length NISSAN TIIDA 2007 Service User Guide

DIAGNOSIS SYSTEM (ECM)
EC-461
< FUNCTION DIAGNOSIS >[HR16DE (WITHOUT EURO-OBD)]
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played, 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-III. 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 as follows.
The length of time the 1,000th-digit numeral flashes on and off is 1.2 seconds consisting of an ON (0.6-sec-
ond) - OFF (0.6-second) cycle.
The 100th-digit numeral and lower digit numerals consist of a 0.3-second ON and 0.3-second OFF cycle.
A change from one digit numeral to another occurs at an interval 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-second OFF.
In this way, all the detected malfunctions are classified by their DTC numbers. The DTC 0000 refers to no mal-
function. (See EC-667, "
DTCIndex")
Diagnostic Test Mode II — Heated oxygen sensor 1 monitor
In this mode, the MI displays the condition of the fuel mixture (lean or rich) which is monitored by the heated
oxygen sensor 1.
*: Maintains conditions just before switching to open loop.
To check the heated oxygen sensor 1 function, start engine in the Diagnostic Test Mode II and warm it up until
engine coolant temperature indicator points to the middle of the gauge.
Nest run engine at about 2,000 rpm for about 2 minutes under no load conditions. Then make sure that the MI
comes ON more than 5 times within 1 seconds with engine running at 2,000 rpm under no load.
Number 0 123456789 A B C D E F
Flashes 10 123456789 11 12 13 14 15 16
PBIB3005E
MI Fuel mixture condition in the exhaust gas Air fuel ratio feedback control condition
ON Lean
Closed loop system
OFF Rich
*Remains ON or OFF Any condition Open loop system

EC-602
< COMPONENT DIAGNOSIS >[HR16DE (WITHOUT EURO-OBD)]
FUEL INJECTOR
FUEL INJECTOR
DescriptionINFOID:0000000001693431
The fuel injector is a small, precise solenoid valve. When the ECM
supplies a ground to the fuel injector circuit, the coil in the fuel injec-
tor is energized. The energized coil pulls the ball valve back and
allows fuel to flow through the fuel injector into the intake manifold.
The amount of fuel injected depends upon the injection pulse dura-
tion. Pulse duration is the length of time the fuel injector remains
open. The ECM controls the injection pulse duration based on
engine fuel needs.
Component Function CheckINFOID:0000000001693432
1.INSPECTION START
Turn ignition switch to START.
Is any cylinder ignited?
YES >> GO TO 2.
NO >> Go to EC-602, "
Diagnosis Procedure".
2.CHECK FUEL INJECTOR FUNCTION
With CONSULT-III
1. Start engine.
2. Perform “POWER BALANCE” in “ACTIVE TEST” mode with CONSULT-III.
3. Make sure that each circuit produces a momentary engine speed drop.
Without CONSULT-III
1. Let engine idle.
2. Listen to each fuel injector operating sound.
Is the inspection result normal?
YES >> INSPECTION END
NO >> Go to EC-602, "
Diagnosis Procedure".
Diagnosis ProcedureINFOID:0000000001693433
1.CHECK FUEL INJECTOR POWER SUPPLY CIRCUIT
1. Turn ignition switch OFF.
2. Disconnect fuel injector harness connector.
3. Turn ignition switch ON.
4. Check the voltage between fuel injector harness connector and ground.
PBIA9664J
Clicking noise should be heard.
PBIB3332E

EC-706
< FUNCTION DIAGNOSIS >[MR18DE]
MULTIPORT FUEL INJECTION SYSTEM
*3: ECM determines the start signal status by the signals of engine speed and battery voltage.
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). The amount of fuel injected is a program value in the
ECM memory. The program value is preset by engine operating conditions. These conditions are determined
by input signals (for engine speed and intake air) from the 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 compensated to improve engine performance under various operat-
ing conditions as listed below.
 During warm-up
 When starting the engine
 During acceleration
 Hot-engine operation
 High-load, high-speed operation
 During deceleration
 During high engine speed operation
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-813, "
Description". 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
- 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.

EC-766
< FUNCTION DIAGNOSIS >[MR18DE]
ON BOARD DIAGNOSTIC (OBD) SYSTEM
In this mode, the MI on the instrument panel should stay ON. If it remains OFF, check MI circuit. Refer to MWI-
15, "WARNING LAMPS/INDICATOR LAMPS : System Diagram".
Diagnostic Test Mode I — Malfunction Warning
This DTC number is clarified in Diagnostic Test Mode II (SELF-DIAGNOSTIC RESULTS)
Diagnostic Test Mode II — Self-diagnostic Results
In this mode, the DTC and 1st trip DTC are indicated by the number of blinks of the MI as shown below.
The DTC and 1st trip DTC are displayed at the same time. If the MI does not illuminate in diagnostic test mode
I (Malfunction warning), all displayed items are 1st trip DTCs. If only one code is displayed when the MI illumi-
nates in diagnostic test mode II (SELF-DIAGNOSTIC RESULTS), it is a DTC; if two or more codes are dis-
played, 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-III 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. The “zero” is indicated
by the number of ten flashes. The length of time the 1,000th-digit numeral flashes on and off is 1.2 seconds
consisting of an ON (0.6-second) - OFF (0.6-second) cycle.
The 100th-digit numeral and lower digit numerals consist of a 0.3-second ON and 0.3-second OFF cycle.
A change from one digit numeral to another occurs at an interval 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-second OFF.
In this way, all the detected malfunctions are classified by their DTC numbers. The DTC 0000 refers to no mal-
function. (See EC-1020, "
DTCIndex".)
HOW TO ERASE DIAGNOSTIC TEST MODE II (SELF-DIAGNOSTIC RESULTS)
The DTC can be erased from the back up memory in the ECM by depressing accelerator pedal. Refer to
“HOW to ERASE DIAGNOSTIC TEST MODE II (SELF-DIAGNOSTIC RESULTS)”.
If the battery is disconnected, the DTC will be lost from the backup memory within 24 hours.
Be careful not to erase the stored memory before starting trouble diagnoses.
Diagnostic Test Mode II — Heated Oxygen Sensor 1 Monitor
In this mode, the MI displays the condition of the fuel mixture (lean or rich) which is monitored by the heated
oxygen sensor 1.
MI Condition
ON When the malfunction is detected.
OFF No malfunction.
PBIA3905E
MI Fuel mixture condition in the exhaust gas Air fuel ratio feedback control condition
ON Lean
Closed loop system
OFF Rich
*Remains ON or OFF Any condition Open loop system

FUEL INJECTOR
EC-975
< COMPONENT DIAGNOSIS >[MR18DE]
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FUEL INJECTOR
DescriptionINFOID:0000000001161969
The fuel injector is a small, precise solenoid valve. When the ECM
supplies a ground to the fuel injector circuit, the coil in the fuel injec-
tor is energized. The energized coil pulls the ball valve back and
allows fuel to flow through the fuel injector into the intake manifold.
The amount of fuel injected depends upon the injection pulse dura-
tion. Pulse duration is the length of time the fuel injector remains
open. The ECM controls the injection pulse duration based on
engine fuel needs.
Component Function CheckINFOID:0000000001161970
1.INSPECTION START
Turn ignition switch to START.
Is any cylinder ignited?
YES >> GO TO 2.
NO >> Go to EC-975, "
Diagnosis Procedure".
2.CHECK FUEL INJECTOR FUNCTION
With CONSULT-III
1. Start engine.
2. Perform “POWER BALANCE” in “ACTIVE TEST” mode with CONSULT-III.
3. Make sure that each circuit produces a momentary engine speed drop.
Without CONSULT-III
1. Let engine idle.
2. Listen to each fuel injector operating sound.
Is the inspection result normal?
YES >> INSPECTION END
NO >> Go to EC-975, "
Diagnosis Procedure".
Diagnosis ProcedureINFOID:0000000001161971
1.CHECK FUEL INJECTOR POWER SUPPLY CIRCUIT
1. Turn ignition switch OFF.
2. Disconnect fuel injector harness connector.
3. Turn ignition switch ON.
4. Check the voltage between fuel injector harness connector and ground.
PBIA9664J
Clicking noise should be heard.
PBIB3332E

CAMSHAFT
EM-63
< ON-VEHICLE REPAIR >[HR16DE]
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 If the lock pin is not released by hands, tap the camshaft
sprocket (INT) lightly with a plastic hammer (A).
 If the camshaft sprocket (INT) is not rotated counterclockwise
even if the above procedures are performed, check the air
pressure and the oil hole position.
d. While doing the above, once you hear a click (the sound of the
internal lock pin disengaging) from inside the camshaft sprocket
(INT), start turning the camshaft sprocket (INT) in the counter-
clockwise direction in the most advanced angle position.
 Keep the air pressure on.
 If there is no click, as soon as the vane-side (camshaft side)
starts moving independently of the sprocket, the lock pin has
become disengaged.
 Make sure that it is in the most advanced angle position by
seeing if the stopper pin groove (A) and the stopper pin hole (B) are matched up as shown.
e. Complete the applying procedure of air pressure and the holding procedure of camshaft (INT).
f. Insert the stopper pin (A) into the stopper pin holes in the cam-
shaft sprocket (INT) and lock in the most advanced angle posi-
tion.
CAUTION:
No load is exerted on the stopper pin (spring reaction, etc.).
Since it comes out easily, secure it with tape (B) to prevent
it from coming out.
NOTE:
The stopper pin shows one example of a hexagonal wrench for
2.5 mm (0.098 in) [length of inserted section: approximately15
mm (0.59 in)].
13. Remove camshaft brackets (No. 2 to 5).
 Loosen bolts in several steps in the reverse of the order
shown.
NOTE:
The camshaft bracket (No. 1) has been already removed.
14. Remove camshaft (EXH).
AWBIA0106ZZ
C : Most retarded angle (lock pin engaged)
D : Most advanced angle
PBIC3684E
AWBIA0107ZZ
A : EXH side
B : INT side
: Engine front
PBIC3686E

SERVICE DATA AND SPECIFICATIONS (SDS)
EM-125
< SERVICE DATA AND SPECIFICATIONS (SDS) [HR16DE]
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Cylinder HeadINFOID:0000000001381444
CYLINDER HEAD
Unit: mm (in)
VALVE DIMENSIONS
Unit: mm (in)
3.34 (0.1315) 334
3.36 (0.1323) 336
3.38 (0.1331) 338
3.40 (0.1339) 340
3.42 (0.1346) 342
3.44 (0.1354) 344
3.46 (0.1362) 346
3.48 (0.1370) 348
3.50 (0.1378) 350 Thickness mm (in) Identification mark
Items Standard Limit
Head surface distortion — 0.1 (0.004)
Normal cylinder head height “H” 125.0 (4.92) —
PBIC0924E
Valve head diameter “D” Intake 31.0 - 31.3 (1.220 - 1.232)
Exhaust 25.3 - 25.6 (0.996 - 1.008)
Valve length “a”Intake 101.65 (4.002)
Exhaust 102.46 (4.034)
“b”Intake
1.0 (0.039)
Exhaust
PBIC3878E

EM-126
< SERVICE DATA AND SPECIFICATIONS (SDS) [HR16DE]
SERVICE DATA AND SPECIFICATIONS (SDS)
VA LV E G U I D E
Unit: mm (in)
VALVE SEAT
Unit: mm (in)
“c”Intake 2.1 - 2.8 (0.083 - 0.110)
Exhaust 2.3 - 3.0 (0.091 - 0.118)
“c′”Intake 3.0 (0.118)
Exhaust –
Valve stem diameter “d ”Intake 4.965 - 4.980 (0.1955 - 0.1961)
Exhaust 4.955 - 4.970 (0.1951 - 0.1957)
Valve seat angle “α”Intake
45°15′ - 45°45′
Exhaust
Items Standard Oversize (service) [0.2 (0.008)]
Va l v e g u i d eOuter diameter 9.023 - 9.034 (0.3552 - 0.3557) 9.223 - 9.234 (0.3631 - 0.3635)
Inner diameter (Finished size) 5.000 - 5.018 (0.1969 - 0.1976)
Cylinder head valve guide hole diameter 8.975 - 8.996 (0.3533 - 0.3542) 9.175 - 9.196 (0.3612 - 0.3620)
Interference fit of valve guide 0.027 - 0.059 (0.0011 - 0.0023)
Items Standard Limit
Valve guide clearanceIntake 0.020 - 0.053 (0.0008 - 0.0021)
0.1 (0.004)
Exhaust 0.030 - 0.063 (0.0012 - 0.0025)
Projection length “H” 11.4 - 11.8 (0.449 - 0.465)
PBIC2187E
Items Standard Oversize (service) [0.5 (0.02)]
Cylinder head seat recess diameter “D” Intake 31.400 - 31.416 (1.2362 - 1.2368) 31.900 - 31.916 (1.2559 - 1.2565)
Exhaust 25.900 - 25.916 (1.0197 - 1.0203) 26.400 - 26.416 (1.0394 - 1.0400)
Valve seat outer diameter “d”Intake 31.497 - 31.513 (1.2400 - 1.2407) 31.997 - 32.013 (1.2597 - 1.2604)
Exhaust 25.997 - 26.013 (1.0235 - 1.0241) 26.497 - 26.513 (1.0432 - 1.0438)
PBIC2745E

EM-142
< ON-VEHICLE MAINTENANCE >[MR18DE]
DRIVE BELTS
ON-VEHICLE MAINTENANCE
DRIVE BELTS
ComponentINFOID:0000000001337776
Checking Drive BeltsINFOID:0000000001337777
WARNING:
Be sure to perform this step when the engine is stopped.
 Make sure that the indicator (notch on fixed side) of drive belt auto-tensioner is within the possible use range
(A).
NOTE:
 Check the drive belt auto-tensioner indication when the engine is cold.
 When new drive belt is installed, the indicator (notch on fixed side) should be within the range (B).
 Visually check entire drive belt for wear, damage or cracks.
 If the indicator (notch on fixed side) is out of the possible use range or belt is damaged, replace drive belt.
Tension AdjustmentINFOID:0000000001337778
Belt tension is not necessary, as it is automatically adjusted by drive belt auto-tensioner.
Removal and InstallationINFOID:0000000001337779
REMOVAL
1. Hold the hexagonal part (A) of drive belt auto-tensioner (1) with
a wrench securely. Then move the wrench handle in the direc-
tion of arrow (loosening direction of tensioner).
CAUTION:
Never place hand in a location where pinching may occur if
the holding tool accidentally comes off.
2. Insert a rod such as short-length screwdriver approximately 6
mm (0.24 in) in diameter into the hole (B) of the retaining boss to
fix drive belt auto-tensioner.
3. Remove drive belt.
INSTALLATION
1. Generator 2. Drive belt auto–tensioner 3. Crankshaft pulley
4.A/C compressor (models with A/C)
Idler pulley (models without A/C)5. Water pump 6. Drive belt
A. Possible use range B. Range when new drive belt is installed C. Indicator
PBIC3137J
PBIC3936E

DRIVE BELTS
EM-143
< ON-VEHICLE MAINTENANCE >[MR18DE]
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1. Hold the hexagonal part (A) of drive belt auto-tensioner (1) with
a box wrench securely. Then move the wrench handle in the
direction of arrow (loosening direction of tensioner).
CAUTION:
Never place hand in a location where pinching may occur if
the holding tool accidentally comes off.
2. Insert a rod such as short-length screwdriver approximately 6
mm (0.24 in) in diameter into the hole (B) of retaining boss to fix
drive belt auto-tensioner.
3. Install drive belt.
CAUTION:
 Confirm drive belt is completely set to pulleys.
 Check for engine oil, working fluid and engine coolant are not adhered to drive belt and each
pulley groove.
4. Release drive belt auto-tensioner, and apply tension to drive belt.
5. Turn crankshaft pulley clockwise several times to equalize tension between each pulley.
6. Confirm tension of drive belt at indicator (notch on fixed side) is within the possible use range. Refer to
EM-142, "
Checking Drive Belts".
PBIC3936E