engine NISSAN TIIDA 2011 Service Repair Manual

EC-510
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PRECAUTIONS
PRECAUTIONS
Precaution for Supplemental Restraint Syst
em (SRS) "AIR BAG" and "SEAT BELT
PRE-TENSIONER"
INFOID:0000000006341690
The Supplemental Restraint System such as “A IR BAG” and “SEAT BELT PRE-TENSIONER”, used along
with a front seat belt, helps to reduce the risk or severity of injury to the driver and front passenger for certain
types of collision. This system includes seat belt switch inputs and dual stage front air bag modules. The SRS
system uses the seat belt switches to determine the front air bag deployment, and may only deploy one front
air bag, depending on the severity of a collision and w hether the front occupants are belted or unbelted.
Information necessary to service the system safely is included in the SRS and SB section of this Service Man-
ual.
WARNING:
• To avoid rendering the SRS inopera tive, which could increase the risk of personal injury or death in
the event of a collision which would result in air bag inflation, all maintenance must be performed by
an authorized NISSAN/INFINITI dealer.
• Improper maintenance, including incorrect removal and installation of the SRS can lead to personal
injury caused by unintent ional activation of the system. For re moval of Spiral Cable and Air Bag
Module, see the SRS section.
• Do not use electrical test equipmen t on any circuit related to the SRS unless instructed to in this
Service Manual. SRS wiring harn esses can be identified by yellow and/or orange harnesses or har-
ness connectors.
PRECAUTIONS WHEN USING POWER TOOLS (AIR OR ELECTRIC) AND HAMMERS
WARNING:
• When working near the Airbag Diagnosis Sensor Unit or other Airbag System sensors with the Igni-
tion ON or engine running, DO NOT use air or electri c power tools or strike near the sensor(s) with a
hammer. Heavy vibration could activate the sensor( s) and deploy the air bag(s), possibly causing
serious injury.
• When using air or electric power tools or hammers , always switch the Ignition OFF, disconnect the
battery, and wait at least 3 minu tes before performing any service.
Precaution Necessary for Steering W heel Rotation After Battery Disconnect
INFOID:0000000006341691
NOTE:
• This Procedure is applied only to models with Intelligent Key system and NATS (NISSAN ANTI-THEFT SYS-
TEM).
• Remove and install all control units after disconnecting both battery cables with the ignition knob in the ″LOCK ″ position.
• Always use CONSULT-III to perform self-diagnosis as a part of each function inspection after finishing work.
If DTC is detected, perform trouble diagnosis according to self-diagnostic results.
For models equipped with the Intelligent Key system and NATS, an electrically controlled steering lock mech-
anism is adopted on the key cylinder.
For this reason, if the battery is disconnected or if the battery is discharged, the steering wheel will lock and
steering wheel rotation will become impossible.
If steering wheel rotation is required when battery pow er is interrupted, follow the procedure below before
starting the repair operation.
OPERATION PROCEDURE
1. Connect both battery cables. NOTE:
Supply power using jumper cables if battery is discharged.
2. Use the Intelligent Key or mechanical key to turn the ignition switch to the ″ACC ″ position. At this time, the
steering lock will be released.
3. Disconnect both battery cables. The steering lock will remain released and the steering wheel can be rotated.
4. Perform the necessary repair operation.
5. When the repair work is completed, return the ignition switch to the ″LOCK ″ position before connecting
the battery cables. (At this time, the steering lock mechanism will engage.)
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PRECAUTIONSEC-511
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6. Perform a self-diagnosis check of al
l control units using CONSULT-III.
Precaution for Procedure without Cowl Top CoverINFOID:0000000006341692
When performing the procedure after removing cowl top cover, cover
the lower end of windshield with urethane, etc.
On Board Diagnosis (OBD) Syst em of Engine and A/T, CVTINFOID:0000000006341693
The ECM has an on board diagnostic system . It will light up the malfunction indicator lamp (MIL) to warn the
driver of a malfunction causing emission deterioration.
CAUTION:
• Be sure to turn the ignition sw itch OFF and disconnect the battery ground cable before any repair or
inspection work. The open/short circuit of relate d switches, sensors, solenoid valves, etc. will cause
the MIL to light up.
• Be sure to connect and lock the connectors secure ly after work. A loose (unlocked) connector will
cause the MIL to light up due to the open circuit. (Be sure the connector is free from water, grease,
dirt, bent terminals, etc.)
• Certain systems and components, especially those related to OBD, may use a new style slide-lock-
ing type harness connector. For description and how to disconnect, refer to PG-65
.
• Be sure to route and secure the harnesses properly after work. The interference of the harness with
a bracket, etc. may cause the MIL to li ght up due to the short circuit.
• Be sure to connect rubber tubes properly afte r work. A misconnected or disconnected rubber tube
may cause the MIL to light up due to the malfunction of the fuel injection system, etc.
• Be sure to erase the unnecessary malfunction information (repairs completed) from the ECM and TCM (Transmission control module) before returning the vehicle to the customer.
PrecautionINFOID:0000000006341694
•Always use a 12 volt battery as power source.
• Do not attempt to disconnect battery cables while engine is
running.
• Before connecting or disc onnecting the ECM harness con-
nector, turn ignition switch OFF and disconnect negative bat-
tery cable. Failure to do so may damage the ECM because
battery voltage is applied to ECM even if ignition switch is
turned OFF.
• Before removing parts, turn ig nition switch OFF and then dis-
connect negative battery cable.
• Do not disassemble ECM.
• If battery cable is disconnected, the memory will return to the
initial ECM values.
The ECM will now start to self-c ontrol at its initial values.
Engine operation can vary slightly in this case. However, this
is not an indication of a malf unction. Do not replace parts
because of a slight variation.
• If the battery is disconnected, the following emission-related
diagnostic information will be lost within 24 hours.
- Diagnostic trouble codes
- 1st trip diagnostic trouble codes
PIIB3706J
SEF289H
PBIA9222J
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EC-512
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PRECAUTIONS
-
Freeze frame data
- 1st trip freeze frame data
- System readiness test (SRT) codes
- Test values
• When connecting ECM harness connector, fasten (B) it
securely with a lever (1) as far as it will go as shown in the fig-
ure.
- ECM (2)
- Loosen (A)
• When connecting or disconnect ing pin connectors into or
from ECM, take care not to damage pin terminals (bend or
break).
Make sure that there are not any bends or breaks on ECM pin
terminal, when connecting pin connectors.
• Securely connect ECM harness connectors.
A poor connection can cause an extremely high (surge) volt-
age to develop in coil and co ndenser, thus resulting in dam-
age to ICs.
• Keep engine control system harness at least 10 cm (4 in) away
from adjacent harness, to preven t engine control system mal-
functions due to receiving external noise, degraded operation
of ICs, etc.
• Keep engine control system parts and harness dry.
• Before replacing ECM, perform “ECM Terminals and Refer-
ence Value” inspection and m ake sure ECM functions prop-
erly. Refer to EC-605, "
ECM Terminal and Reference Value".
• Handle mass air flow sensor carefully to avoid damage.
• Do not disassemble m ass air flow sensor.
• Do not clean mass air flow sensor with any type of detergent.
• Do not disassemble electric throttle control actuator.
• Even a slight leak in the ai r intake system can cause serious
incidents.
• Do not shock or jar the camshaft position sensor (PHASE),
crankshaft position sensor (POS).
• After performing each TROUBLE DIAGNOSIS, perform DTC
Confirmation Procedure or Overall Function Check.
The DTC should not be displ ayed in the DTC Confirmation
Procedure if the repair is co mpleted. The Overall Function
Check should be a good result if the repair is completed.
PBIB2947E
PBIB0090E
MEF040D
SEF217U
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PRECAUTIONSEC-513
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•
When measuring ECM signals with a circuit tester, never allow
the two tester probes to contact.
Accidental contact of probes will cause a short circuit and
damage the ECM power transistor.
• Do not operate fuel pump when there is no fuel in lines.
• Tighten fuel hose clamps to the specified torque.
- Fuel level sensor unit and fuel pump (1)
- Fuel pressure regulator (2)
- Fuel level sensor (3)
- Fuel tank temperature sensor (4)
• Do not depress accelerator pedal when starting.
• Immediately after starting, do not rev up engine unnecessar-
ily.
• Do not rev up engine ju st prior to shutdown.
SEF348N
BBIA0704E
SEF709Y
Revision: May 2010 2011 Versa

EC-516
< SERVICE INFORMATION >[MR18DE]
PREPARATION
Fuel filler cap adapter
i.e.: (MLR-8382)Checking fuel tank vacuum relief valve opening
pressure
Socket wrench Removing and installing engine coolant tempera-
ture sensor
Oxygen sensor thread
cleaner
i.e.: (J-43897-18)
(J-43897-12) Reconditioning the exhaust system threads before
installing a new oxygen sensor. Use with anti-
seize lubricant shown below.
a: 18 mm diameter with pitch 1.5 mm for Zirco-
nia Oxygen Sensor
b: 12 mm diameter with pitch 1.25 mm for Tita-
nia Oxygen Sensor
Anti-seize lubricant
i.e.: (Permatex
TM
133AR or equivalent
meeting MIL specifica-
tion MIL-A-907) Lubricating oxygen sensor thread cleaning tool
when reconditioning exhaust system threads.
Tool number
(Kent-Moore No.)
Tool name
Description
S-NT815
S-NT705
AEM488
S-NT779
Revision: May 2010
2011 Versa

ENGINE CONTROL SYSTEMEC-517
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ENGINE CONTROL SYSTEM
SchematicINFOID:0000000006341697
Multiport Fuel Inje
ction (MFI) SystemINFOID:0000000006341698
INPUT/OUTPUT SIGNAL CHART
JPBIA3134GB
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EC-518
< SERVICE INFORMATION >[MR18DE]
ENGINE CONTROL SYSTEM
*1: This sensor is not used to control the engine system under normal conditions.
*2: This signal is sent to the ECM through CAN communication line.
*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). T he 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 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 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
• When selector lever is changed from N to D (A/T and CVT models)
• High-load, high-speed operation
• During deceleration
• During high engine speed operation
MIXTURE RATIO FEEDBACK CONTROL (CLOSED LOOP CONTROL)
Sensor Input Signal to ECMECM functionActuator
Crankshaft position sensor (POS) Engine speed*
3
Piston position
Fuel injection
& mixture ratio
controlFuel injector
Camshaft position sensor (PHASE)
Mass air flow sensor
Amount of intake air
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
Park/neutral position (PNP) signal Gear position
Battery Battery voltage*
3
Knock sensorEngine knocking condition
EPS control unit Power steering operation*
2
Heated oxygen sensor 2*1Density of oxygen in exhaust gas
Air conditioner switch Air conditioner operation*
2
ABS actuator and electric unit (control unit)
Vehicle speed*2
Combination meter
PBIB3020E
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ENGINE CONTROL SYSTEMEC-519
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The mixture ratio feedback system provides the best air/
fuel mixture ratio for drivability and emission control.
The three way catalyst (manifold) can then better r educe CO, HC and NOx emissions. This system uses air
fuel ratio (A/F) 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 air
fuel ratio (A/F) sensor 1, refer to EC-704
. 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 air fuel ratio (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 air fuel ratio (A/F) sensor 1 or its circuit
• Insufficient activation of air fuel ratio (A /F) sensor 1 at low engine coolant temperature
• High engine coolant temperature
• During warm-up
• After shifting from N to D (A/T and CVT models)
• When starting the engine
MIXTURE RATIO SELF-LEARNING CONTROL
The mixture ratio feedback control system monitors the mixture ratio signal tr ansmitted from air fuel ratio (A/F)
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 bas ic 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 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 air fuel ratio (A/F) sensor 1 i ndicates whether the mixture ratio is RICH or LEAN com-
pared to the theoretical value. The signal then triggers a reduction in fuel volume if the mixture ratio is rich, and
an increase in fuel volume if it is lean.
“Long term fuel trim” is overall fuel compensation 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.
FUEL INJECTION TIMING
Two types of systems are used.
Sequential Multiport Fuel Injection System
Fuel is injected into each cylinder during each engine cycl e 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 cylinders twice each engine cycle. In other words, pulse signals of
the same width are simultaneously transmitted from the ECM.
The four fuel injectors will then receive the signals two times for each engine cycle.
SEF337W
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EC-520
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ENGINE CONTROL SYSTEM
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.
Electronic Ignition (EI) SystemINFOID:0000000006341699
INPUT/OUTPUT SIGNAL CHART
*1: This signal is sent to the ECM through CAN communication line.
*2: ECM determines the start signal status by the signals of engine speed and battery voltage.
SYSTEM DESCRIPTION
Firing order: 1 - 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.
The ECM receives information such as the injection pulse width and camshaft position sensor (PHASE) sig-
nal. Computing this information, ignition si gnals are transmitted to the power transistor.
During the following conditions, the ignition timing is re vised by the ECM according to the other data stored in
the ECM.
• At starting
• During warm-up
• At idle
• At low battery voltage
• During acceleration
The knock sensor retard system is designed only for emergencies. The basic ignition timing is programmed
within the anti-knocking zone, if recommended fuel is used under dry conditions. The retard system does not
operate under normal driving conditions. If engine knocking occurs, the \
knock sensor monitors the condition.
The signal is transmitted to the ECM. The ECM retards the ignition timing to eliminate the knocking condition.
Fuel Cut Control (at No Load and High Engine Speed)INFOID:0000000006341700
INPUT/OUTPUT SIGNAL CHART
Sensor Input Signal to ECMECM functionActuator
Crankshaft position sensor (POS) Engine speed*
2
Piston position
Ignition timing
controlPower transistor
Camshaft position sensor (PHASE)
Mass air flow sensor
Amount of intake air
Engine coolant temperature sensor Engine coolant temperature
Throttle position sensor Throttle position
Accelerator pedal position sensor Accelerator pedal position
Battery Battery voltage*
2
Knock sensorEngine knocking
Park/neutral position (PNP) signal Gear position
ABS actuator and electric unit (control unit)
Vehicle speed*
1Combination meter
Sensor Input Signal to ECMECM functionActuator
Park/neutral position (PNP) signal Neutral position
Fuel cut control Fuel injector
Accelerator pedal position sensor
Accelerator pedal position
Engine coolant temperature sensor Engine coolant temperature
Crankshaft position sensor (POS)
Camshaft position sensor (PHASE) Engine speed
ABS actuator and electric unit (control unit) Vehicle speed*
Combination meter
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ENGINE CONTROL SYSTEMEC-521
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*: This signal is sent to the ECM through CAN communication line.
SYSTEM DESCRIPTION
If the engine speed is above 2,400 rpm under no load [for ex
ample, the shift lever position is P or N (A/T,
CVT), Neutral (M/T) and engine speed is over 2,400 rpm] fuel will be cut off after some time. The exact time
when the fuel is cut off varies based on engine speed.
Fuel cut will be operated until the engine speed reaches 1,500 rpm, then fuel cut will be cancelled.
NOTE:
This function is different from deceleration control listed under EC-517, "
Multiport Fuel Injection (MFI) Sys-
tem".
Revision: May 2010 2011 Versa