tire pressure NISSAN TIIDA 2007 Service User Guide

C1115 WHEEL SENSOR
BRC-125
< COMPONENT DIAGNOSIS >[ESP/TCS/ABS]
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Check for inflation pressure, wear and size of each tire.
Are tire pressure and size correct and is tire wear within specifications?
YES >> GO TO 4
NO >> Adjust tire pressure or replace tire(s).
4.CHECK WHEEL BEARINGS
Check wheel bearing axial end play. Refer to FA X - 5 , "
On-Vehicle Inspection and Service" (front) or RAX-5,
"On-Vehicle Inspection and Service" (rear).
Is the inspection result normal?
YES >> GO TO 5
NO >> Repair or replace as necessary. Refer to FAX-7, "
Removal and Installation" (front) or RAX-6,
"Removal and Installation" (rear).
5.CHECK WIRING HARNESS FOR SHORT CIRCUIT
1. Disconnect ABS actuator and electric unit (control unit) connec-
tor and wheel sensor connector of malfunction code No.
2. Check continuity between wheel sensor harness connector ter-
minals and ground.
Is the inspection result normal?
YES >> GO TO 6
NO >> Repair the circuit.
6.CHECK WIRING HARNESS FOR OPEN CIRCUIT
1. Check continuity between ABS actuator and electric unit (control unit) harness connector E125 and the
malfunctioning wheel sensor harness connector E18, E117, C10, or C11.
Is the inspection result normal?
YES >> Replace the ABS actuator and electric unit (control unit). Refer to BRC-184, "Removal and Instal-
lation".
NO >> Repair the circuit.
Component InspectionINFOID:0000000001731112
1.CHECK DATA MONITOR
On “DATA MONITOR”, select “FR LH SENSOR”, “FR RH SENSOR”, “RR LH SENSOR”, and “RR RH SEN-
SOR”, and check the vehicle speed.Continuity should not exist.
WFIA0343E
Wheel sensorABS actuator and
electric unit (control unit)Wheel sensor
Continuity
Connector Terminal Connector Terminal
Front LH
E12545
E181
Ye s 46 2
Front RH34
E1171
33 2
Rear LH37
C112
36 1
Rear RH42
C102
43 1
Wheel sensor Vehicle speed (DATA MONITOR)

BRC-164
< ECU DIAGNOSIS >[ESP/TCS/ABS]
ABS ACTUATOR AND ELECTRIC UNIT (CONTROL UNIT)
NOTE:
 1: Confirm tire pressure is normal.
 2: Only 4WD models.
 3: On and off timing for warning lamp and indicator lamp.
- ABS warning lamp: Refer to BRC-60, "
Description".
- Brake warning lamp: Refer to BRC-61, "
Description".
- VDC OFF indicator lamp: Refer to XX-XX, "*****"
.
- SLIP indicator lamp: Refer to XX-XX, "*****"
.
TERMINAL LAYOUT
DELTA S SEN Value detected by delta stroke sensorWhen brake pedal is depressed 1.05 - 1.80 mm
When brake pedal is released 0.00 mm (+0.6/-0.4)
RELEASE SWITCH
NO Active booster signal statusWhen brake pedal is depressed ON
When brake pedal is released OFF
RELEASE SWITCH
NC Active booster signal statusWhen brake pedal is depressed OFF
When brake pedal is released ON Monitor item Display contentData monitor
ConditionReference value in
normal operation
AWFIA0032ZZ

BRC-178
< SYMPTOM DIAGNOSIS >[ESP/TCS/ABS]
NORMAL OPERATING CONDITION
NORMAL OPERATING CONDITION
DescriptionINFOID:0000000001731207
Symptom Result
Slight vibrations are felt on the brake pedal and the operation noises occur, when VDC, TCS or ABS is acti-
vated.
This is a normal condi-
tion due to the VDC,
TCS or ABS activation. Stopping distance is longer than that of vehicles without ABS when the vehicle drives on rough, gravel, or
snow-covered (fresh, deep snow) roads.
The brake pedal moves and generates noises, when TCS or VDC is activated due to rapid acceleration or
sharp turn.
The brake pedal vibrates and motor operation noises occur from the engine room, after the engine starts and
just after the vehicle starts.This is normal, and it is
caused by the ABS op-
eration check.
Depending on the road conditions, the driver may experience a sluggish feel. This is normal, because
TCS places the highest
priority on the optimum
traction (stability). TCS may activate momentarily if wheel speed changes when driving over location where friction coefficient
varies, when downshifting, or when fully depressing accelerator pedal.
The ABS warning lamp, VDC OFF indicator lamp and SLIP indicator lamp may turn ON when the vehicle is
subject to strong shaking or large vibration, such as when the vehicle is rotating on a turntable or located on
a ship while the engine is running. In this case, restart the
engine on a normal
road. If the normal con-
dition is restored, there
is no malfunction. At
that time, erase the self-
diagnosis memory. VDC may not operate normally or the ABS warning lamp, VDC OFF indicator lamp, and SLIP indicator lamp
may illuminate, when running on a special road that is extremely slanted (e.g. bank in a circuit course).
A malfunction may occur in the yaw rate/side/decel G sensor system, when the vehicle turns sharply, such
as during a spin turn, axle turn, or drift driving, while the VDC function is off (VDC OFF indicator lamp illumi-
nated).
The vehicle speed will not increase even though the accelerator pedal is depressed, when inspecting the
speedometer on a 2-wheel chassis dynamometer. Normal (Deactivate the
VDC/TCS function be-
fore performing an in-
spection on a chassis
dynamometer.)
VDC OFF indicator lamp and SLIP indicator lamp may simultaneously turn on when low tire pressure warn-
ing lamp turns on.This is not a VDC sys-
tem error but results
from characteristic
change of tire.

EC-1040
< BASIC INSPECTION >[K9K]
DIAGNOSIS AND REPAIR WORKFLOW
 Malfunctions are declared as either present or stored (depending on whether they appeared in a certain con-
text and have disappeared since, or whether they remain present but have not been diagnosed within the
current context).
 The present or stored status of malfunctions should be taken into consideration when the diagnostic tool is
used following the + after ignition supply being switched on (without acting on the system components).
 For a present malfunction, apply the procedure described in the Interpretation of malfunction section.
 For a stored malfunction, note the malfunctions displayed and apply the instructions in the Notes section.
 If the malfunction is confirmed when the instructions in the Notes section are applied, the malfunction is
present. Deal with the malfunction
 If the malfunction is not confirmed, check:
- the electrical lines which correspond to the malfunction,
- the connectors for these lines (for oxidation, bent pins, etc),
- the condition of the wires (insulation has melted or been cut, abrasions),
- the resistance of the component detected as malfunction.
Conformity Check
 The aim of the conformity check is to check data that does not produce a malfunction on the diagnostic tool
because the data is inconsistent. Therefore, this phase is used to:
- carry out malfunction finding on malfunctions that do not have a malfunction display, and which may corre-
spond to a customer complaint.
- check that the system is operating correctly and that there is no risk of a malfunction recurring after repairs.
 This section gives the malfunction finding procedures for statuses and parameters and the conditions for
checking them.
 If a status is not behaving normally or a parameter is outside the permitted tolerance values, consult the cor-
responding malfunction finding page.
Customer Complaints - Malfunction finding chart
If the test with the diagnostic tool is OK but the customer complaint is still present, the malfunction should be
processed by customer complaint.
NOTE:
A synopsis of the general procedure to follow is provided on the preceding page in the form of a flow
chart.
Malfunction Finding Procedure (Wiring Check)
Diagnostics malfunctions
Removing the connectors and/or handling the wirings may temporarily remove the origin of a DTC. The mea-
surements of the electrical voltages, resistance and insulation are generally correct, especially when the DTC
is not present at the time of the analysis (stored DTC).
Visual Check
Look for impacts under the bonnet and in the passenger compartment.
Perform a careful check of the protections, insulation and correct running of wirings.
Look for traces of oxidation.
Tactile Check
While manipulating the wirings, use the diagnostic tool to detect a change in DTC status from “stored” to
“present”.
Ensure that the connectors are correctly engaged.
Apply light stresses to the connectors.
Gently manipulate the wiring harness.
If a change of status occurs, try to isolate the origin of the incident.
Inspection of each component
Disconnect the connectors and check the appearance of the clips and blades and their crimping (no crimping
on the insulating part).
Check that the clips and blades are properly engaged in the receptacles.
Ensure that there is no rebounding of clips or blades at the time of connection.
Check the contact pressure of the clips using a suitable model blade.
Resistance Control
Test the continuity of the lines in their entirety, then section by section.
Try to create a short-circuit to earth, on the + 12 V or with another wire.
If a DTC is detected, repair or replace the wiring.
REMINDERS
Trouble Diagnosis:

INSPECTION AND ADJUSTMENT
EC-1045
< BASIC INSPECTION >[K9K]
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Pump (Pressure Control Valve) Check]INFOID:0000000001162517
NOTE:
CONDITIONS PRIOR TO TEST
- The entire low pressure system must be in good condition.
- Check the sealing of the high pressure pipes and unions.
CAUSE
- Rail pressure approximately 5000 kPa(50 bar, 51 kg/cm
2, 725 psi) during starting.
1.CHECK HIGH PRESSURE SUPPLY PUMP (PRESSURE CONTROL VALVE) POWER SUPPLY
1. Turn ignition switch OFF.
2. Disconnect high pressure supply pump (pressure control valve) harness connector.
3. Turn ignition switch ON.
4. Check the voltage between high pressure supply pump (pressure control valve) harness connector and
ground.
Is the inspection result normal?
YES >> GO TO 3.
NO >> GO TO 2.
2.DETECT MALFUNCTIONING PART
Check the following.
 IPDM E/R
 Harness for open or short between IPDM E/R and high pressure supply pump (pressure control valve)
 Harness for open or short between ECM and high pressure supply pump (pressure control valve)
>> Repair open circuit or short to ground or short to power in harness or connectors.
3.CHECK HIGH PRESSURE SUPPLY PUMP (PRESSURE CONTROL VALVE) OUTPUT SIGNAL CIRCUIT
FOR OPEN AND SHORT
1. Turn ignition switch OFF.
2. Disconnect ECM harness connector.
3. Check the continuity between high pressure supply pump (pressure control valve) harness connector and
ECM harness connector.
4. Also check harness for short to ground and short to power.
Is the inspection result normal?
YES >> GO TO 4.
NO >> Repair open circuit or short to ground or short to power in harness or connectors.
4.HIGH PRESSURE SUPPLY PUMP (PRESSURE CONTROL VALVE) CHECK
Refer to EC-1123, "
Component Inspection".
Is the inspection result normal?
Yes >> INSPECTION END
No >> Replace high pressure supply pump.
BASIC INSPECTION : Special Repair Requirement [TEST 4: High Pressure Supply
High pressure supply pump
(Pressure control valve)
Ground Voltage
Connector Terminal
F53 3 Ground Battery voltage
High pressure supply pump
(Pressure control valve)ECM
Continuity
Connector Terminal Connector Terminal
F53 4 F11 49 Existed

EC-1046
< BASIC INSPECTION >[K9K]
INSPECTION AND ADJUSTMENT
Pump (Volumetric Control Valve) Check]
INFOID:0000000001162518
NOTE:
CONDITIONS PRIOR TO TEST
- The entire low pressure system must be in good condition.
- Check the sealing of the high pressure pipes and unions.
CAUSE
- Not enough or no rail pressure during starting.
- Rail reference pressure during starting, minimum 15 000 kPa (150 bar, 153 kg/cm
2, 2175 psi).
1.CHECK HIGH PRESSURE SUPPLY PUMP (VOLUMETRIC CONTROL VALVE)-I
Refer to EC-1110, "
Component Inspection".
Is the inspection result normal?
YES >> GO TO 2
NO >> Replace high pressure supply pump.
2.CHECK HIGH PRESSURE SUPPLY PUMP (VOLUMETRIC CONTROL VALVE)-II
 Reconnect all harness connectors disconnected.
 Turn ignition switch ON.
 Select “DATA MONITOR” mode with CONSULT-III.
 Check that the “FUEL FLOW S/V CU” indication when the cranking engine.
Is the excitation current between 0.6 - 1.0A?
YES >> GO TO 6.
NO >> GO TO 3.
3.CHECK HIGH PRESSURE SUPPLY PUMP (VOLUMETRIC CONTROL VALVE) POWER SUPPLY
1. Turn ignition switch OFF.
2. Disconnect high pressure supply pump (volumetric control valve) harness connector.
3. Turn ignition switch ON.
4. Check the voltage between high pressure supply pump (volumetric control valve) harness connector and
ground.
Is the inspection result normal?
YES >> GO TO 5.
NO >> GO TO 4.
4.DETECT MALFUNCTIONING PART
Check the following.
 IPDM E/R
 Harness for open or short between ECM and high pressure supply pump (volumetric control valve)
 Harness for open or short between IPDM E/R and high pressure supply pump (volumetric control valve)
>> Repair open circuit or short to ground or short to power in harness or connectors.
5.CHECK HIGH PRESSURE SUPPLY PUMP (VOLUMETRIC CONTROL VALVE) OUTPUT SIGNAL CIR-
CUIT FOR OPEN AND SHORT
1. Turn ignition switch OFF.
2. Disconnect ECM harness connector.
3. Check the continuity between high pressure supply pump (volumetric control valve) harness connector
and ECM harness connector.
High pressure supply pump
(volumetric control valve)
Ground Voltage
Connector Terminal
F54 1 Ground Battery voltage

EC-1048
< BASIC INSPECTION >[K9K]
INSPECTION AND ADJUSTMENT
>>INSPECTION END
BASIC INSPECTION : Special Repair Requirement (TEST 5: Rail High Pressure Reg-
ulation Check)
INFOID:0000000001162519
NOTE:
 If contaminants (swarf) can be seen in the transparent return pipe, the entire fuel injection system (fuel injec-
tors, pump, rail, high pressure pipes and all return pipes) must be replaced.
CONDITIONS PRIOR TO TEST
- Engine coolant temperature between 80 - 90°C (176 - 194°F).
- All the electrical load are switched off.
- Air conditioning is switched off.
- The tank is at least half-full.
- The pipe connections and unions have been checked.
- Check the sealing of the high pressure pipes and unions.
CAUSE
- Rail pressure variations around the setpoint.
- The rail reference pressure is not reached.
- Rough idle.
- Possibly noisy combustion.
1.CHECK AIR BUBBLES
1. Start engine
2. Are there large air bubbles in the transparent supply pipe going to the pump?
Is the inspection result normal?
YES >> Check low pressure system.
NO >> GO TO 2.
2.CHECK HIGH PRESSURE SUPPLY PUMP (VOLUMETRIC CONTROL VALVE)-I
Disconnect high pressure supply pump (volumetric control valve) harness connector.
Does the engine stop?
YES >> GO TO 3.
NO >> Replace high pressure supply pump (the high pressure supply pump [volumetric control valve]
remains open mechanically).
3.CHECK HIGH PRESSURE SUPPLY PUMP (PRESSURE CONTROL VALVE)-I
1. Reconnect high pressure supply pump (volumetric control valve) harness connector.
2. Turn ignition switch OFF and wait at least 30 seconds.
3. Start engine.
4. Disconnect high pressure supply pump (pressure control valve) harness connector.
Does the engine stop?
YES >> GO TO 4.
NO >> Replace high pressure supply pump (the high pressure supply pump [pressure control valve]
remains open mechanically).
4.CHECK FUEL INJECTOR
1. Reconnect high pressure supply pump (pressure control valve) harness connector.
2. Wait at least 30 seconds.
3. Start engine and let it idle speed.
4. Select “DATA MONITOR” mode with CONSULT-III.
5. Check that the “F/FLOW CORR CYL1”, “F/FLOW CORR CYL2”, “F/FLOW CORR CYL3”, “F/FLOW
CORR CYL4” indication.
Are the reference value 0.3 - 1.9?
YES >> GO TO 6.
NO >> GO TO 5.
5.CHECK MAJOR LEAK IN FUEL INJECTOR/FUEL INJECTORS OPEN
Carry out TEST 6.

EC-1052
< BASIC INSPECTION >[K9K]
INSPECTION AND ADJUSTMENT
2. Start engine and let it idle speed.
3. Select “DATA MONITOR” mode with CONSULT-III.
4. Check that the “RAIL PRESSURE” indication under the following conditions.
NOTE:
An unusual combustion noise may be heard.
Is the inspection result normal?
YES >> GO TO 22.
NO >> GO TO 21.
21.CHECK FUEL RAIL PRESSURE-II
1. Turn ignition switch OFF.
2. Replace fuel rail. Refer to EM-281, "
Removal and Installation"
3. Start engine and let it idle speed.
4. Select “DATA MONITOR” mode with CONSULT-III.
5. Check that the “RAIL PRESSURE” indication under the following conditions.
NOTE:
An unusual combustion noise may be heard.
Is the inspection result normal?
YES >> GO TO 22.
NO >> Replace high pressure supply pump.
22.INSPECTION END
High pressure supply pump (volumetric control valve) OK.
>>INSPECTION END
BASIC INSPECTION : Special Repair Requirement (TEST 6: Major Leak in Fuel Injec-
tors/Fuel Injectors Open)
INFOID:0000000001162520
NOTE:
CONDITIONS PRIOR TO TEST
- The entire low pressure system must be in good condition.
- Check the sealing of the high pressure pipes and unions.
- Test 3 High pressure supply pump (pressure control valve) check is OK
- Test 4 High pressure supply pump (volumetric control valve) check is OK
- Test 5 Rail high pressure regulation circuit check is OK.
CAUSE
- Not enough or no rail pressure during starting.
- The engine does not start.
1.CHECK FUEL INJECTOR-I
Refer to EC-1141, "
Component Inspection".
Is the inspection result normal?
CONDITION (ENGINE SPEED) INDICATION
At idle speed 190 - 210 bar
2000 rpm 400 - 500 bar
3000 rpm 500 - 700 bar
4000 rpm 700 - 900 bar
CONDITION (ENGINE SPEED) INDICATION
At idle speed 190 - 210 bar
2000 rpm 400 - 500 bar
3000 rpm 500 - 700 bar
4000 rpm 700 - 900 bar

INSPECTION AND ADJUSTMENT
EC-1053
< BASIC INSPECTION >[K9K]
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YES >> GO TO 2.
NO >> Replace malfunctioning fuel injector.
2.CHECK INTERNAL FUEL TRANSFER PUMP
1. Turn ignition switch OFF.
2. Disconnect the return system connections at the fuel injectors and close off the return pipes so they are
leak-tight.
3. To authorise a 15 second cranking engine and carry out this test it is essential to carry out the following
procedure:
- Disconnect high pressure supply pump (volumetric control valve) harness connector
- Turn ignition switch ON.
- Perform “SAVE DATA FOR CPU REPLC” in WORK SUPPORT mode with CONSULT-III.
- Perform “PRGRM REINITIALIZE” in WORK SUPPORT mode with CONSULT-III.
- Cranking engine for at least 15 seconds (starting speed 250 rpm)
- Perform “WRT DATA AFTR REPLC CPU” in WORK SUPPORT mode with CONSULT-III.
Is the return volume at the fuel injectors more than 20 ml per fuel injector for the starting phase?
NOTE:
 Do not repeat this procedure more than 3 times and wait 30 seconds between each 15 second cranking
engine.
 Then wait 30 minutes before cranking the engine for 3 15 second cycles.
 Follow this instruction so that the starter does not get damaged.
Does the flow measure more than 20ml?
Yes >> Replace malfunctioning fuel injector.
No >> GO TO 3.
3.CHECK FUEL INJECTOR-II
1. Turn ignition switch OFF.
2. Reconnect return pipes.
3. Start Engine.
4. Select “DATA MONITOR” mode with CONSULT-III.
5. Check “RAIL PRESSURE” and “RAIL PRES SET” indication.
6. Does “RAIL PRESSURE” follow “RAIL PRES SET” during the 3 second cranking engine?
Is the inspection result normal?
YES >> GO TO 5.
NO >> GO TO 4.
4.CHECK GLOW PLUG
1. Turn ignition switch OFF.
2. Remove the glow plugs and check for moisture.
3. If the glow plugs are wet with fuel, it is possible that the fuel injector is leaking.
Are the glow plugs wet with fuel?
Yes >> Replace malfunction fuel injector.
No >> Replace high pressure supply pump.
5.INSPECTION END
Fuel injector system OK.
>>INSPECTION END
BASIC INSPECTION : Special Repair Requirement (TEST 7: Incorrect Fuel Injection
Quantity)
INFOID:0000000001162521
NOTE:
CONDITIONS PRIOR TO TEST
- The entire low pressure system must be in good condition.
- Check the sealing of the high pressure pipes and unions.
- Test 3 High pressure supply pump (pressure control valve) check is OK
- Test 4 High pressure supply pump (volumetric control valve) check is OK
- Test 5 Rail high pressure regulation circuit check is OK.

FUEL INJECTION CONTROL
EC-1063
< FUNCTION DIAGNOSIS >[K9K]
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FUEL INJECTION CONTROL
System DescriptionINFOID:0000000001162530
SYSTEM DESCRIPTION
The high pressure injection system is designed to deliver a precise quantity of diesel fuel to the engine at a set
moment. The Siemens VDO piezo Common Rail system used on the K9K Step 2 engine is a second genera-
tion Common Rail injection system. Fuel pressure in the rail can reach a maximum of 1,600 bar. It uses fuel
injectors controlled by piezoelectric actuators. The fuel is pressurised by means of a high pressure pump then
sent to a rail which supplies the four fuel injectors.
 The circuit comprises two subsystems, which are distinguished by the fuel pressure level:
- the low pressure circuit comprises the tank, the diesel fuel filter, the transfer pump and the fuel injector return
lines,
- the high-pressure circuit comprises the high-pressure (HP) pump, the rail, the fuel injectors and the high-
pressure (HP) pipes.
Finally, there are a number of control sensors and actuators which enable the entire system to be controlled
and monitored.
 The system comprises:
- Priming bulb
- Fuel filter
- High pressure supply pump
- Fuel rail
- Fuel rail pressure sensor
- Fuel injector
- Fuel pump temperature sensor
- Engine coolant temperature sensor
- Camshaft position sensor
- Crankshaft position sensor
- Turbocharger boost sensor
- EGR volume control valve control position sensor
- EGR volume control valve
- Barometric pressure sensor (built in ECM)
- Mass air flow sensor
- Intake air temperature sensor
- Electric throttle control actuator
High Pressure Supply Pump
The high pressure supply pump consists of the following components:
 Internal fuel transfer pump:
- This pump is a vane-type rotary pump. It draws in fuel from the fuel tank through a fuel filter and supplies the
high pressure pump with fuel.
 Volumetric control valve:
- This solenoid valve regulates the flow of fuel entering the high pressure pump and enables an optimum
quantity of fuel to be pressurised according to operating phase; this improves the output of the high pressure
supply pump and thereby the output of the engine as well.
 High pressure pump:
- This pump is a 3-piston radial pump, it generates the required pressure in the rail.
 Pressure control valve:
- This solenoid valve regulates the output pressure of the high pressure pump.
Fuel Injector (Piezo Type)
CAUTION:
The fuel injector voltage is very high (much higher than that of conventional fuel injectors). This volt-
age can be as much as 150 V.
The piezo fuel injectors enable rapid, precise metering of the quantity of fuel injected, with excellent injection
process repetitivity.
The piezo actuator operates like a capacitor. To control the fuel injector, the computer sends, at the correct
time, a quantity of energy which is sufficient to enable the actuator to deform and the fuel injector to open.
During the injection period, the piezo actuator stores this energy.
At the end of the injection period, the computer recovers the energy sent at the start of the control operation.
The piezo actuator discharges and returns to its original shape. The fuel injector closes. To improve output, the