change time NISSAN TEANA 2014 Owner's Guide

EC-112
< ECU DIAGNOSIS INFORMATION >[QR25DE]
ECM
HO2S05H
Air fuel ratio (A/F) sensor 1
(Bank 2) P015D 94H 01H
O2 sensor delayed response - Lean to
rich bank 2 sensor 1
P0153 95H 04H Response rate: Response ratio (lean
to rich)
P0153 96H 84H Response rate: Respon
se ratio (rich to
lean)
06H Heated oxygen sensor 2
(Bank 2) P0158 07H 0CH
Minimum sensor output voltage for test
cycle
P0157 08H 0CH Maximum sensor output voltage for
test cycle
P0158 80H 0CH Sensor output voltage
P0159 81H 0CH Difference in sensor output voltage
P0159 82H 11H Rear O2 sensor delay response diag-
nosis
07H Heated oxygen sensor 3
(Bank2) P0163 07H 0CH
Minimum sensor output voltage for test
cycle
P0164 08H 0CH Maximum sensor output voltage for
test cycle
P0166 80H 0CH Sensor output voltage
P0165 81H 0CH Difference in sensor output voltage
CATA-
LYST 21H
Three way catalyst function
(Bank1) P0420 80H 01H O2 storage index
P0420 82H 01H Switching time lag engine exhaust in-
dex value
P2423 83H 0CH Difference in 3rd O2 sensor output
voltage
P2423 84H 84H O2 storage index in HC trap catalyst
22H Three way catalyst function
(Bank2) P0430 80H 01H O2 storage index
P0430 82H 01H Switching time lag engine exhaust in-
dex value
P2424 83H 0CH Difference in 3rd O2 sensor output
voltage
P2424 84H 84H O2 storage index in HC trap catalyst
EGR
SYSTEM 31H EGR function P0400 80H 96H
Low flow faults: EGR temp change rate
(short term)
P0400 81H 96H Low flow faults: EGR temp change rate
(long term)
P0400 82H 96H Low flow faults: Difference between
max EGR temp and EGR temp under
idling condition
P0400 83H 96H Low flow faults: Max EGR temp
P1402 84H 96H High Flow Faults: EGR temp increase
rate
Item
OBD-
MID Self-diagnostic test item DTC Test value and Test
limit
(GST display) Description
TID Unit and
Scaling ID
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P0130 A/F SENSOR 1EC-259
< DTC/CIRCUIT DIAGNOSIS > [QR25DE]
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CAUTION:
Always drive vehicle at a safe speed.
Is
“TESTING” displayed on CONSULT screen?
YES >> GO TO 5.
NO >> Check A/F sensor 1 function again. GO TO 3.
5.PERFORM DTC CONFIRMATION PR OCEDURE FOR MALFUNCTION B-2
Release accelerator pedal fully.
NOTE:
Never apply brake during releasing the accelerator pedal.
Which does
“TESTING” change to?
COMPLETED>>GO TO 6.
OUT OF CONDITION>>Retry DTC CO NFIRMATION PROCEDURE. GO TO 4.
6.PERFORM DTC CONFIRMATION PROCEDURE FOR MALFUNCTION B-3
Touch “SELF-DIAG RESULT”
Which is displayed on CONSULT screen?
YES >> INSPECTION END
NO >> Proceed to EC-259, "Diagnosis Procedure"
.
7.PERFORM COMPONENT FUNCTION CHECK FOR MALFUNCTION B
Perform Component Function Check. Refer to EC-259, "Component Function Check"
.
NOTE:
Use component function check to check the overall function of the A/F sensor 1 circuit. During this check, a
1st trip DTC might not be confirmed.
Is the inspection result normal?
YES >> INSPECTION END
NO >> Proceed to EC-259, "Diagnosis Procedure"
.
Component Function CheckINFOID:0000000009462214
1.PERFORM COMPONENT FUNCTION CHECK
With GST
1. Start engine and warm it up to normal operating temperature.
2. Drive the vehicle at a speed of 80 km/h (50 MPH) for a few minutes in the suitable gear position.
3. Shift the selector lever to the D position, then re lease the accelerator pedal fully until the vehicle speed
decreases to 50 km/h (31 MPH).
CAUTION:
Always drive vehicle at a safe speed.
NOTE:
Never apply brake during releasing the accelerator pedal.
4. Repeat steps 2 to 3 for five times.
5. Stop the vehicle and turn ignition switch OFF.
6. Wait at least 10 seconds and restart engine.
7. Repeat steps 2 to 3 for five times.
8. Stop the vehicle.
9. Check 1st trip DTC.
Is 1st trip DTC detected?
YES >> Proceed to EC-259, "Diagnosis Procedure".
NO >> INSPECTION END
Diagnosis ProcedureINFOID:0000000009462215
1.CHECK AIR FUEL RATIO (A/F) SENSOR 1 POWER SUPPLY
1. Turn ignition switch OFF.
2. Disconnect A/F sensor 1 harness connector.
3. Turn ignition switch ON.
4. Check the voltage between A/F sensor 1 harness connector and ground.
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P014C, P014D, P015A, P015B, A/F SENSOR 1EC-289
< DTC/CIRCUIT DIAGNOSIS > [QR25DE]
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P014C, P014D, P015A, P015B, A/F SENSOR 1
DTC LogicINFOID:0000000009462232
DTC DETECTION LOGIC
To judge malfunctions, this diagnosis measures response
time of the A/F signal computed by ECM from the A/
F sensor 1 signal. The time is compensated by engi ne operating (speed and load), fuel feedback control con-
stant, and the A/F sensor 1 temperature index. Judgment is based on whether the compensated time (the A/F
signal cycling time index) is inordinately long or not.
DTC CONFIRMATION PROCEDURE
1.PRECONDITIONING
If DTC Confirmation Procedure has been previously conducted, always perform the following procedure
before conducting the next test.
1. Turn ignition switch OFF and wait at least 10 seconds.
2. Turn ignition switch ON.
3. Turn ignition switch OFF and wait at least 10 seconds.
TESTING CONDITION:
Before performing the following procedure, confirm that battery voltage is more than 11 V at idle.
Do you have CONSULT?
YES >> GO TO 2.
NO >> GO TO 6.
2.PERFORM DTC CONFIRMATION PROCEDURE-1
With CONSULT
1. Start engine and warm it up to normal operating temperature.
2. Turn ignition switch OFF and wait at least 10 seconds.
3. Turn ignition switch ON.
4. Turn ignition switch OFF and wait at least 10 seconds.
5. Start engine and keep the engine speed between 3,500 and 4,000 rpm for at least 1minute under no load.
6. Let engine idle for 1 minute.
7. Increase the engine speed up to about 3,600 rpm and keep it for 10 seconds.
8. Fully release accelerator pedal and then let engine idle for about 1 minute.
9. Check the items status of “DATA MONITOR” as follows. NOTE:
If “PRSNT” changed to “ABSNT”, refer to EC-195, "Component Function Check"
.
Is
“PRSNT” displayed on CONSULT screen?
YES >> GO TO 4.
NO >> GO TO 3.
DTC No. CONSULT screen terms
(Trouble diagnosis content) DTC detecting condition Possible Cause
P014C A/F SENSOR1 (B1)
(O2 sensor slow response - rich
to lean bank 1 sensor 1)
• The response time of a A/F sensor 1 signal de-lays more than the specified time computed by
ECM. • Harness or connectors
(The A/F sensor 1 circuit is
open or shorted.)
• A/F sensor 1
P014D
A/F SENSOR1 (B1)
(O2 sensor slow response - lean
to rich bank 1 sensor 1)
P015A A/F SENSOR1 (B1)
(O2 sensor delayed response -
rich to lean bank 1 sensor 1)
P015B A/F SENSOR1 (B1)
(O2 sensor delayed response -
lean to rich bank 1 sensor 1)
Data monitor item Status
A/F SEN1 DIAG3 (B1) PRSNT
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EC-338
< DTC/CIRCUIT DIAGNOSIS >[QR25DE]
P0441 EVAP CONTROL SYSTEM
2.PERFORM DTC CONFIRMATION PROCEDURE-1
WITH CONSULT
TESTING CONDITION:
Always perform test at a temperature of 5 °C (41 °F) or more.
1. Start engine and warm it up to normal operating temperature.
2. Turn ignition switch OFF and wait at least 10 seconds.
3. Turn ignition switch ON.
4. Turn ignition switch OFF and wait at least 10 seconds.
5. Start engine and let it idle for at least 70 seconds.
6. Select “PURG FLOW P0441” of “EVAPORATI VE SYSTEM” in “DTC WORK SUPPORT” mode of
“ENGINE” using CONSULT.
7. Touch “START”.
Is
“COMPLETED” displayed on CONSULT screen?
YES >> GO TO 4.
NO >> GO TO 3.
3.PERFORM DTC CONFIRMATION PROCEDURE-2
When the following conditions are met, “TESTING” will be displayed on the CONSULT screen. Maintain the
conditions continuously until “TESTING” changes to “COMPLETED”. (It will take at least 35 seconds.)
CAUTION:
Always drive vehicle at a safe speed.
NOTE:
If “TESTING” does not change for a long time, retry from step 2.
Is
“COMPLETED” displayed on CONSULT screen?
YES >> GO TO 4.
NO >> Perform DTC CONFIRMATION PROCEDURE again. GO TO 2.
4.PERFORM DTC CONFIRMATION PROCEDURE-3
Touch “SELF-DIAG RESULTS”.
Which is displayed on CONSULT screen?
OK >> INSPECTION END
NG >> Proceed to EC-339, "Diagnosis Procedure"
.
5.PERFORM COMPONENT FUNCTION CHECK
WITH GST
Perform component function check. Refer to EC-338, "Component Function Check"
.
NOTE:
Use component function check to check the overall moni toring function of the EVAP control system purge flow
monitoring. During this check, a 1st trip DTC might not be confirmed.
Is the inspection result normal?
YES >> INSPECTION END
NO >> Proceed to EC-339, "Diagnosis Procedure"
.
Component Function CheckINFOID:0000000009462270
1.PERFORM COMPONENT FUNCTION CHECK
1. Lift up drive wheels.
2. Start engine (VDC switch OFF) and warm it up to normal operating temperature.
3. Turn ignition switch OFF and wait at least 10 seconds.
Selector lever Suitable position
VHCL SPEED SE 32 - 120 km/h (20 - 75 MPH)
ENG SPEED 500 - 3,800 rpm
B/FUEL SCHDL 1.0 - 10.0 msec
COOLAN TEMP/S More than 0 °C (32 °F)
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SYSTEMEC-569
< SYSTEM DESCRIPTION > [VQ35DE]
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*1: ECM determines the start signal status
by the signals of engine speed and battery voltage.
*2: This sensor is not used to contro l the engine system under normal conditions.
*3: Automatic air conditioning system
*4: Manual air conditioning system
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 mass air flow sensor.
VARIOUS FUEL INJECTION INCREASE/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 position is changed from N to D
• High-load, high-speed operation

• During deceleration
• During high engine speed operation
Sensor Input signal to ECM ECM function Actuator
Crankshaft position sensor (POS) Engine speed
*1
Fuel injection
& mixture ratio
control Fuel injector
Camshaft position sensor (PHASE) Piston position
Mass air flow sensor Amount of intake air
Intake air temperature sensor Intake air temperature
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
Transmission range switch Gear position
Battery Battery voltage
*1
Knock sensor Engine knocking condition
Heated oxygen sensor 2
*2Density of oxygen in exhaust gas
ABS actuator and electric unit (control unit) • VDC operation signal
• TCS operation signal
CAN communi-
cation
Power steering control module EPS operation signal
Combination meter Vehicle speed signal
A/C auto amp.
*3• A/C ON signal
• Blower fan ON signal
BCM
*4
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EC-570
< SYSTEM DESCRIPTION >[VQ35DE]
SYSTEM
MIXTURE RATIO FEEDBACK CONTROL (CLOSED LOOP CONTROL)
The mixture ratio feedback system prov
ides the best air-fuel mixture ratio for drive ability 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-552, "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.
PBIB3020E
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EC-588
< SYSTEM DESCRIPTION >[VQ35DE]
SYSTEM
INTEGRATED CONTROL OF ENGINE, CV T, AND ABS : System Description
INFOID:0000000009462527
Real time communications (signal exchange) among cont rol units (e.g. ECM, CVT, ABS, and combination
meter) via CAN communication optimizes engine torque and lock-up during gear shift and prevents engine
speed from decreasing during deceleration.
ALTERNATOR POWER GENERATION VOLTAGE VARIABLE CONTROL SYS-
TEM
ALTERNATOR POWER GENERATION VOLT AGE VARIABLE CONTROL SYSTEM :
System Description
INFOID:0000000009462528
The alternator power generation voltage variable contro l system controls the amount of power generation,
according to a battery loaded condition. ECM judges a battery condition, according to a signal received from
the battery current sensor which det ects a charge/discharge current. ECM then transmits a signal to IPDM E/
R to command power generation via CAN communication. IPDM E/R transmits a power generation control sig-
nal to the alternator so that the system can contro l the amount of power generation. The voltage of power gen-
eration is lowered during battery low-load conditions and boosted under heavy load conditions. In this way, the
system reduces the engine load thr ough the adequate power generation control.
For details, refer to CHG-10, "System Description"
.
CAN COMMUNICATION
CAN COMMUNICATION : System DescriptionINFOID:0000000009462529
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.
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EC-592
< SYSTEM DESCRIPTION >[VQ35DE]
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:0000000009462535
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 – P0308
Fuel Injection System Function — DTC: P0171, P0172, P0174, P0175
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)
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DIAGNOSIS SYSTEM (ECM)EC-601
< SYSTEM DESCRIPTION > [VQ35DE]
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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.
In this way, all the detected malfunctions are classi fied by their DTC numbers. The DTC 0000 refers to no mal-
function. Refer to EC-630, "DTC Index"
.
How to Erase Self-diagnostic Results
By performing this procedure, ECM memory is erased and the following diagnostic information is erased as
well.
• Diagnostic trouble codes
• 1st trip diagnostic trouble codes
• Freeze frame data
• 1st trip freeze frame data
• System readiness test (SRT) codes
• Test values
NOTE:
Also, if a battery terminal is disconnected, ECM memory is erased and the diagnostic information as listed
above is erased. (The amount of time required for eras ing may vary from a few seconds to several hours.)
1. Turn ignition switch OFF and wait at least 10 seconds.
2. Turn ignition switch ON.
3. Turn ignition switch OFF and wait at least 10 seconds.
4. Turn ignition switch ON.
5. Set ECM in “self-diagnostic results” mode.
6. The diagnostic information has been erased from the backup memory in the ECM. Fully depress the accelerator pedal and keep it depressed for more than 10 seconds.
7. Fully release the accelerator pedal, and confirm the DTC 0000 is displayed.
CONSULT FunctionINFOID:0000000009462541
FUNCTION
*: 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
• System readiness test (SRT) codes
• Test values
SELF DIAGNOSTIC RESULT MODE
Self Diagnostic Item
Regarding items of DTC and 1st trip DTC, refer to EC-630, "DTC Index".
How to Read DTC and 1st Trip DTC
Diagnostic test mode Function
Self Diagnostic Result Self-diagnostic results such as 1st trip DTC, DTCs and 1st trip freeze frame data or freeze frame data
can be read and erased quickly.
*
Data Monitor Input/Output data in the ECM can be read.
Work support This mode enables a technician to adjust some devices faster and more accurately by following the in-
dications on the CONSULT unit.
Active Test Diagnostic Test Mode in which CONSULT drives some actuators apart from the ECMs and also shifts
some parameters in a specified range.
ECU Identification ECM part number can be read.
DTC Work Support The status of system monitoring tests and the self-diagnosis status/results can be confirmed.
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EC-610
< SYSTEM DESCRIPTION >[VQ35DE]
DIAGNOSIS SYSTEM (ECM)
*: 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 specified 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 temperature 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
using charged battery. When detecting EVAP vapor leak-
age in the EVAP system
FUEL PRESSURE RELEASE Fuel pu mp will stop by touching “START” during idling.
crank a few times after engine stalls. When releasing fuel pressure from
fuel line
SELF-LEARNING CONT The coefficient of self-learning control mixture ratio returns to the original coefficient. When clearing mixture ratio self-
learning value
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
CLSD THL POS LEARN Ignition on and engine stopped. When learning the throttle valve
closed position
SAVING DATA FOR REPLC CPU In this mode, save data that is in ECM. When ECM replaced.
WRITING DATA FOR REPLC CPU In this mode, write data stored by “SAVING DATA FOR RE-
PLC CPU” in work support mode to ECM. When ECM replaced.
TEST ITEM CONDITION JUDGMENT CHECK ITEM (REMEDY)
FUEL INJEC-
TION • Engine: Return to the original
non-standard condition
• Change the amount of fuel injec- tion using CONSULT. If malfunctioning symptom disap-
pears, see CHECK ITEM. • Harness and connectors
• Fuel injector
• Air fuel ratio (A/F) sensor 1
ENG COOLANT
TEMP • Engine: Return to the original
non-standard condition
• Change the engine coolant tem- perature using CONSULT. If malfunctioning symptom disap-
pears, see CHECK ITEM. • Harness and connectors
• Engine coolant temperature sen-
sor
• 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.
ALTERNATOR
DUTY •Engine: Idle
• Change duty ratio using CON-
SULT. Battery voltage changes.
• Harness and connectors
• IPDM E/R
•Alternator
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