2001 NISSAN ALMERA change time

Diagnostic trouble code Malfunction is detected when ... Check items (Possible cause)
: A/T 1ST GR FNCTN
A/T cannot be shifted to the 1st gear
position even if electrical circuit is good.+Shift solenoid valve A
+Shift solenoid valve B
+Each clutch
+Hydraulic control circuit
: P0731
SAT014K
SAT971J
SAT021J
DIAGNOSTIC TROUBLE CODE (DTC) CONFIRMATION
PROCEDURE
NJAT0279S03CAUTION:
+Always drive vehicle at a safe speed.
+Be careful not to rev engine into the red zone on the
tachometer.
NOTE:
If ªDIAGNOSTIC TROUBLE CODE CONFIRMATION PROCE-
DUREº has been previously conducted, always turn ignition
switch ªOFFº and wait at least 5 seconds before conducting
the next test.
TESTING CONDITION:
Always drive vehicle on a level road to improve the accuracy
of test.
After the repair, perform the following procedure to confirm the
malfunction is eliminated.
With CONSULT-II
1) Start engine and select ªDATA MONITORº mode for ªA/Tº with
CONSULT-II.
2) Make sure that output voltage of A/T fluid temperature sensor
is within the range below.
FLUID TEMP SEN: 0.4 - 1.5V
If out of range, drive the vehicle to decrease the voltage (warm
up the fluid) or stop engine to increase the voltage (cool down
the fluid).
3) Select ª1ST GR FNCTN P0731º of ªDTC WORK SUPPORTº
mode for ªA/Tº with CONSULT-II and touch ªSTARTº.
4) Accelerate vehicle to 20 to 25 km/h (12 to 16 MPH) under the
following condition and release the accelerator pedal com-
pletely.
THROTTLE POSI: Less than 1.0/8 (at all times during step
4)
Selector lever: D position (OD ªONº)
+Check that ªGEARº shows ª2º after releasing pedal.
5) Depress accelerator pedal to WOT (more than 7.0/8 of
ªTHROTTLE POSIº) quickly from a speed of 20 to 25 km/h (12
to 16 MPH) until ªTESTINGº changes to ªSTOP VEHICLEº or
ªCOMPLETEDº. (It will take approximately 3 seconds.)
If the check result NG appears on CONSULT-II screen, go to
ªDIAGNOSTIC PROCEDUREº, AT-208.
If ªSTOP VEHICLEº appears on CONSULT-II screen, go to the
following step.
+Check that ªGEARº shows ª1º when depressing accelera-
tor pedal to WOT.
+If ªTESTINGº does not appear on CONSULT-II for a long
time, select ªSELF-DIAGNOSISº for ªENGINEº. In case a
DTC P0731 A/T 1ST GEAR FUNCTIONEURO-OBD
Description (Cont'd)
AT-205

SAT014K
SAT971J
SAT021J
DIAGNOSTIC TROUBLE CODE (DTC) CONFIRMATION
PROCEDURE
NJAT0283S03CAUTION:
+Always drive vehicle at a safe speed.
+Be careful not to rev engine into the red zone on the
tachometer.
NOTE:
If ªDIAGNOSTIC TROUBLE CODE CONFIRMATION PROCE-
DUREº has been previously conducted, always turn ignition
switch ªOFFº and wait at least 5 seconds before conducting
the next test.
TESTING CONDITION:
Always drive vehicle on a level road to improve the accuracy
of test.
After the repair, perform the following procedure to confirm the
malfunction is eliminated.
With CONSULT-II
1) Start engine and select ªDATA MONITORº mode for ªA/Tº with
CONSULT-II.
2) Make sure that output voltage of A/T fluid temperature sensor
is within the range below.
FLUID TEMP SEN: 0.4 - 1.5V
If out of range, drive the vehicle to decrease the voltage (warm
up the fluid) or stop engine to increase the voltage (cool down
the fluid).
3) Select ª2ND GR FNCTN P0732º of ªDTC WORK SUPPORTº
mode for ªA/Tº with CONSULT-II and touch ªSTARTº.
4) Accelerate vehicle to 50 to 55 km/h (31 to 34 MPH) under the
following condition and release the accelerator pedal com-
pletely.
THROTTLE POSI: Less than 1.0/8 (at all times during step
4)
Selector lever: D position (OD ªONº)
+Check that ªGEARº shows ª3º or ª4º after releasing pedal.
5) Depress accelerator pedal to WOT (more than 7.0/8 of
ªTHROTTLE POSIº) quickly from a speed of 50 to 55 km/h (31
to 34 MPH) until ªTESTINGº changes to ªSTOP VEHICLEº or
ªCOMPLETEDº. (It will take approximately 3 seconds.)
If the check result NG appears on CONSULT-II screen, go to
ªDIAGNOSTIC PROCEDUREº, AT-215.
If ªSTOP VEHICLEº appears on CONSULT-II screen, go to
following step.
+Check that ªGEARº shows ª2º when depressing accelera-
tor pedal to WOT.
+If ªTESTINGº does not appear on CONSULT-II for a long
time, select ªSELF-DIAGNOSISº for ªENGINEº. In case a
1st trip DTC other than P0732 is shown, refer to applicable
ªTROUBLE DIAGNOSIS FOR DTCº.
6) Stop vehicle.
7) Follow the instruction displayed. (Check for normal shifting
referring to the table below.)
Vehicle conditionGear on actual transmission shift pattern when
screen is changed to 1®2®3®4
No malfunction exists 1®2®3®4
Malfunction for P0732
exists.4®3®3®4
DTC P0732 A/T 2ND GEAR FUNCTIONEURO-OBD
Description (Cont'd)
AT-212

SAT014K
SAT971J
SAT021J
DIAGNOSTIC TROUBLE CODE (DTC) CONFIRMATION
PROCEDURE
NJAT0287S03CAUTION:
+Always drive vehicle at a safe speed.
+Be careful not to rev engine into the red zone on the
tachometer.
NOTE:
If ªDIAGNOSTIC TROUBLE CODE CONFIRMATION PROCE-
DUREº has been previously conducted, always turn ignition
switch ªOFFº and wait at least 5 seconds before conducting
the next test.
TESTING CONDITION:
Always drive vehicle on a level road to improve the accuracy
of test.
After the repair, perform the following procedure to confirm the
malfunction is eliminated.
With CONSULT-II
1) Start engine and select ªDATA MONITORº mode for ªA/Tº with
CONSULT-II.
2) Make sure that output voltage of A/T fluid temperature sensor
is within the range below.
FLUID TEMP SEN: 0.4 - 1.5V
If out of range, drive the vehicle to decrease the voltage (warm
up the fluid) or stop engine to increase the voltage (cool down
the fluid).
3) Select ª3RD GR FNCTN P0733º of ªDTC WORK SUPPORTº
mode for ªA/Tº with CONSULT-II and touch ªSTARTº.
4) Accelerate vehicle to 70 to 85 km/h (43 to 53 MPH) under the
following condition and release the accelerator pedal com-
pletely.
THROTTLE POSI: Less than 1.0/8 (at all times during step
4)
Selector lever: D position (OD ªONº)
+Check that ªGEARº shows ª4º after releasing pedal.
5) Depress accelerator pedal steadily with 3.5/8 - 4.5/8 of
ªTHROTTLE POSIº from a speed of 70 to 85 km/h (43 to 53
MPH) until ªTESTINGº changes to ªSTOP VEHICLEº or ªCOM-
PLETEDº. (It will take approximately 3 seconds.)
If the check result NG appears on CONSULT-II screen, go to
ªDIAGNOSTIC PROCEDUREº, AT-221.
If ªSTOP VEHICLEº appears on CONSULT-II screen, go to
following step.
+Check that ªGEARº shows ª3º when depressing accelera-
tor pedal with 3.5/8 - 4.5/8 of ªTHROTTLE POSIº.
+If ªTESTINGº does not appear on CONSULT-II for a long
time, select ªSELF-DIAGNOSISº for ªENGINEº. In case a
1st trip DTC other than P0733 is shown, refer to applicable
ªTROUBLE DIAGNOSIS FOR DTCº.
6) Stop vehicle.
7) Follow the instruction displayed. (Check for normal shifting
referring to the table below.)
Vehicle conditionGear on actual transmission shift pattern when
screen is changed to 1®2®3®4
No malfunction exists. 1®2®3®4
Malfunction for P0733 exists. 1®1®4®4
DTC P0733 A/T 3RD GEAR FUNCTIONEURO-OBD
Description (Cont'd)
AT-218

SBR002A
SBR365AA
On-vehicle ServiceNJBR0023OPERATING CHECKNJBR0023S011. Stop engine and depress brake pedal several times. Check
that pedal stroke does not change.
2. Depress brake pedal, then start engine. If pedal goes down
slightly, operation is normal.
AIRTIGHT CHECKNJBR0023S021. Start engine, and stop it after one or two minutes. Depress
brake pedal several times slowly. The pedal should go further
down the first time, and then it should gradually rise thereaf-
ter.
2. Depress brake pedal while engine is running, and stop engine
with pedal depressed. The pedal stroke should not change
after holding pedal down for30 seconds.
SBR232CB
RemovalNJBR0024CAUTION:
+Be careful not to splash brake fluid on painted areas; it
may cause paint damage. If brake fluid is splashed on
painted areas, wash it away with water immediately.
+Be careful not to deform or bend brake pipes, during
removal of booster.
SBR208E
InspectionNJBR0025OUTPUT ROD LENGTH CHECKNJBR0025S011. Apply vacuum of þ66.7 kPa (þ667 mbar, þ500 mmHg, þ19.69
inHg) to brake booster with a handy vacuum pump.
2. Add preload of 19.6 N (2 kg, 4.4 lb) to output rod.
3. Check output rod length.
Specified length:
10.275 - 10.525 mm (0.4045 - 0.4144 in)
BRAKE BOOSTER
On-vehicle Service
BR-20

Multiport Fuel Injection (MFI) System
DESCRIPTIONNJEC0014Input/Output Signal ChartNJEC0014S01
Sensor Input Signal to ECMECM func-
tionActuator
Crankshaft position sensor (POS) Engine speed
Fuel injec-
tion & mix-
ture ratio
controlInjector Camshaft position sensor (PHASE) Engine speed and cylinder number
Mass air flow sensor Amount of intake air
Engine coolant temperature sensor Engine coolant temperature
Heated oxygen sensor 1 (front) Density of oxygen in exhaust gas
Throttle position sensorThrottle position
Throttle valve idle position
PNP switch Gear position
Vehicle speed sensor Vehicle speed
Ignition switch Start signal
Air conditioner switch Air conditioner operation
Knock sensor Engine knocking condition
Electrical load Electrical load signal
Battery Battery voltage
Power steering oil pressure switch Power steering operation
Heated oxygen sensor 2 (rear)* Density of oxygen in exhaust gas
* Under normal conditions, this sensor is not for engine control operation.
Basic Multiport Fuel Injection SystemNJEC0014S02The 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 both the camshaft position sensor and the mass air
flow sensor.
Various Fuel Injection Increase/Decrease CompensationNJEC0014S03In addition, the amount of fuel injected is compensated to improve engine performance under various oper-
ating conditions as listed below.

+During warm-up
+When starting the engine
+During acceleration
+Hot-engine operation
+When selector lever is changed from ªNº to ªDº (A/T models)
+High-load, high-speed operation

+During deceleration
+During high engine speed operation
+During high vehicle speed operation (M/T models)
+Extremely high engine coolant temperature
ENGINE AND EMISSION BASIC CONTROL SYSTEM DESCRIPTIONQG
Multiport Fuel Injection (MFI) System
EC-32

Mixture Ratio Feedback Control (Closed loop control)NJEC0014S04
SEF336WA
The mixture ratio feedback system provides the best air-fuel mixture ratio for driveability and emission con-
trol. The three way catalyst can then better reduce CO, HC and NOx emissions. This system uses a heated
oxygen sensor 1 (front) 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 the heated
oxygen sensor 1 (front), refer to EC-216. 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 (rear) is located downstream of the three way catalyst. Even if the switching char-
acteristics of the heated oxygen sensor 1 (front) shift, the air-fuel ratio is controlled to stoichiometric by the
signal from the heated oxygen sensor 2 (rear).
Open Loop ControlNJEC0014S05The 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 (front) or its circuit
+Insufficient activation of heated oxygen sensor 1 (front) at low engine coolant temperature
+High engine coolant temperature
+During warm-up
+When starting the engine
Mixture Ratio Self-learning ControlNJEC0014S06The mixture ratio feedback control system monitors the mixture ratio signal transmitted from the heated oxy-
gen sensor 1 (front). 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 con-
trolled as originally designed. Both manufacturing differences (i.e., mass air flow sensor hot film) and charac-
teristic 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 ªinjection pulse durationº to automatically compensate for the difference between
the two ratios.
ªFuel trimº refers to the feedback compensation value compared against the basic injection duration. Fuel trim
includes short term fuel trim and long term fuel trim.
ªShort term fuel trimº is the short-term fuel compensation used to maintain the mixture ratio at its theoretical
value. The signal from the heated oxygen sensor 1 (front) 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.
ªLong term fuel trimº 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.
ENGINE AND EMISSION BASIC CONTROL SYSTEM DESCRIPTIONQG
Multiport Fuel Injection (MFI) System (Cont'd)
EC-33

CONSULT-II or GST (Generic Scan Tool) Examples: P0340, P1320, P0705, P0750, etc.
These DTCs are prescribed by ISO 15031-6.
(CONSULT-II also displays the malfunctioning component or system.)
+1st trip DTC No. is the same as DTC No.
+Output of a DTC indicates a malfunction. However, Mode II and GST do not indicate whether the
malfunction is still occurring or has occurred in the past and has returned to normal.
CONSULT-II can identify malfunction status as shown below. Therefore, using CONSULT-II (if avail-
able) is recommended.
A sample of CONSULT-II display for DTC is shown below. DTC or 1st trip DTC of a malfunction is displayed
in SELF-DIAGNOSTIC RESULTS mode of CONSULT-II. Time data indicates how many times the vehicle was
driven after the last detection of a DTC.
If the DTC is being detected currently, the time data will be ª0º.
If a 1st trip DTC is stored in the ECM, the time data will be ª[1t]º.
SEF698X
Freeze Frame Data and 1st Trip Freeze Frame DataNJEC0031S0102The ECM records the driving conditions such as fuel system status, calculated load value, engine coolant
temperature, short term fuel trim, long term fuel trim, engine speed, vehicle speed, absolute throttle position,
base fuel schedule and intake air temperature at the moment a malfunction is detected.
Data which are stored in the ECM memory, along with the 1st trip DTC, are called 1st trip freeze frame data.
The data, stored together with the DTC data, are called freeze frame data and displayed on CONSULT-II or
GST. The 1st trip freeze frame data can only be displayed on the CONSULT-II screen, not on the GST. For
details, see EC-86.
Only one set of freeze frame data (either 1st trip freeze frame data or freeze frame data) can be stored in the
ECM. 1st trip freeze frame data is stored in the ECM memory along with the 1st trip DTC. There is no prior-
ity 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/MI 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.
Priority Items
1Freeze frame data Misfire Ð DTC: P0300 - P0304 (0300 - 0304)
Fuel Injection System Function Ð DTC: P0171 (0171), P0172 (0172)
2 Except the above items (Includes A/T related items)
3 1st trip freeze frame data
For example, the EGR malfunction (Priority: 2) was detected and the freeze frame data was stored 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 freeze frame data is stored in the ECM memory and
freeze frame data with the same priority occurs later, the first (original) freeze frame data remains unchanged
in the ECM memory.
Both 1st trip freeze frame data and freeze frame data (along with the DTCs) are cleared when the ECM
memory is erased. Procedures for clearing the ECM memory are described in ªHow to Erase Emission-related
Diagnostic Informationº. Refer to EC-70.
ON BOARD DIAGNOSTIC SYSTEM DESCRIPTIONQG
Emission-related Diagnostic Information (Cont'd)
EC-61

+The time required for each diagnosis varies with road surface conditions, weather, altitude, individual driv-
ing habits, etc.
Zone A refers to the range where the time required, for the diagnosis under normal conditions*, is the
shortest. Zone B refers to the range where the diagnosis can still be performed if the diagnosis is not
completed within zone A.
*: Normal conditions refer to the following:
þ Sea level
þ Flat road
þ Ambient air temperature: 20 - 30ÉC (68 - 86ÉF)
þ Diagnosis is performed as quickly as possible under normal conditions.
Under different conditions [For example: ambient air temperature other than 20 - 30ÉC (68 - 86ÉF)], diag-
nosis may also be performed.
Pattern 1:
+The engine is started at the engine coolant temperature of þ10 to 35ÉC (14 to 95ÉF) (where the volt-
age between the ECM terminals 70 and 58 is 3.0 - 4.3V).
+The engine must be operated at idle speed until the engine coolant temperature is greater than 70ÉC
(158ÉF) (where the voltage between the ECM terminals 70 and 58 is lower than 1.4V).
+The engine is started at the fuel tank temperature of warmer than 0ÉC (32ÉF) (where the voltage
between the ECM terminal 82 and ground is less than 4.1V).
Pattern 2:
+When steady-state driving is performed again even after it is interrupted, each diagnosis can be conducted.
In this case, the time required for diagnosis may be extended.
*1: Depress the accelerator pedal until vehicle speed is 90 km/h (56 MPH), then release the accelerator pedal
and keep it released for more than 10 seconds. Depress the accelerator pedal until vehicle speed is 90 km/h
(56 MPH) again.
*2: Checking the vehicle speed with CONSULT-II or GST is advised.
Suggested transmission gear position for A/T models
Set the selector lever in the ªDº position with ªODº ON.
Suggested upshift speeds for M/T models
Shown below are suggested vehicle speeds for shifting into a higher gear. These suggestions relate to fuel
economy and vehicle performance. Actual upshift speeds will vary according to road conditions, the weather
and individual driving habits.
Gear changeACCEL shift point
km/h (MPH)
1st to 2nd 15 (9)
2nd to 3rd 35 (22)
3rd to 4th 50 (31)
4th to 5th 70 (43)
Test Value and Test Limit (GST only Ð not applicable to CONSULT-II)NJEC0031S0104The following is the information specified in Mode 6 of ISO 15031-5.
The test value is a parameter used to determine whether a system/circuit diagnostic test is ªOKº or ªNGº while
being monitored by the ECM during self-diagnosis. The test limit is a reference value which is specified as the
maximum or minimum value and is compared with the test value being monitored.
Items for which these data (test value and test limit) are displayed are the same as SRT code items (14 test
items).
These data (test value and test limit) are specified by Test ID (TID) and Component ID (CID) and can be dis-
played on the GST screen.
X: Applicable Ð: Not applicable
SRT item Self-diagnostic test itemTest value (GST display)
Test limit Application
TID CID
CATALYST Three way catalyst function01H 01H Max. X
02H 81H Min. X
ON BOARD DIAGNOSTIC SYSTEM DESCRIPTIONQG
Emission-related Diagnostic Information (Cont'd)
EC-67