2001 NISSAN X-TRAIL engine coolant

EC-1062
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DTC P1217 ENGINE OVER TEMPERATURE
4. CHECK COOLING FAN OUTPUT SIGNAL CIRCUIT FOR OPEN AND SHORT
1. Disconnect ECM harness connector.
2. Check harness continuity between ECM terminal 27 and cooling fan relay-2 terminal 2, cooling fan relay-3
terminal 2.
Refer to wiring diagram.
3. Also check harness for short to ground and short to power.
OK or NG
OK >> GO TO 6.
NG >> GO TO 5.
5. DETECT MALFUNCTIONING PART
Check the following.
●Harness connectors E61, F38
●Harness for open or short between cooling fan relays-2, -3 and ECM
>> Repair open circuit or short to ground or short to power in harness or connectors.
6. CHECK COOLING FAN RELAYS-2 AND -3
Refer to EC-1063, "
COOLING FAN RELAYS-1, -2 AND -3" .
OK or NG
OK >> GO TO 7.
NG >> Replace cooling fan relays.
7. CHECK COOLING FAN MOTORS
Refer to EC-1063, "
COOLING FAN MOTORS-1 AND -2" .
OK or NG
OK >> GO TO 8.
NG >> Replace cooling fan motors.
8. CHECK INTERMITTENT INCIDENT
Perform EC-847, "
TROUBLE DIAGNOSIS FOR INTERMITTENT INCIDENT" .
>>INSPECTION END
Main 12 Causes of OverheatingEBS00N19
Continuity should exist.
Engine Step Inspection item Equipment Standard Reference page
OFF 1
●Blocked radiator
●Blocked condenser
●Blocked radiator grille
●Blocked bumper
●Visual No blocking —
2
●Coolant mixture●Coolant tester 50 - 50% coolant mixture See MA-18, "Engine
Coolant Mixture Ratio" .
3
●Coolant level●Visual Coolant up to MAX level
in reservoir tank and radi-
ator filler neckSeeCO-29, "Changing
Engine Coolant" .
4
●Radiator cap●Pressure tester 59 - 98 kPa
(0.59 - 0.98 bar, 0.6 - 1.0
kg/cm
2 , 9 - 14 psi) (Limit)SeeMA-21, "
CHECKING
RADIATOR CAP" .

DTC P1217 ENGINE OVER TEMPERATURE
EC-1063
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*1: Turn the ignition switch ON.
*2: Engine running at 3,000 rpm for 10 minutes.
*3: Drive at 90 km/h (55 MPH) for 30 minutes and then let idle for 10 minutes.
*4: After 60 minutes of cool down time.
For more information, refer to CO-5, "
OVERHEATING CAUSE ANALYSIS" .
Component InspectionEBS00N1A
COOLING FAN RELAYS-1, -2 AND -3
Check continuity between terminals 3 and 5, 6 and 7.
If NG, replace relay.
COOLING FAN MOTORS-1 AND -2
1. Disconnect cooling fan motor harness connectors.
2. Supply cooling fan motor terminals with battery voltage and
check operation.
Cooling fan motor should operate.
If NG, replace cooling fan motor.
ON*25●Coolant leaks●Visual No leaks See CO-29, "CHECKING
RADIATOR SYSTEM
FOR LEAKS" .
ON*
26●Thermostat●Touch the upper and
lower radiator hosesBoth hoses should be hot See CO-20, "THERMO-
STAT AND WATER CON-
TROL VALVE" , and CO-
11 , "RADIATOR" .
ON*
17●Cooling fan●CONSULT-II Operating See trouble diagnosis for
DTC P1217 (EC-1050
).
OFF 8
●Combustion gas leak●Color checker chemical
tester 4 Gas analyzerNegative —
ON*
39●Coolant temperature
gauge●Visual Gauge less than 3/4
when driving—
●Coolant overflow to
reservoir tank●Visual No overflow during driving
and idlingSeeCO-29, "Changing
Engine Coolant" .
OFF*
410●Coolant return from
reservoir tank to radia-
tor●Visual Should be initial level in
reservoir tankSeeCO-29, "LEVEL
CHECK" .
OFF 11
●Cylinder head●Straight gauge feeler
gauge0.1 mm (0.004 in) Maxi-
mum distortion (warping)SeeEM-59, "CYLINDER
HEAD" .
12
●Cylinder block and pis-
tons●Visual No scuffing on cylinder
walls or pistonSeeEM-73, "CYLINDER
BLOCK" . Engine Step Inspection item Equipment Standard Reference page
Conditions Continuity
12V direct current supply between terminals 1 and 2 Yes
No current supply No
SEF745U
SpeedTe r m i n a l s
(+) (−)
Cooling fan motorLow 1 4
High 1, 2 3, 4
SEF734W

SERVICE DATA AND SPECIFICATIONS (SDS)
EC-1117
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SERVICE DATA AND SPECIFICATIONS (SDS)PFP:00030
Fuel PressureEBS00N2T
Idle Speed and Ignition TimingEBS00N2U
*1: Under the following conditions:
●Air conditioner switch: OFF
●Electric load: OFF (Lights, heater fan & rear window defogger)
●Steering wheel: Kept in straight-ahead position
*2: It refrigerant pressure is low, the idle speed may not be increased.
Calculated Load ValueEBS00N2V
Mass Air Flow SensorEBS00N2W
*: Engine is warmed up to normal operating temperature and running under no-load.
Intake Air Temperature SensorEBS00N2X
Engine Coolant Temperature SensorEBS00N2Y
Heated Oxygen Sensor 1 HeaterEBS00N2Z
Heated Oxygen sensor 2 HeaterEBS00N30
Crankshaft Position Sensor (POS)EBS00N31
Refer to EC-961, "Component Inspection" .
Camshaft Position Sensor (PHASE)EBS00N32
Refer to EC-967, "Component Inspection" .
Fuel pressure at idle kPa (bar, kg/cm2 , psi)Approximately 350 (3.5, 3.57, 51)
Target idle speed
No-load*1 (in “P” or N” position)A/T: 700±50 rpm
M/T: 650±50 rpm
Air conditioner: ONIn “P” or N” position
725 rpm or more*
2
Ignition timingIn “P” or N” position AT: 16°±5° BTDC
MT: 14°±5° BTDC
Calculated load value% (Using CONSULT-II or GST)
At idle10 - 35
At 2,500 rpm10 - 35
Supply voltageBattery voltage (11 - 14V)
Output voltage at idle1.1 - 1.5*V
Mass air flow (Using CONSULT-II or GST)1.4 - 4.0 g·m/sec at idle*
4.0 - 10.0 g·m/sec at 2,500 rpm*
Temperature °C (°F) Resistance kΩ
25 (77)1.9 - 2.1
80 (176)0.31 - 0.37
Temperature °C (°F) Resistance kΩ
20 (68) 2.1 - 2.9
50 (122) 0.68 - 1.00
90 (194) 0.236 - 0.260
Resistance [at 25°C (77°F)] 2.3 - 4.3Ω
Resistance [at 25°C (77°F)] 2.3 - 4.3Ω

PREPARATION
EC-1125
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PREPARATIONPFP:00002
Special Service ToolsEBS00N3C
The actual shapes of Kent-Moore tools may differ from those of special service tools illustrated here.
Commercial Service ToolsEBS00N3D
Tool number
Tool nameDescription
KV10117100
Heated oxygen
sensor wrenchLoosening or tightening heated oxygen sensors
with 22 mm (0.87 in) hexagon nut
KV10114400
Heated oxygen
sensor wrenchLoosening or tightening heated oxygen sensors
a: 22 mm (0.87 in)
S-NT379
S-NT636
Tool name Description
Quick connector
releaseRemoving fuel tube quick connectors in engine
room
(Available in SEC. 164 of PARTS CATALOG:
Part No. 16441 6N210)
Fuel filler cap adapter Checking fuel tank vacuum relief valve opening
pressure
Socket wrench Removing and installing engine coolant
temperature sensor
PBIC0198E
S-NT653
S-NT705

ENGINE CONTROL SYSTEM
EC-1129
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System ChartEBS00N3G
*1: This sensor is not used to control the engine system under normal conditions.
*2: These signals are sent to the ECM through CAN communication line.
Multiport Fuel Injection (MFI) SystemEBS00N3H
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. 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
●Battery voltage
●Knock sensor
●Refrigerant pressure sensor
●Heated oxygen sensor 2 *1
●TCM (Transmission control module) *2
●ESP/TCS/ABS control unit *2
●Wheel sensor
●Air conditioner switch
●Electrical loadFuel injection & mixture ratio control Fuel injectors
Electronic ignition system Power transistors
Fuel pump control Fuel pump relay
On board diagnostic system MI (On the instrument panel)
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 controlEVAP canister purge volume control
solenoid valve
Air conditioning cut control Air conditioner relay
Cooling fan control Cooling fan relays
Sensor Input Signal to ECMECM
functionActuator
Crankshaft position sensor (POS)
Engine speed
Piston position
Fuel injec-
tion & mix-
ture ratio
controlFuel injectors Camshaft position sensor (PHASE)
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
Ignition switch Start signal
Knock sensor Engine knocking condition
Battery Battery voltage
Power steering pressure sensor Power steering operation
Heated oxygen sensor 2 *
1Density of oxygen in exhaust gas
ESP/TCS/ABS control unit *
2ESP/TCS operation command
Wheel sensor Vehicle speed
Air conditioner switch Air conditioner operation

EC-1130
[QR20(WITHOUT EURO-OBD)]
ENGINE CONTROL SYSTEM
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
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 crankshaft position sensor 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”
●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-1229
. 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”
●When starting the engine
PBIB0121E

EC-1132
[QR20(WITHOUT EURO-OBD)]
ENGINE CONTROL SYSTEM
Electronic Ignition (EI) System
EBS00N3I
INPUT/OUTPUT SIGNAL CHART
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 ControlEBS00N3J
INPUT/OUTPUT SIGNAL CHART
SYSTEM DESCRIPTION
This system improves engine operation when the air conditioner is used.
Under the following conditions, the air conditioner is turned off.
Sensor Input Signal to ECMECM
functionActuator
Crankshaft position sensor (POS)
Engine speed
Piston position
Ignition
timing con-
trolPower 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
Ignition switch Start signal
Knock sensor Engine knocking
Park/neutral position (PNP) switch Gear position
Battery Battery voltage
Wheel sensor Vehicle speed
SEF742M
Sensor Input Signal to ECM ECM function Actuator
Air conditioner switch Air conditioner “ON” signal
Air conditioner
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
Power steering pressure sensor Power steering operation
Wheel sensor Vehicle speed

ENGINE CONTROL SYSTEM
EC-1133
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●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.
Fuel Cut Control (at No Load and High Engine Speed)EBS00N3K
INPUT/OUTPUT SIGNAL CHART
SYSTEM DESCRIPTION
If the engine speed is above 1,800 rpm with no load (for example, in neutral and engine speed over 1,800
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 operate until the engine speed reaches 1,500 rpm, then fuel cut is cancelled.
NOTE:
This function is different from deceleration control listed under “Multiport Fuel Injection (MFI) System”, EC-
11 2 9 .
CAN CommunicationEBS00NBF
SYSTEM DESCRIPTION
CAN (Controller Area Network) is a serial communication line for real time application. It is an on-vehicle mul-
tiplex communication line with high data communication speed and excellent error detection ability. Many elec-
tronic control units are equipped onto a vehicle, and each control unit shares information and links with other
control units during operation (not independent). In CAN communication, control units are connected with 2
communication lines (CAN H line, CAN L line) allowing a high rate of information transmission with less wiring.
Each control unit transmits/receives data but selectively reads required data only.
FOR A/T MODELS
System diagram
Input/output signal chart
T: Transmit R: Receive Sensor Input Signal to ECMECM
functionActuator
Park/neutral position (PNP) switch Neutral position
Fuel cut
controlFuel injectors Throttle position sensor Throttle position
Accelerator pedal position sensor Accelerator pedal position
Engine coolant temperature sensor Engine coolant temperature
Crankshaft position sensor (POS) Engine speed
Wheel sensor Vehicle speed
SKIA0884E
Signals ECM TCM
Engine coolant temperature signal T R
Accelerator pedal position signal T R
A/T self-diagnosis signal R T