change time NISSAN TEANA 2014 Owner's Manual

DIAGNOSIS SYSTEM (BCM)DLK-45
< SYSTEM DESCRIPTION >
C
D E
F
G H
I
J
L
M A
B
DLK
N
O P
ACTIVE TEST
VEH SPEED 2 [mph/km/h] ×Indicates condition of vehicle speed signal received from combination
meter on CAN communication line.
DOOR STAT -DR [LOCK/READY/UNLK] ×Indicates condition of driver side door status.
DOOR STAT -AS [LOCK/READY/UNLK] ×Indicates condition of passenger side door status.
DOOR STAT -RR [LOCK/READY/UNLK] ×Indicates condition of rear right side door status.
DOOR STAT -RL [LOCK/READY/UNLK] ×Indicates condition of rear left side door status.
ID OK FLAG [Set/Reset] Indicates condition of Intelligent Key ID.
PRMT ENG STRT [Set/Reset] Indicates condition of engine start possibility.
PRMT RKE STRT [Set/Reset] Indicates condition of engine start possibility from Intelligent Key.
I-KEY OK FLAG [Key ON/Key OFF] ×Indicates condition of Intelligent Key OK flag.
PRBT ENG STRT [Set/Reset] Indicates condition of engine start prohibit.
ID AUTHENT CANCEL TIMER [STOP] Indicates condition of Intelligent Key ID authentication.
ACC BATTERY SAVER [STOP] Indicate s condition of battery saver.
CRNK PRBT TMR [On/Off] In dicates condition of crank prohibit timer.
AUT CRNK TMR [On/Off] Indicates condition of automatic engine crank timer from Intelligent Key.
CRNK PRBT TME [sec] I ndicates condition of engine crank prohibit time.
AUTO CRNK TME [sec] Indicates co ndition of automatic engine crank time from Intelligent Key.
CRANKING TME [sec] Indicates condition of engine cranking time from Intelligent Key.
DETE SW PWR [On/Off] Indicates condition of detent switch voltage.
ACC RLY -REQ [On/Off] Indicates condition of accessory relay control request.
RKE OPE COUN1 [0-19] ×When remote keyless entry receiver receives the signal transmitted while
operating on Intelligent Key, the numerical value start changing.
RKE OPE COUN2 [0-19] ×When remote keyless entry receiver receives the signal transmitted while
operating on Intelligent Key, the numerical value start changing.
TRNK/HAT MNTR [On/Off] Indicates condition of trunk room lamp switch.
RKE-LOCK [On/Off] Indicates condition of lock signal from Intelligent Key.
RKE-UNLOCK [On/Off] Indicates condition of unlock signal from Intelligent Key.
RKE-TR/BD [On/Off] Indicates condition of trunk open signal from Intelligent Key.
RKE-PANIC [On/Off] Indicates condition of panic signal from Intelligent Key.
RKE-MODE CHG [On/Off] Indicates condition of mode change signal from Intelligent Key. Monitor Item [Unit] Main Description
Test Item Description
INTELLIGENT KEY LINK (CAN) This test is able to check Intelligent Key iden
tification number [Off/ID No1/ID N02/ID No3/ID
No4/ID No5].
INT LAMP This test is able to check interior room lamp operation [On/Off].
FLASHER This test is able to check hazard lamp operation [LH/RH/Off].
HORN This test is able to check horn operation [On].
BATTERY SAVER This test is able to check battery saver operation [On/Off].
TRUNK/BACK DOOR This test is able to check trunk actuator operation [Open].
OUTSIDE BUZZER This test is able to check In telligent Key warning buzzer operation [On/Off].
INSIDE BUZZER This test is able to check combination meter warning chime operation [Take Out/Knob/Key/
Off].
INDICATOR This test is able to check combination meter warning lamp operation [KEY ON/KEY IND/Off].
IGN CONT2 This test is able to check ignition relay-2 control operation [On/Off].
ENGINE SW ILLUMI This test is able to check push-bu tton ignition switch START indicator operation [On/Off].
Revision: November 20132014 Altima NAMRevision: November 20132014 Altima NAM

SQUEAK AND RATTLE TROUBLE DIAGNOSESDLK-167
< SYMPTOM DIAGNOSIS >
C
D E
F
G H
I
J
L
M A
B
DLK
N
O P
3. Loose screws at console attachment points.
SEATS
When isolating seat noise it's important to note the pos ition the seat is in and the load placed on the seat when
the noise is present. These conditions should be duplic ated when verifying and isolating the cause of the
noise.
Cause of seat noise include:
1. Headrest rods and holder
2. A squeak between the seat pad cushion and frame
3. The rear seatback lock and bracket
These noises can be isolated by moving or pressing on the suspected components while duplicating the con-
ditions under which the noise occurs. Most of thes e incidents can be repaired by repositioning the component
or applying urethane tape to the contact area.
UNDERHOOD
Some interior noise may be caused by components under the hood or on the engine wall. The noise is then
transmitted into the passenger compartment.
Causes of transmitted underhood noise include:
1. Any component installed to the engine wall
2. Components that pass through the engine wall
3. Engine wall mounts and connectors
4. Loose radiator installation pins
5. Hood bumpers out of adjustment
6. Hood striker out of adjustment
These noises can be difficult to isolate since they cannot be reached from the interior of the vehicle. The best
method is to secure, move or insulate one component at a time and test drive the vehicle. Also, engine rpm or
load can be changed to isolate the noise. Repairs can usually be made by moving, adjusting, securing, or
insulating the component causing the noise.
Revision: November 20132014 Altima NAMRevision: November 20132014 Altima NAM

EC-44
< SYSTEM DESCRIPTION >[QR25DE]
SYSTEM
conditioner)
INFOID:0000000009462093
SYSTEM DIAGRAM
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). T he amount of fuel injected is a program value in the
ECM memory. The program value is preset by engi ne operating conditions. These conditions are determined
by input signals (for engine speed and intake air) from t he crankshaft position sensor (POS), camshaft position
sensor (PHASE) and the ma ss air flow sensor.
VARIOUS FUEL INJECTION I NCREASE/DECREASE COMPENSATION
In addition, the amount of fuel injected is compens ated 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
JPBIA5978GB
Revision: November 20132014 Altima NAMRevision: November 20132014 Altima NAM

SYSTEMEC-45
< SYSTEM DESCRIPTION > [QR25DE]
C
D E
F
G H
I
J
K L
M A
EC
NP
O
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 then better r educe CO, HC and NOx emissions. This system uses A/F
sensor 1 in the exhaust manifold to monitor whether t he engine operation is rich or lean. The ECM adjusts the
injection pulse width according to the sensor voltage si gnal. For more information about A/F sensor 1, refer to
EC-32, "Air Fuel Ratio (A/F) Sensor 1"
. This maintains the mixture rati o 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 rati o is controlled to stoichiometric by the signal from heated
oxygen sensor 2.
• Open Loop Control
The open loop system condition refers to when the EC M 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 cont rols 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 air 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 ca rried 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.
PBIB2793E
Revision: November 20132014 Altima NAMRevision: November 20132014 Altima NAM

EC-48
< SYSTEM DESCRIPTION >[QR25DE]
SYSTEM
“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 long-term to compensate for continual deviation
of the short term fuel trim from t he 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 four cylinder s 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-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 speeds.
ELECTRIC IGNITION SYSTEM
ELECTRIC IGNITION SYSTEM : System DescriptionINFOID:0000000009462095
SYSTEM DIAGRAM
SYSTEM DESCRIPTION
Firing order: 1 - 3 - 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.
SEF337W
JPBIA3193GB
Revision: November 20132014 Altima NAMRevision: November 20132014 Altima NAM

EC-64
< SYSTEM DESCRIPTION >[QR25DE]
SYSTEM
The ASCD operation status is indicated by two indica
tors (CRUISE and SET on the information display) on the
combination meter. If any malfunction occurs in AS CD system, SET indicator blinks and ASCD control is deac-
tivated.
NOTE:
Always drive vehicle in safe manner according to traffic conditions and obey all traffic laws.
SET OPERATION
Press MAIN switch. (CRUISE is indicated on the information display.)
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 is indicated on the information display.)
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 r eaches 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
• 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 indicators.
• Engine coolant temperature is slightly higher than t he normal operating temperature, CRUISE indicator may
blink slowly.
When the engine coolant temperature decreases to the normal operating temperature, CRUISE indicator will
stop blinking and the cruise operation will be able to wo rk by pressing SET/COAST switch or RESUME/
ACCELERATE switch.
• Malfunction for some self-diagnoses regarding AS CD control: SET indicator will blink quickly.
If MAIN switch is turned to OFF during ASCD is acti vated, all of ASCD operations will be canceled and vehicle
speed memory will be erased.
COAST OPERATION
When the SET/COAST switch is press ed during cruise control driving, decrease vehicle set speed until the
switch is released. And then ASCD will keep the new set speed.
RESUME OPERATION
When the RESUME/ACCELERATE switch is pressed after cancel operation other than pressing MAIN switch
is performed, vehicle speed will return to last set s peed. To resume vehicle set speed, vehicle condition must
meet following conditions.
• Brake pedal is released
• Selector lever is in other than P and N positions
• Vehicle speed is greater than 40 km/h (25 MPH) and less than 144 km/h (89 MPH)
CAN COMMUNICATION
CAN COMMUNICATION : System DescriptionINFOID:0000000009462108
CAN (Controller Area Network) is a serial communication line for real time application. It is an on-vehicle mul-
tiplex communication line with high data communication s peed and excellent error detection ability. Many elec-
tronic control units are equipped onto a vehicle, and each control unit shares information and links with other
control units during operation (not independent). In CA N communication, control units are connected with 2
communication lines (CAN H line, CAN L line) allowing a high rate of information transmission with less wiring.
Each control unit transmits/receives data but selectively reads required data only.
Refer to LAN-32, "CAN COMMUNICA TION SYSTEM : CAN Communication Signal Chart"
, about CAN com-
munication for detail.
Revision: November 20132014 Altima NAMRevision: November 20132014 Altima NAM

EC-68
< SYSTEM DESCRIPTION >[QR25DE]
DIAGNOSIS SYSTEM (ECM)
Only one set of freeze frame data (either 1st trip freez
e frame data or freeze frame data) can be stored in the
ECM. 1st trip freeze frame data is stored in the ECM me mory 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 saved 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 fr eeze frame data is stored in the ECM memory and freeze
frame data with the same priority occurs later, t he first (original) freeze frame data remains unchanged in the
ECM memory.
Both 1st trip freeze frame data and freeze frame dat a (along with the DTCs) are cleared when the ECM mem-
ory is erased.
DIAGNOSIS DESCRIPTION : Counter SystemINFOID:0000000009462114
RELATIONSHIP BETWEEN MIL, 1ST TRIP DTC, DTC, AND DETECTABLE ITEMS
• When a malfunction is detected for the first time, the 1st trip DTC and the 1st trip freeze frame data are
stored in the ECM memory.
• When the same malfunction is detected in two consec utive trips, the DTC and the freeze frame data are
stored in the ECM memory, and the MIL will come on.
• The MIL will turn OFF after the vehicle is driven 3 time s (driving pattern B) with no malfunction. The drive is
counted only when the recorded driving pattern is met (as stored in the ECM). If another malfunction occurs
while counting, the counter will reset.
• The DTC and the freeze frame data will be stored until the vehicle is driven 40 times (driving pattern A) with-
out the same malfunction recurring (except for Misfire and Fuel Injection System). For Misfire and Fuel Injec-
tion System, the DTC and freez e frame data will be stored until the vehicle is driven 80 times (driving pattern
C) without the same malfunction recurring. The “TIM E” in “SELF-DIAGNOSTIC RESULTS” mode of CON-
SULT will count the number of times the vehicle is driven.
• The 1st trip DTC is not displayed when the self-diagnosis results in OK for the 2nd trip.
COUNTER SYSTEM CHART
For details about patterns B and C under “Fuel Inject ion System” and “Misfire”, see “EXPLANATION FOR
DRIVING PATTERNS FOR “MISFIRE ”, “FUEL INJECTION SYS-
TEM”.
For details about patterns A and B under Other, s ee “EXPLANATION FOR DRIVING PATTERNS FOR “MIS-
FIRE ”, “FUEL INJECTION SYSTEM”.
• *1: Clear timing is at the moment OK is detected.
• *2: Clear timing is when the same ma lfunction is detected in the 2nd trip.
Relationship Between MIL, DTC, 1st Trip DTC and Driving Patterns for “Misfire terioration>”, “Fuel Injection System”
Priority Items
1 Freeze frame data Misfire — DTC: P0300 – P0304
Fuel Injection System Function — DTC: P0171, P0172
2 Except the above items
3 1st trip freeze frame data
Items Fuel Injection System Misfire Other
MIL (turns OFF) 3 (pattern B) 3 (pattern B) 3 (pattern B)
DTC, Freeze Frame Data (no display) 80 (p attern C) 80 (pattern C) 40 (pattern A)
1st Trip DTC (clear) 1 (pattern C), *1 1 (pattern C), *1 1 (pattern B)
1st Trip Freeze Frame Data (clear) *1, *2 *1, *2 1 (pattern B)
Revision: November 20132014 Altima NAMRevision: November 20132014 Altima NAM

EC-76
< SYSTEM DESCRIPTION >[QR25DE]
DIAGNOSIS SYSTEM (ECM)
NOTE:
Wait until the same DTC (or 1st trip DTC) appears to completely confirm all DTCs.
How to Read Self-diagnostic Results
The DTC and 1st trip DTC are indicated by the number of blinks of the MIL as shown below.
The DTC and 1st trip DTC are displayed at the same time. If the MIL does not illuminate in diagnostic test
mode I (Malfunction warning), all displayed items are 1s t trip DTCs. If only one code is displayed when the MIL
illuminates in “malfunction warning” mode, it is a DTC; if two or more codes are displayed, they may be either
DTCs or 1st trip DTCs. DTC No. is same as that of 1st trip DTC. These unidentified codes can be identified by
using the CONSULT or GST. A DTC will be used as an example for how to read a code.
A particular trouble code can be identified by the number of four-digit numeral flashes per the following.
The length of time the 1,000th-digit numeral flashes on and off is 1.2 seconds consisting of an ON (0.6-sec-
onds) - OFF (0.6-seconds) cycle.
The 100th-digit numeral and lower digit numerals consis t of a 0.3-seconds ON and 0.3-seconds OFF cycle.
A change from one digit numeral to another occurs at an inte rval of 1.0-second OFF. In other words, the later
numeral appears on the display 1.3 seconds after the former numeral has disappeared.
A change from one trouble code to another occurs at an interval of 1.8-seconds OFF.
PBIB0092E
PBIB3005E
Number 0123456789ABCDEF
Flashes 10123456789111213141516
Revision: November 20132014 Altima NAMRevision: November 20132014 Altima NAM

DIAGNOSIS SYSTEM (ECM)EC-85
< SYSTEM DESCRIPTION > [QR25DE]
C
D E
F
G H
I
J
K L
M A
EC
NP
O
WORK SUPPORT MODE
Work Item
*: This function is not necessary in the usual service procedure.
ACTIVE TEST MODE
Test Item
Work item Condition Usage
IDLE AIR VOL LEARN • The idle air volume that keeps the engine within the spec- ified range is memorized in ECM. When learning the idle air volume
EVAP SYSTEM CLOSE Close the EVAP canister vent control valve in order to make
EVAP system close under the following conditions.
• Ignition switch ON
• Engine not running
• Ambient temperature is above 0 °C (32 °F).
• No vacuum and no high pressure in EVAP system
• Fuel tank temp is more than 0 °C (32 °F).
• Within 10 minutes after starting “EVAP SYSTEM CLOSE”
• When trying to execute “EVAP SYSTEM CLOSE” under the condition except above, CONSULT will discontinue it
and display appropriate instruction.
NOTE:
When starting engine, CONSULT may display “BAT-
TERY VOLTAGE IS LOW. CHARGE BATTERY”, even in
when using a charged battery. When detecting EVAP vapor leak
in the EVAP system
FUEL PRESSURE RELEASE • Fuel pump will st op by touching “START” during idling.
Crank a few times after engine stalls. When releasing fuel pressure from
fuel line
TARGET IGN TIM ADJ* • Idle condition When adjusting target ignition tim- ing
TARGET IDLE RPM ADJ* • Idle condition When setting target idle speed
VIN REGISTRATION • In this mode , VIN is registered in ECM. When registering VIN in ECM
SELF-LEARNING CONT • The coefficient of self-learning control mixture ratio returns to the original coefficient. When clearing mixture ratio self-
learning value
CLSD THL POS LEARN • Ignition on and engine stopped. When learning the throttle valve
closed position
SAVING DATA FOR REPLC CPU In th is mode, save data that is in ECM. When ECM is replaced.
WRITING DATA FOR REPLC CPU In this mode, write data stored by “SAVE DATA FOR CPU
REPLC” in work support mode to ECM. When ECM is replaced.
Test item Condition Judgment Check item (Remedy)
FUEL INJECTION • Engine: Return to the original
trouble condition
• Change the amount of fuel injec- tion using CONSULT. If trouble symptom disappears, see
CHECK ITEM. • Harness and connectors
• Fuel injector
• Air fuel ratio (A/F) sensor 1
ENG COOLANT
TEMP • Engine: Return to the original
trouble condition
• Change the engine coolant tem- perature using CONSULT. If trouble symptom disappears, see
CHECK ITEM. • Harness and connectors
• Engine coolant temperature
sensor
• Fuel injector
PURG VOL CONT/V • Engine: After warming up, run en-
gine at 1,500 rpm.
• Change the EVAP canister purge volume control solenoid valve
opening percent using CON-
SULT. Engine speed changes according
to the opening percent. • Harness and connectors
• Solenoid valve
FUEL/T TEMP SEN • Change the fuel tank temperature using CONSULT.
Revision: November 20132014 Altima NAMRevision: November 20132014 Altima NAM

EC-86
< SYSTEM DESCRIPTION >[QR25DE]
DIAGNOSIS SYSTEM (ECM)
*: Leaving cooling fan OFF with CONSULT while engine is running may cause the engine to overheat.
DTC WORK SUPPORT MODE
DTC WORK SUPPORT Mode
ALTERNATOR
DUTY • Engine: Idle
• Change duty ratio using CON-
SULT. Battery voltage changes.
• Harness and connectors
•IPDM E/R
•Alternator
FUEL PUMP RELAY • Ignition switch: ON (Engine
stopped)
• Turn the fuel pump relay “ON”
and “OFF” using CONSULT and
listen to operating sound. Fuel pump relay makes the operat-
ing sound. • Harness and connectors
• Fuel pump relay
VIAS S/V-1 • Ignition switch: ON
• Turn intake manifold tuning valve
“ON” and “OFF” using CONSULT
and listen to operating sound. Intake manifold tuning valve motor
makes an operating sound. • Harness and connectors
• Intake manifold tuning valve mo- tor
TUMBLE CONTROL
VA LV E • Ignition switch: ON
• Turn intake manifold runner con-
trol valve “ON” and “OFF” using
CONSULT and listen to operating
sound. Intake Manifold Runner control
valve motor makes an operating
sound. • Harness and connectors
• Intake Manifold Runner control valve motor
IGNITION TIMING • Engine: Return to the original
trouble condition
• Timing light: Set
• Retard the ignition timing using
CONSULT. If trouble symptom disappears, see
CHECK ITEM. • Perform Idle Air Volume Learn-
ing.
POWER BALANCE • Engine: After warming up, idle the
engine.
• A/C switch OFF
• Selector lever: P or N
• Cut off each fuel injector signal one at a time using CONSULT. Engine runs rough or stops. • Harness and connectors
• Compression
• Fuel injector
• Power transistor
• Spark plug
• Ignition coil
VENT CONTROL/V • Ignition switch: ON (Engine
stopped)
• Turn solenoid valve “ON” and “OFF” using CONSULT and listen
to operating sound. Solenoid valve makes an operating
sound. • Harness and connectors
• Solenoid valve
INT V/T ASSIGN AN-
GLE • Engine: Return to the original
trouble condition
• Change intake valve timing using
CONSULT. If trouble symptom disappears, see
CHECK ITEM. • Harness and connectors
• Intake valve timing control sole- noid valve
EXH V/T ASSIGN
ANGLE • Engine: Return to the original
trouble condition
• Change exhaust valve timing us- ing CONSULT. If trouble symptom disappears, see
CHECK ITEM. • Harness and connectors
• Exhaust valve timing control so-
lenoid valve
COOLING FAN* • Ignition switch: ON
• Turn the cooling fan “LOW”, “HI” and “OFF” using CONSULT. Cooling fan moves and stops. • Harness and connectors
• IPDM E/R (Cooling fan relay)
• Cooling fan motor
Test item Condition Judgment Check item (Remedy)
Test mode Test item Corresponding DTC No. Reference page
EVAPORATIVE SYSTEM PURG FLOW P0441 P0441
EC-337
PURG VOL CN/V P1444 P0443EC-342
A/F SEN1 A/F SEN1(B1) P1276 P0130 EC-258
HO2S2HO2S2(B1) P1146 P0138
EC-274HO2S2(B1) P1147 P0137EC-268
HO2S2(B1) P0139 P0139EC-282
Revision: November 20132014 Altima NAMRevision: November 20132014 Altima NAM