Almera Tino V10 (2003 year). Manual

INDEX FOR DTC

EC-27

[QG (WITH EURO-OBD)]

P0113

0113

IAT SEN/CIRCUIT

EC-184

P0117

0117

ECT SEN/CIRCUIT

EC-188

P0118

0118

ECT SEN/CIRCUIT

EC-188

P0132

0132

HO2S1 (B1)

EC-199

P0133

0133

HO2S1 (B1)

EC-218

P0134

0134

HO2S1 (B1)

EC-237

P0138

0138

HO2S2 (B1)

EC-253

P0139

0139

HO2S2 (B1)

EC-270

P0152

0152

HO2S1 (B2)

EC-199

P0153

0153

HO2S1 (B2)

EC-218

P0154

0154

HO2S1 (B2)

EC-237

P0158

0158

HO2S2 (B2)

EC-253

P0159

0159

HO2S2 (B2)

EC-270

P0171

0171

FUEL SYS-LEAN-B1

EC-288

P0172

0172

FUEL SYS-RICH-B1

EC-302

P0174

0174

FUEL SYS-LEAN-B2

EC-288

P0175

0175

FUEL SYS-RICH-B2

EC-302

P0221

0221

TP SENSOR

EC-310

P0222

0222

TP SEN 1/CIRC

EC-316

P0223

0223

TP SEN 1/CIRC

EC-316

P0226

0226

APP SENSOR

EC-322

P0227

0227

APP SEN 1/CIRC

EC-328

P0228

0228

APP SEN 1/CIRC

EC-328

P0300

0300

MULTI CYL MISFIRE

EC-334

P0301

0301

CYL 1 MISFIRE

EC-334

P0302

0302

CYL 2 MISFIRE

EC-334

P0303

0303

CYL 3 MISFIRE

EC-334

P0304

0304

CYL 4 MISFIRE

EC-334

P0327

0327

KNOCK SEN/CIRC-B1

–

EC-339

P0328

0328

KNOCK SEN/CIRC-B1

–

EC-339

P0335

0335

CKP SEN/CIRCUIT

EC-343

P0340

0340

CMP SEN/CIRC-B1

EC-349

P0420

0420

TW CATALYST SYS-B1

EC-360

P0430

0430

TW CATALYST SYS-B2

EC-360

P0444

0444

PURG VOLUME CONT/V

EC-365

P0500

0500

VEH SPEED SEN/CIRC

EC-371

P0550

0550

PW ST P SEN/CIRC

–

EC-373

P0605

0605

ECM

1 or 2

or –

EC-377

P0705

0705

PNP SW/CIRC

AT-113

P0710

0710

ATF TEMP SEN/CIRC

AT-119

P0720

0720

VEH SPD SEN/CIRC AT

AT-125

P0725

0725

ENGINE SPEED SIG

AT-131

DTC*

Items

(CONSULT-II screen terms)

Trip

MI lighting

Reference page

CONSULT-II

GST*

ECM*

EC-28

[QG (WITH EURO-OBD)]

INDEX FOR DTC

*1: 1st trip DTC No. is the same as DTC No.
*2: These numbers are prescribed by ISO 15031-5.
*3: In Diagnostic Test Mode II (Self-diagnostic results), these numbers are controlled by NISSAN.
*4: When engine is running.
*5: The trouble shooting for these DTCs need CONSULT-II.
*6: When the fail-safe operations for both self-diagnoses occur at the same time, the MI illuminates.

P0731

0731

A/T 1ST GR FNCTN

AT-135

P0732

0732

A/T 2ND GR FNCTN

AT-141

P0733

0733

A/T 3RD GR FNCTN

AT-147

P0734

0734

A/T 4TH GR FNCTN

AT-153

P0740

0740

TCC SOLENOID/CIRC

AT-161

P0745

0745

L/PRESS SOL/CIRC

AT-166

P0750

0750

SFT SOL A/CIRC

AT-173

P0755

0755

SFT SOL B/CIRC

AT-178

P1065

1065

ECM BACK UP/CIRC

EC-380

P1111

1111

INT/V TIM V/CIR-B1

EC-384

P1121

1121

ETC ACTR

1 or 2

EC-389

P1122

1122

ETC FUNCTION/CIRC

EC-391

P1124

1124

ETC MOT PWR

EC-398

P1126

1126

ETC MOT PWR

EC-398

P1128

1128

ETC MOT

EC-404

P1143

1143

HO2S1 (B1)

EC-415

P1144

1144

HO2S1 (B1)

EC-427

P1146

1146

HO2S2 (B1)

EC-441

P1147

1147

HO2S2 (B1)

EC-460

P1163

1163

HO2S1 (B2)

EC-415

P1164

1164

HO2S1 (B2)

EC-427

P1166

1166

HO2S2 (B2)

EC-441

P1167

1167

HO2S2 (B2)

EC-460

P1211

1211

TCS C/U FUNCTN

–

EC-471

P1212

1212

TCS/CIRC

–

EC-472

P1217

1217

ENG OVER TEMP

EC-473

P1223

1223

TP SEN 2/CIRC

EC-484

P1224

1224

TP SEN 2/CIRC

EC-484

P1225

1225

CTP LEARNING

–

EC-490

P1226

1226

CTP LEARNING

–

EC-492

P1227

1227

APP SEN 2/CIRC

EC-494

P1228

1228

APP SEN 2/CIRC

EC-494

P1229

1229

SENSOR POWER/CIRC

EC-500

P1610 - P1615

1610 - 1615

NATS MALFUNCTION

–

EC-70

P1705

1705

TPV SEN/CIRC A/T

AT-183

P1706

1706

P-N POS SW/CIRCUIT

EC-504

P1760

1760

O/R CLTCH SOL/CIRC

AT-189

P1805

1805

BRAKE SW/CIRCUIT

–

EC-509

DTC*

Items

(CONSULT-II screen terms)

Trip

MI lighting

Reference page

CONSULT-II

GST*

ECM*

EC-30

[QG (WITH EURO-OBD)]

PRECAUTIONS

PFP:00001

Precautions for Supplemental Restraint System (SRS) “AIR BAG” and “SEAT
BELT PRE-TENSIONER”

EBS00QG5

The Supplemental Restraint System such as “AIR 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. Information necessary to service the system safely is included in the SRS and SB section of
this Service Manual.

WARNING:

●

To avoid rendering the SRS inoperative, 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 per-
formed by an authorized NISSAN/INFINITI dealer.

●

Improper maintenance, including incorrect removal and installation of the SRS, can lead to per-
sonal injury caused by unintentional activation of the system. For removal of Spiral Cable and Air
Bag Module, see the SRS section.

●

Do not use electrical test equipment on any circuit related to the SRS unless instructed to in this
Service Manual. SRS wiring harnesses can be identified by yellow and/or orange harnesses or
harness connectors.

On Board Diagnostic (OBD) System of Engine and A/T

EBS00QG6

The ECM has an on board diagnostic system. It will light up the malfunction indicator (MI) to warn the driver of
a malfunction causing emission deterioration.

CAUTION:

●

Be sure to turn the ignition switch OFF and disconnect the battery ground cable before any repair
or inspection work. The open/short circuit of related switches, sensors, solenoid valves, etc. will
cause the MI to light up.

●

Be sure to connect and lock the connectors securely after work. A loose (unlocked) connector will
cause the MI 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-
locking type harness connector. For description and how to disconnect, refer to “HARNESS CON-
NECTOR”, EL-7.

●

Be sure to route and secure the harnesses properly after work. The interference of the harness
with a bracket, etc. may cause the MI to light up due to the short circuit.

●

Be sure to connect rubber tubes properly after work. A misconnected or disconnected rubber tube
may cause the MI 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.

Precaution

EBS00QG7

●

Always use a 12 volt battery as power source.

●

Do not attempt to disconnect battery cables while engine is
running.

●

Before connecting or disconnecting the ECM harness con-
nector, turn ignition switch OFF and disconnect battery
ground 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 ignition switch OFF and then
disconnect battery ground cable.

SEF289H

PRECAUTIONS

EC-31

[QG (WITH EURO-OBD)]

●

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-control at its initial values.
Engine operation can vary slightly when the cable is dis-
connected. However, this is not an indication of a malfunc-
tion. Do not replace parts because of a slight variation.

●

When

connecting

ECM

harness

connector,

fasten

securely with levers as far as they will go as shown at right.

●

When connecting or disconnecting 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)
voltage to develop in coil and condenser, thus resulting in
damage to ICs.

●

Keep engine control system harness at least 10 cm (4 in)
away from adjacent harness, to prevent engine control sys-
tem malfunctions 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 make sure ECM functions prop-
erly. Refer to

EC-102, "ECM Terminals and Reference Value"

●

Handle mass air flow sensor carefully to avoid damage.

●

Do not disassemble mass air flow sensor.

●

Do not clean mass air flow sensor with any type of deter-
gent.

●

Do not disassemble electric throttle control actuator.

●

Even a slight leak in the air intake system can cause seri-
ous incidents.

●

Do not shock or jar the camshaft position sensor (PHASE), crankshaft position sensor (POS).

PBIB1164E

MBIB0145E

PBIB0090E

MEF040D

PRECAUTIONS

EC-33

[QG (WITH EURO-OBD)]

●

Do not depress accelerator pedal when starting.

●

Immediately after starting, do not rev up engine unneces-
sarily.

●

Do not rev up engine just prior to shutdown.

●

When installing C.B. ham radio or a mobile phone, be sure
to observe the following as it may adversely affect elec-
tronic control systems depending on installation location.

–

Keep the antenna as far as possible from the electronic
control units.

–

Keep the antenna feeder line more than 20 cm (8 in) away
from the harness of electronic controls.
Do not let them run parallel for a long distance.

–

Adjust the antenna and feeder line so that the standing-
wave radio can be kept smaller.

–

Be sure to ground the radio to vehicle body.

●

Regarding V10 models with A/T, “B1” indicates bank 1 (cyl-
inders number 1 and 4), “B2” indicates bank 2 (cylinders
number 2 and 3).

Wiring Diagrams and Trouble Diagnosis

EBS00QG8

When you read wiring diagrams, refer to the following:

●

“HOW TO READ WIRING DIAGRAMS”, GI-11

●

“POWER SUPPLY ROUTING”, EL-11 for power distribution circuit

When you perform trouble diagnosis, refer to the following:

●

“How to Follow Test Groups in Trouble Diagnoses”, GI-32

●

“HOW TO PERFORM EFFICIENT DIAGNOSES FOR AN ELECTRICAL INCIDENT”, GI-21

SEF709Y

SEF708Y

SEF440Y

ENGINE CONTROL SYSTEM

EC-39

[QG (WITH EURO-OBD)]

System Chart

EBS00QGE

*1: This sensor is not used to control the engine system under normal conditions.
*2: The signals are sent to the ECM through CAN communication line.
*3: The output signals are sent from the ECM through CAN communication line.

Multiport Fuel Injection (MFI) System

EBS00QGF

INPUT/OUTPUT SIGNAL CHART

*1: Under normal conditions, this sensor is not for engine control operation.
*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). The amount of fuel injected is a program value in the

Input (Sensor)

ECM Function

Output (Actuator)

●

Camshaft position sensor (PHASE)

●

Crankshaft position sensor (POS)

●

Mass air flow sensor

●

Engine coolant temperature sensor

●

Heated oxygen sensor 1

●

Throttle position sensor

●

Accelerator pedal position sensor

●

Park/neutral position (PNP) switch

●

Intake air temperature sensor

●

Power steering pressure sensor

●

Ignition switch

●

Stop lamp switch

●

Battery voltage

●

Knock sensor

●

Refrigerant pressure sensor

●

Heated oxygen sensor 2

●

TCM (Transmission control module)

●

Air conditioner switch

●

Vehicle speed signal

●

Electrical load signal

Fuel injection & mixture ratio control

Fuel injectors

Electronic ignition system

Power transistor

Fuel pump control

Fuel pump relay

On board diagnostic system

MI (On the instrument panel)

Intake valve timing control

Intake valve timing control solenoid
valve

Heated oxygen sensor 1 heater control

Heated oxygen sensor 1 heater

Heated oxygen sensor 2 heater control

Heated oxygen sensor 2 heater

EVAP canister purge flow control

EVAP canister purge volume control
solenoid valve

Air conditioning cut control

Air conditioner relay

Cooling fan control

Cooling fan relay

Sensor

Input Signal to ECM

ECM Function

Actuator

Crankshaft position sensor (POS)
Camshaft position sensor (PHASE)

Engine speed

and piston position

Fuel injection & mixture
ratio control

Fuel injectors

Mass air flow sensor

Amount of intake air

Engine coolant temperature sensor

Engine coolant temperature

Heated oxygen sensor 1

Density of oxygen in exhaust gas

Throttle position sensor

Throttle position

Accelerator pedal position sensor

Accelerator pedal position

Park/neutral position (PNP) switch

Gear position

Knock sensor

Engine knocking condition

Battery

Battery voltage

Power steering pressure sensor

Power steering operation

Heated oxygen sensor 2

Density of oxygen in exhaust gas

Vehicle speed signal

Vehicle speed

Air conditioner switch

Air conditioner operation

EC-40

[QG (WITH EURO-OBD)]

ENGINE CONTROL SYSTEM

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), the 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

●

When selector lever is changed from “N” to “D” (A/T models)

●

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 if 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-208

(M/T models) or

EC-218

(A/T models). 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

●

After shifting from “N” to “D” (A/T models)

●

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-

PBIB0121E

ENGINE CONTROL SYSTEM

EC-41

[QG (WITH EURO-OBD)]

inally designed. Both manufacturing differences (i.e., mass air flow sensor hot film) and characteristic changes
during operation (i.e., 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.
“Long term fuel trim” is overall fuel compensation carried 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 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 cylinders 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 or operation of the engine at excessively high speeds.

Electronic Ignition (EI) System

EBS00QGG

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.

SEF337W

Sensor

Input Signal to ECM

ECM Function

Actuator

Crankshaft position sensor (POS)
Camshaft position sensor (PHASE)

Engine speed

and piston position

Ignition timing control

Power transistor

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

Knock sensor

Engine knocking

Park/neutral position (PNP) switch

Gear position

Battery

Battery voltage

Vehicle speed signal

Vehicle speed

EC-42

[QG (WITH EURO-OBD)]

ENGINE CONTROL SYSTEM

SYSTEM DESCRIPTION

The ignition timing is controlled by the ECM to maintain the best air-
fuel ratio for every running condition of the engine. The ignition tim-
ing data is stored in the ECM. This data forms the map shown.
The ECM receives information such as the injection pulse width and
camshaft position sensor signal. Computing this information, ignition
signals are transmitted to the power transistor.
e.g., N: 1,800 rpm, Tp: 1.50 msec
A

BTDC

During the following conditions, the ignition timing is revised 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.

Air Conditioning Cut Control

EBS00QGH

INPUT/OUTPUT SIGNAL CHART

*1: These signals are 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

This system improves engine operation when the air conditioner is used.
Under the following conditions, the air conditioner is turned off.

●

When the accelerator pedal is fully depressed.

●

When cranking the engine.

●

At high engine speeds.

●

When the engine coolant temperature becomes excessively high.

●

When operating power steering during low engine speed or low vehicle speed.

●

When engine speed is excessively low.

●

When refrigerant pressure is excessively low or high.

SEF742M

Sensor

Input Signal to ECM

ECM Function

Actuator

Air conditioner switch*

Air conditioner “ON” signal

Air conditioner
cut control

Air conditioner relay

Throttle position sensor

Throttle valve opening angle

Crankshaft position sensor (POS)
Camshaft position sensor (PHASE)

Engine speed

Engine coolant temperature sensor

Engine coolant temperature

Battery

Battery voltage

Refrigerant pressure sensor

Refrigerant pressure

Power steering pressure sensor

Power steering operation

Vehicle speed signal

Vehicle speed

Almera Tino V10 (2003 year). Manual - part 63