, check ECM diag-
nostic test mode. Refer to EC-378, "
HOW TO SWITCH DIAGNOSTIC TEST MODE" .
How to switch the diagnostic test (function) modes, and details of the above functions are described later EC-
378, "HOW TO SWITCH DIAGNOSTIC TEST MODE" .
The following emission-related diagnostic information is cleared when the ECM memory is erased.

Diagnostic trouble codes

1st trip diagnostic trouble codes

Freeze frame data

1st trip freeze frame data
HOW TO SWITCH DIAGNOSTIC TEST MODE
NOTE:

It is better to count the time accurately with a clock.

It is impossible to switch the diagnostic mode when an accelerator pedal position sensor circuit
has a malfunction.

Always ECM returns to Diagnostic Test Mode I after ignition switch is turned OFF.
How to Set Diagnostic Test Mode II (Self-diagnostic Results)
1. Confirm that accelerator pedal is fully released, turn ignition switch ON and wait 3 seconds.
2. Repeat the following procedure quickly five times within 5 seconds.
a. Fully depress the accelerator pedal.
b. Fully release the accelerator pedal.
3. Wait 7 seconds, fully depress the accelerator pedal and keep it for approx. 10 seconds until the MI starts
blinking.
4. Fully release the accelerator pedal.
ECM has entered to Diagnostic Test Mode II (Self-diagnostic results).
How to Set Diagnostic Test Mode II (Heated Oxygen Sensor 1 Monitor)
1. Set the ECM in Diagnostic Test Mode II (Self-diagnostic results). Refer to EC-378, "How to Set Diagnostic
Test Mode II (Self-diagnostic Results)" .
2. Start Engine.
ECM has entered to Diagnostic Test Mode II (Heated oxygen sensor 1 monitor).
ECM will start heated oxygen sensor 1 monitoring from the bank 1 sensor.
How to Switch Monitored Sensor From Bank 1 to Bank 2 or Vice Versa
1. Fully depress the accelerator pedal quickly and then release it immediately.
PBIB0092E