2001 NISSAN X-TRAIL engine control

REFRIGERATION SYSTEM
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V-6 Variable Displacement Compressor (With Gasoline Engine: CWV-615M
Compressor)
EJS000TF
GENERAL INFORMATION
1. The V-6 variable compressor differs from previous units. The vent temperatures of the V-6 variable com-
pressor do not drop too far below 5°C (41°F) when:
Evaporator intake air temperature is less than 20°C (68°F).
Engine is running at speeds less than 1,500 rpm.
This is because the V-6 compressor provides a means of "capacity" control.
2. The V-6 variable compressor provides refrigerant control under varying conditions. During cold winters, it
may not produce high refrigerant pressure discharge (compared to previous units) when used with air
conditioning systems.
3. A "clanking" sound may occasionally be heard during refrigerant charge. The sound indicates that the tilt
angle of the swash plate has changed and is not a problem.
4. For air conditioning systems with the V-6 compressor, the clutch remains engaged unless: the system
main switch, fan switch or ignition switch is turned OFF. When ambient (outside) temperatures are low or
when the amount of refrigerant is insufficient, the clutch is disengaged to protect the compressor.
5. A constant range of suction pressure is maintained when engine speed is greater than a certain value. It
normally ranges from 147 to 177 kPa (1.5 to 1.8 kg/cm
2 , 21 to 26 psi) under varying conditions.
In previous compressors, however, suction pressure was reduced with increases in engine speed.

ATC-24
LUBRICANT
LUBRICANT
PFP:KLG00
Maintenance of Lubricant Quantity in CompressorEJS000TH
The lubricant in the compressor circulates through the system with the refrigerant. Add lubricant to compres-
sor when replacing any component or after a large gas leakage occurred. It is important to maintain the speci-
fied amount.
If lubricant quantity is not maintained properly, the following malfunctions may result:
●Lack of lubricant: May lead to a seized compressor
●Excessive lubricant: Inadequate cooling (thermal exchange interference)
LUBRICANT
LUBRICANT RETURN OPERATION
Adjust the lubricant quantity according to the test group shown below.
1. CHECK LUBRICANT RETURN OPERATION
Can lubricant return operation be performed?
●A/C system works properly.
●There is no evidence of a large amount of lubricant leakage.
YES or NO
YES >> GO TO 2.
NO >> GO TO 3.
2. PERFORM LUBRICANT RETURN OPERATION, PROCEEDING AS FOLLOWS:
1. Start engine, and set the following conditions:
–Test condition
Engine speed: Idling to 1,200 rpm
A/C or AUTO switch: ON
Blower speed: Max. position
Temp. control: Optional [Set so that intake air temperature is 25 to 30°C (77 to 86°F).]
Intake position: Recirculation (REC)
2. Perform lubricant return operation for about 10 minutes.
3. Stop engine.
CAUTION:
If excessive lubricant leakage is noted, do not perform the lubricant return operation.
>> GO TO 3.
3. CHECK COMPRESSOR
Should the compressor be replaced?
YES or NO
YES >> Go to AT C - 2 5 , "LUBRICANT ADJUSTING PROCEDURE FOR COMPRESSOR REPLACE-
MENT" .
NO >> GO TO 4.With gasoline engine
(CWV-615M Compressor)With diesel engine
(DKV-11G Compressor)
Name Nissan A/C System Oil Type S Nissan A/C System Oil Type R
Part number KLH00-PAGS0 KLH00-PAGR0

AIR CONDITIONER CONTROL
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FAN SPEED CONTROL
Blower speed is automatically controlled based on temperature setting, ambient temperature, in-vehicle tem-
perature, intake temperature, amount of sunload and air mix door position.
With FAN switch set to AUTO, the blower motor starts to gradually increase air flow volume.
When engine coolant temperature is low, the blower motor operation is delayed to prevent cool air from flow-
ing.
INTAKE DOOR CONTROL
The intake doors are automatically controlled by: The temperature setting, ambient temperature, in-vehicle
temperature, intake temperature, amount of sunload and ON-OFF operation of the compressor.
OUTLET DOOR CONTROL
The outlet door is automatically controlled by: The temperature setting, ambient temperature, in-vehicle tem-
perature, intake temperature and amount of sunload.
MAGNET CLUTCH CONTROL
The ECM controls compressor operation using input signals from the throttle position sensor and auto ampli-
fier.
SELF-DIAGNOSTIC SYSTEM
The self-diagnostic system is built into the auto amplifier (LCU) to quickly locate the cause of malfunctions.
Overview of Control systemEJS000TK
The control system consists of input sensors, switches, the automatic amplifier (microcomputer) and outputs.
The relationship of these components is shown in the diagram below:
RJIA1942E

TROUBLE DIAGNOSIS
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17Fan control amp. control
signalIGN
ONFan speed: 1st, 2nd, 3rd, 4th Approx. 2.5 - 3.5
Fan speed: 5th Approx. 9.0
18 Blower motor feed backIGN
ONFan speed: 1st Approx. 8.0
19 Fan ON signalIGN
ONBlower fan: ON Approx. 0
Blower fan: OFF Approx. 4.8
20 Power supply for ACCIGN
ON-Approx. 12
21With gasoline engine:
Water temperature sensorIGN
ONAt idle (after warming up, approx. 80°C)
CAUTION:
The waveforms vary depending on cool-
ant temperature
With diesel engine:
Thermal transmitterIGN
ONWater temperature: 56°C Approx. 5.67 - 7.01
24 Sensor groundIGN
ON-Approx. 0
25 Intake sensor - - -
30Compressor feed back sig-
nal (With gasoline engine)IGN
ON-Approx. 0
Disconnect the refrigerant pressure sensor
connectorApprox. 5 TERMI-
NAL NO.ITEM CONDITIONVo l ta g e
(V)
SKIA0056J

ATC-46
TROUBLE DIAGNOSIS
Self-diagnosis Function
EJS001GX
DESCRIPTION
The self-diagnostic system diagnoses sensors, door motors, blower motor, etc. by system line. Refer to appli-
cable sections (items) for details. Shifting from normal control to the self-diagnostic system is accomplished by
starting the engine (turning the ignition switch from OFF to ON) and pressing OFF switch for at least 5 sec-
onds. The "OFF" switch must be pressed within 10 seconds after starting the engine (ignition switch is turned
ON). This system will be canceled by either pressing A/C switch or turning the ignition switch OFF. Shifting
from one step to another is accomplished by means of turning temperature dial, as required.
Additionally shifting from STEP 5 to AUXILIARY MECHANISM is accomplished by means of pushing (fan)
UP switch.
RJIA0490E

ATC-54
TROUBLE DIAGNOSIS
●Press the mode switch as desired.
AUXILIARY MECHANISM: INLET PORT MEMORY FUNCTION (FOR LHD MODELS)
When ignition key is turned from OFF to ON, inlet port can be set to AUTO or manual.
Operating procedures for this trimmer are as follows:
●Begin Self-diagnosis STEP 5 mode.
●Press (fan) UP switch to set system in auxiliary mode.
●Display shows 61 in auxiliary mechanism.It takes approximately 3 seconds.
●Press the recirculation (REC) switch as desired.
Operational CheckEJS001GY
The purpose of the operational check is to confirm that the system operates properly.
CHECKING MEMORY FUNCTION
1. Set the temperature 32°C.
2. Press OFF switch.
3. Turn the ignition switch OFF.
4. Turn the ignition switch ON.
5. Press the AUTO switch.
6. Confirm that the set temperature remains at previous tempera-
ture.
7. Press OFF switch.
If NG, go to trouble diagnosis procedure for AT C - 9 9 , "
Memory Func-
tion" .
If OK, continue with next check.
RJIA0040E
LED status of REC switch Setting status Setting changeover method
ON Manual REC status is memorized.
REC SW: ON
OFF AUTO control
Conditions :Engine running and at normal operating temperature
RJIA0496E

ATC-72
TROUBLE DIAGNOSIS
SYSTEM DESCRIPTION
Component Parts
Fan speed control system components are:
●Auto amp.
●A/C LAN system (PBR built-in air mix door motor, mode door motor and intake door motor)
●Fan control amp.
●In-vehicle sensor
●Ambient sensor
●Sunload sensor
●Intake sensor
System Operation
Automatic Mode
In the automatic mode, the blower motor speed is calculated by the automatic amplifier based on input from
the PBR, in-vehicle sensor, sunload sensor, intake sensor and ambient sensor.
The blower motor applied voltage ranges from approximately 4 volts (lowest speed) to 12 volts (highest
speed).
The control blower speed (in the range of 4 to 12V), the automatic amplifier supplies a gate voltage to the fan
control amplifier. Based on this voltage, the fan control amplifier controls the voltage supplied to the blower
motor.
*10AT C - 3 3 , "SYMPTOM TABLE".*11AT C - 5 4 , "Operational Check".*12ATC-108, "Intake Sensor Circuit".
*13 QR25 engine; (WITH EURO-OBD)
EC-153, "
ENGINE COOLANT TEM-
PERATURE SENSOR" .
QR25 engine; (WITHOUT EURO-
OBD)EC-527, "
ENGINE COOLANT
TEMPERATURE SENSOR" .
QR20 engine ; (WITH EURO-OBD),
EC-885, "
ENGINE COOLANT TEM-
PERATURE SENSOR" .
QR20 engine; (WITHOUT EURO-
OBD) EC-1213, "
ENGINE COOL-
ANT TEMPERATURE SENSOR" .
YD engine; EC-1459, "
ENGINE
COOLANT TEMPERATURE SEN-
SOR" .
SHA006FD

TROUBLE DIAGNOSIS
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Starting Fan Speed Control
Start Up From COLD SOAK Condition (Automatic mode)
In a cold start up condition where the engine coolant temperature is below 56°C, the blower will not operate for
a short period of time (up to 150 seconds). The exact start delay time varies depending on the ambient and
engine coolant temperature.
In the most extreme case (very low ambient) the blower starting delay will be 150 seconds as described
above. After this delay, the blower will operate at low speed until the engine coolant temperature rises above
56°C, at which time the blower speed will increase to the objective speed.
Start Up From Normal or HOT SOAK Condition (Automatic mode)
The blower will begin operation momentarily after the A/C button is pushed. The blower speed will gradually
rise to the objective speed over a time period of 3 seconds or less (actual time depends on the objective
blower speed).