2001 NISSAN ALMERA TINO width

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

General SpecificationsNLBR0077Unit: mm (in)
EngineQG18DE, SR20DE YD22DDTi
Front BrakeBrake model CL25VCG
Cylinder bore diameter 57.2 (2.2529)
Pad
Length×width×thickness110.6×54.2×11.0 (4.35×2.13×0.433)
Rotor outer
diameter×thickness280×28 (11.02×1.10)
Rear BrakeBrake model CL11HDG (disc brake)
Cylinder bore diam-
eterCam & Strut type 38 (1.496)
Ball & Ramp type 38.2 (1.504)
Pad
Length×width×thickness79.8×38.5×9.3 (3.142×1.516×0.37)
Rotor outer diameter×thickness 278×10 (10.94×0.39)
Master cylinder Cylinder bore diameter 23.81 (15/16)
Brake boosterBooster model S255 M215T S255
DiaphragmPrimary 255 (10.04) 230 (9.06) 255 (10.04)
Secondary—205 (8.07)—
Specified brake fluidDOT 4
Disc BrakeNLBR0078Unit: mm (in)
Brake modelCL25VCG CL11HDG
Pad wear limit Minimum thickness 2.0 (0.078) 2.0 (0.079)
Rotor repair limitMaximum runout 0.07 (0.0028) 0.07 (0.0028)
Minimum thickness 26.0 (1.024) 9 (0.35)
Brake PedalNLBR0079Unit: mm (in)
Free height“H”*LHDM/T 154.8 - 164.8 (6.09 - 6.49)
CVT 164 - 174 (6.46 - 6.85)
RHDM/T 154.8 - 164.8 (6.09 - 6.49)
CVT 164 - 174 (6.46 - 6.85)
Clearance“C”between pedal stopper and threaded end of stop lamp switch or brake switch 0.75 - 2.00 (0.0295 - 0.0787)
*: Measured from surface of dash panel to surface of pedal pad
Parking BrakeNLBR0080
TypeCenter lever
Number of notches
[under force of 196 N (20 kg, 44 lb)]5-6
Number of notches
when warning lamp switch comes on1
SERVICE DATA AND SPECIFICATIONS (SDS)
General Specifications
BR-93

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

Fuel Injection TimingNLEC0014S07
SEF337W
Two types of systems are used.
Sequential Multiport Fuel Injection System
NLEC0014S0701Fuel 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
NLEC0014S0702Fuel 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-offNLEC0014S08Fuel to each cylinder is cut off during deceleration or operation of the engine at excessively high speeds.
Electronic Ignition (EI) System
DESCRIPTIONNLEC0015Input/Output Signal ChartNLEC0015S01
Sensor Input Signal to ECMECM func-
tionActuator
Crankshaft position sensor (POS) Engine speed
Ignition tim-
ing controlPower transistor Camshaft position sensor (PHASE) Engine speed and cylinder number
Mass air flow sensor Amount of intake air
Engine coolant temperature sensor Engine coolant temperature
Throttle position sensorThrottle position
Throttle valve idle position
Vehicle speed sensor Vehicle speed
Ignition switch Start signal
Knock sensor Engine knocking
PNP switch Gear position
Battery Battery voltage
ENGINE AND EMISSION BASIC CONTROL SYSTEM
DESCRIPTION
QG18DE
Multiport Fuel Injection (MFI) System (Cont'd)
EC-37

System DescriptionNLEC0015S02
SEF742M
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. This data forms the map shown above.
The ECM receives information such as the injection pulse width, crankshaft position sensor signal and cam-
shaft position sensor signal. Computing this information, ignition signals are transmitted to the power transis-
tor.
e.g., N: 1,800 rpm, Tp: 1.50 msec
AÉBTDC
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
+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
DESCRIPTIONNLEC0016Input/Output Signal ChartNLEC0016S01
Sensor Input Signal to ECMECM func-
tionActuator
Air conditioner switch Air conditioner ªONº signal
Air condi-
tioner cut
controlAir conditioner relay Throttle position sensor Throttle valve opening angle
Crankshaft position sensor (POS) Engine speed
Engine coolant temperature sensor Engine coolant temperature
Ignition switch Start signal
Refrigerant pressure sensor Refrigerant pressure
Vehicle speed sensor Vehicle speed
Power steering oil pressure switch Power steering operation
System DescriptionNLEC0016S02This 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.
ENGINE AND EMISSION BASIC CONTROL SYSTEM
DESCRIPTION
QG18DE
Electronic Ignition (EI) System (Cont'd)
EC-38

Freeze frame data
item*Description
S-FUEL TRIM-B1 [%]+ªShort-term fuel trimº at the moment a malfunction is detected is displayed.
+The short-term fuel trim indicates dynamic or instantaneous feedback compensation to the base fuel
schedule.
ENGINE SPEED [rpm]+The engine speed at the moment a malfunction is detected is displayed.
VEHICL SPEED [km/h]
or [mph]+The vehicle speed at the moment a malfunction is detected is displayed.
ABSOL TH´P/S [%]+The throttle valve opening angle at the moment a malfunction is detected is displayed.
B/FUEL SCHDL [msec]+The base fuel schedule at the moment a malfunction is detected is displayed.
INT/A TEMP SE [ÉC]
or [ÉF]+The intake air temperature at the moment a malfunction is detected is displayed.
*: The items are the same as those of 1st trip freeze frame data.
DATA MONITOR MODENLEC0034S06
Monitored item [Unit]ECM
input
signalsMain
signalsDescription Remarks
ENG SPEED [rpm]jj+Indicates the engine speed computed from
the POS signal of the crankshaft position
sensor.+Accuracy becomes poor if engine
speed drops below the idle rpm.
+If the signal is interrupted while the
engine is running, an abnormal
value may be indicated.
MAS A/F SE-B1 [V]jj+The signal voltage of the mass air flow sen-
sor is displayed.+When the engine is stopped, a cer-
tain value is indicated.
B/FUEL SCHDL
[msec]+ªBase fuel scheduleº indicates the fuel injec-
tion pulse width programmed into ECM, prior
to any learned on board correction.
A/F ALPHA-B1 [%]j+Indicates the mean value of the air-fuel ratio
feedback correction factor per cycle.+When the engine is stopped, a cer-
tain value is indicated.
+This data also includes the data for
the air-fuel ratio learning control.
COOLAN TEMP/S
[ÉC] or [ÉF]jj+The engine coolant temperature (determined
by the signal voltage of the engine coolant
temperature sensor) is displayed.+When the engine coolant tempera-
ture sensor is open or short-
circuited, ECM enters fail-safe
mode. The engine coolant tempera-
ture determined by the ECM is dis-
played.
HO2S1 (B1) [V]jj+The signal voltage of the heated oxygen sen-
sor 1 (front) is displayed.
HO2S2 (B1) [V]j+The signal voltage of the heated oxygen sen-
sor 2 (rear) is displayed.
HO2S1 MNTR (B1)
[RICH/LEAN]j+Display of heated oxygen sensor 1 (front)
signal during air-fuel ratio feedback control:
RICH ... means the mixture became ªrichº,
and control is being affected toward a leaner
mixture.
LEAN ... means the mixture became ªleanº,
and control is being affected toward a rich
mixture.+After turning ON the ignition switch,
ªRICHº is displayed until air-fuel mix-
ture ratio feedback control begins.
+When the air-fuel ratio feedback is
clamped, the value just before the
clamping is displayed continuously.
ON BOARD DIAGNOSTIC SYSTEM DESCRIPTIONQG18DE
CONSULT-II (Cont'd)
EC-86