2001 NISSAN ALMERA TINO change time

CONSULT-IINLAT0245After performing ªSELF-DIAGNOSTIC PROCEDURE (WITH CON-
SULT-II)º (AT-31), place check marks for results on the ªDIAGNOS-
TIC WORKSHEETº, AT-42. Reference pages are provided follow-
ing the items.
NOTICE:
+Additional CONSULT-II information can be found in the Opera-
tion Manual supplied with the CONSULT-II unit.
SAT250K
SELF-DIAGNOSTIC PROCEDURE (WITH CONSULT-II)NLAT0245S011. Turn on CONSULT-II and touch ªCVTº for TCM self-diagnosis.
If CVT is not displayed, check TCM power supply and ground
circuit. Refer to AT-58. If result is NG, refer to EL section
(ªPOWER SUPPLY ROUTINGº).
SAT987J
2. Touch ªSELF-DIAG RESULTSº.
Display shows malfunction experienced since the last erasing
operation.
CONSULT-II performs REAL-TIME SELF-DIAGNOSIS.
Also, any malfunction detected while in this mode will be dis-
played at real time.
SELF-DIAGNOSTIC RESULT TEST MODENLAT0245S02
Detected items
(Screen terms for CONSULT-II, ªSELF-DIAG
RESULTSº test mode)Malfunction is detected when ... Remarks
Item Display
No failure
(NO SELF DIAGNOSTIC FAILURE INDICATED
FURTHER TESTING MAY BE REQUIRED**)+No failure has been detected.
Initial start+This is not a malfunction message (Whenever shut-
ting off a power supply to the TCM, this message
appears on the screen.) INITIAL START
Ð
Output pulley speed
signalO/P PULLY SPD SIG+TCM does not receive the proper voltage signal from
the sensor.
Primary speed sensor I/P PULLY SPD SIG+TCM does not receive the proper voltage signal from
the sensor.
Throttle position sen-
sorTHROTTLE POSI
SEN+TCM receives an excessively low or high voltage
from the sensor.
Stepping motor circuit STEP MOTOR+Not proper voltage change of the TCM terminal when
operating step motor.
ON BOARD DIAGNOSTIC SYSTEM
DESCRIPTION
EXCEPT FOR EURO-OBD
CONSULT-II
AT-31

Terminal
No.Wire color Item ConditionJudgement stan-
dard (Approx.)
11 P UStep motor A Within 2 seconds after key switch ªONº, the time measurement by
using the pulse width measurement function (Hi level) of CON-
SULT-II.
+CONSULT-II cable connected to data link connector.
+This inspection cannot be measured by circuit tester.30.0 msec
12 L/W Step motor B10.0 msec
13 OR/BSPORT indicator
lamp
When SPORT indicator lamp illumi-
nates0V
When SPORT indicator lamp does
not illuminateBattery voltage
15 *1 PU (EURO-OBD-II) Ð Ð
16 Y/PUClosed throttle
position switch
(in throttle posi-
tion switch)When releasing accelerator pedal
after warming up engine.
Refer to step 1 to 6 of
ªPreparationº, ªTCM Self-diagnostic
Procedure (No Tools)º, AT-28 Ð
EURO-OBD/AT-35 Ð Except for
EURO-OBD.Battery voltage
When depressing accelerator pedal
after warming up engine.
Refer to step 1 to 6 of
ªPreparationº, ªTCM Self-diagnostic
Procedure (No Tools)º, AT-28 Ð
EURO-OBD/AT-35 Ð Except for
EURO-OBD.0V
17 LGWide open
throttle position
switch
(in throttle posi-
tion switch)When depressing accelerator pedal
more than half-way after warming
up engine.Battery voltage
When releasing accelerator pedal
after warming up engine.0V
18 BR ABS control unit
When driving slowly.Change 0V to
battery voltage
19 G/W Power source
Same as No. 10
20 L/Y Step motor CWithin 2 seconds after key switch ªONº, the time measurement by
using the pulse width measurement function (Hi level) of CON-
SULT-II.
+CONSULT-II cable connected to data link connector.
+This inspection cannot be measured by circuit tester.30.0 msec
21 P/L Step motor D10.0 msec
22 PSport mode
switch
When SPORT mode switch in ªONº
position.0V
When SPORT mode switch in
ªOFFº position.10V
23 SB ABS control unit
When ABS operates. 0V
When ABS does not operate. 5.6 - 10.0V
TROUBLE DIAGNOSIS Ð GENERAL DESCRIPTION
TCM Terminals and Reference Value (Cont'd)
AT-59

DescriptionNLAT0224+The step motor is ON/OFF of 4 aspects changes according to
the signal from TCM.
As a result, the flow of line pressure to primary pulley is
changed and pulley ratio is controlled.
CONSULT-II REFERENCE VALUE IN DATA MONITOR
MODE
NLAT0224S01Remarks: Specification data are reference values.
Monitor item Condition Specification
Step motorThe vehicle runs a safe condition and
press/depress accelerator pedal.ON/OFF
TCM TERMINALS AND REFERENCE VALUENLAT0224S02Remarks: Specification data are reference values.
Terminal
No.Wire color Item ConditionJudgement stan-
dard (Approx.)
11 P U
Step motorWithin 2 seconds after key switch ªONº, the time measurement by
using the pulse width measurement function (Hi level) of CON-
SULT-II.
+CONSULT-II cable connect to data link connector.
+This inspection cannot be measured by circuit tester.30.0 msec
12 L/W10.0 msec
20 L/Y30.0 msec
21 P/L10.0 msec
ON BOARD DIAGNOSIS LOGICNLAT0224S03
Diagnostic trouble code Malfunction is detected when ... Check items (Possible cause)
: STEP MOTOR/CIRC
When in operating step motor ON and
OFF, there is no proper change in the
voltage of the terminal TCM which corre-
sponds to it.+Harness or connectors
(The step motor circuit is open or
shorted.)
+Step motor
: P1777
: MI Code No. 1777
DTC P1777 STEP MOTOR Ð CIRCUITEURO-OBD
Description
AT-112

DescriptionNLAT0261The step motor is turned ON/OFF 4 times according to the signal
from TCM. As a result, the flow of line pressure to primary pulley
is changed and pulley ratio is controlled.
CONSULT-II REFERENCE VALUE IN DATA MONITOR
MODE
NLAT0261S05Remarks: Specification data are reference values.
Monitor item Condition Specification
Step motorThe vehicle runs a safe condition and
press/depress accelerator pedal.ON/OFF
TCM TERMINALS AND REFERENCE VALUENLAT0261S01Remarks: Specification data are reference values.
Terminal
No.Wire color Item ConditionJudgement stan-
dard (Approx.)
11 P U
Step motorWithin 2 seconds after key switch ªONº, the time measurement by
using the pulse width measurement function (Hi level) of CON-
SULT-II.
+CONSULT-II cable connect to data link connector.
+This inspection cannot be measured by circuit tester.30.0 msec
12 L/W10.0 msec
20 L/Y30.0 msec
21 P/L10.0 msec
ON BOARD DIAGNOSIS LOGICNLAT0261S02
Diagnostic trouble code Malfunction is detected when ... Check items (Possible cause)
: STEP MOTOR TCM detects an improper voltage drop
when it tries to operate the solenoid
valve.+Harness or connectors
(The solenoid circuit is open or shorted.)
+Stepping motor circuit
: 4th judgement flicker
SAT250K
SAT809HA
SELF-DIAGNOSIS CODE CONFIRMATION PROCEDURENLAT0261S03After the repair, perform the following procedure to confirm the
malfunction is eliminated.
With CONSULT-IINLAT0261S03011) Start engine.
2) Select ªSELF-DIAG RESULTSº mode for CVT with CONSULT-
II.
3) Drive vehicle in D position.
Without CONSULT-IINLAT0261S03021) Start engine.
2) Drive vehicle in D position.
3) Perform self-diagnosis.
Refer to ªSELF-DIAGNOSTIC PROCEDURE (Without
CONSULT-II)º, AT-35.
STEPPING MOTOR Ð CIRCUITEXCEPT FOR EURO-OBD
Description
AT-146

SBR002A
On-vehicle ServiceNLBR0023OPERATING CHECKNLBR0023S011. 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.
SBR365AA
AIRTIGHT CHECKNLBR0023S021. Start engine, and stop it after one or two minutes. Depress
brake pedal several times slowly. The pedal should go further
down at the first time, and then it should gradually rise there-
after.
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
RemovalNLBR0024CAUTION:
+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
booster removal.
SBR208E
InspectionNLBR0025OUTPUT ROD LENGTH CHECKNLBR0025S011. Apply vacuum of 66.7 kPa (667 mbar, 500 mmHg, 19.69
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-16

Mixture Ratio Feedback Control (Closed loop control)NLEC0014S04
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-184. 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 ControlNLEC0014S05The 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 ControlNLEC0014S06The 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
DESCRIPTION
QG18DE
Multiport Fuel Injection (MFI) System (Cont'd)
EC-36

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 DataNLEC0031S0102The 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-85.
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
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-69.
ON BOARD DIAGNOSTIC SYSTEM DESCRIPTIONQG18DE
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 upshift speeds
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)NLEC0031S0104The 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 DESCRIPTIONQG18DE
Emission-related Diagnostic Information (Cont'd)
EC-67