2003 NISSAN ALMERA N16 iat

EC-18
[QG (WITH EURO-OBD)]
PRECAUTIONS
●Do not depress accelerator pedal when starting.
●Immediately after starting, do not rev up engine unneces-
sarily.
●Do not rev up engine just prior to shutdown.
●When installing C.B. ham radio or a mobile phone, be sure
to observe the following as it may adversely affect elec-
tronic control systems depending on installation location.
–Keep the antenna as far as possible from the electronic
control units.
–Keep the antenna feeder line more than 20 cm (8 in) away
from the harness of electronic controls.
Do not let them run parallel for a long distance.
–Adjust the antenna and feeder line so that the standing-
wave radio can be kept smaller.
–Be sure to ground the radio to vehicle body.
Wiring Diagrams and Trouble DiagnosisEBS00K2Y
When you read wiring diagrams, refer to the following:
●GI-12
●EL-11 for power distribution circuit
When you perform trouble diagnosis, refer to the following:
●GI-32
●GI-22
SEF709Y
SEF708Y

ENGINE CONTROL SYSTEM
EC-25
[QG (WITH EURO-OBD)]
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inally designed. Both manufacturing differences (i.e., mass air flow sensor hot film) and characteristic 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 “injection pulse duration” to automatically compensate for the difference between
the two ratios.
“Fuel trim” refers to the feedback compensation value compared against the basic injection duration. Fuel trim
includes short term fuel trim and long term fuel trim.
“Short term fuel trim” is the short-term fuel compensation used to maintain the mixture ratio at its theoretical
value. The signal from heated oxygen sensor 1 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.
“Long term fuel trim” 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.
FUEL INJECTION TIMING
Two types of systems are used.
Sequential Multiport Fuel Injection System
Fuel 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
Fuel 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-OFF
Fuel to each cylinder is cut off during deceleration or operation of the engine at excessively high speeds.
Electronic Ignition (EI) SystemEBS00K36
INPUT/OUTPUT SIGNAL CHART
*1: This signal is sent to the ECM through CAN communication line.
*2: ECM determines the start signal status by the signals of engine speed and battery voltage.
SEF337W
Sensor Input Signal to ECM ECM Function Actuator
Crankshaft position sensor (POS)
Camshaft position sensor (PHASE)Engine speed
*2 and piston position
Ignition timing control Power transistor 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
Knock sensor Engine knocking
Park/neutral position (PNP) switch Gear position
Battery
Battery voltage
*2
Vehicle speed signal*1Vehicle speed

ON BOARD DIAGNOSTIC (OBD) SYSTEM
EC-37
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The fail-safe function also operates when above diagnoses except MI circuit and demands the driver to repair
the malfunction.
Emission-related Diagnostic InformationEBS00K3H
EMISSION-RELATED DIAGNOSTIC INFORMATION ITEMS
Engine operating condition in fail-safe mode Engine speed will not rise more than 2,500 rpm due to the fuel cut
Items
(CONSULT-II screen terms)DTC*
1
SRT codeTest Value/
Test Limit
(GST only)1st trip DTC Reference page
CONSULT-II
GST*
2ECM
CAN COMM CIRCUIT U1000
1000*
3———EC-116
CAN COMM CIRCUIT U1001
1001*3——×EC-116
NO DTC IS DETECTED.
FURTHER TESTING
MAY BE REQUIRED.P0000 0000————
INT/V TIM CONT-B1 P0011 0011 — —×EC-119
HO2S1 HTR (B1) P0031 0031××
×*4EC-122
HO2S1 HTR (B1) P0032 0032××
×*4EC-122
HO2S2 HTR (B1) P0037 0037××
×*4EC-128
HO2S2 HTR (B1) P0038 0038××
×*4EC-128
MAF SEN/CIRCUIT P0102 0102 — — —EC-134
MAF SEN/CIRCUIT P0103 0103 — — —EC-134
IAT SEN/CIRCUIT P0112 0112 — —×EC-140
IAT SEN/CIRCUIT P0113 0113 — —×EC-140
ECT SEN/CIRCUIT P0117 0117 — — —EC-144
ECT SEN/CIRCUIT P0118 0118 — — —EC-144
HO2S1 (B1) P0132 0132××
×*4EC-149
HO2S1 (B1) P0133 0133××
×*4EC-155
HO2S1 (B1) P0134 0134××
×*4EC-165
HO2S2 (B1) P0138 0138××
×*4EC-172
HO2S2 (B1) P0139 0139××
×*4EC-178
FUEL SYS-LEAN-B1 P0171 0171 — —×EC-186
FUEL SYS-RICH-B1 P0172 0172 — —×EC-193
TP SENSOR P0221 0221 — — —EC-199
TP SEN 1/CIRC P0222 0222 — — —EC-205
TP SEN 1/CIRC P0223 0223 — — —EC-205
APP SENSOR P0226 0226 — — —EC-211
APP SEN 1/CIRC P0227 0227 — — —EC-218
APP SEN 1/CIRC P0228 0228 — — —EC-218
MULTI CYL MISFIRE P0300 0300 — —×EC-225
CYL 1 MISFIRE P0301 0301 — —×EC-225
CYL 2 MISFIRE P0302 0302 — —×EC-225
CYL 3 MISFIRE P0303 0303 — —×EC-225
CYL 4 MISFIRE P0304 0304 — —×EC-225
KNOCK SEN/CIRC-B1 P0327 0327 — —×EC-230
KNOCK SEN/CIRC-B1 P0328 0328 — —×EC-230
CKP SEN/CIRCUIT P0335 0335 — —×EC-234

EC-60
[QG (WITH EURO-OBD)]
TROUBLE DIAGNOSIS
Description for Work Flow
STEP DESCRIPTION
STEP IGet detailed information about the conditions and the environment when the incident/symptom occurred using the
“DIAGNOSTIC WORK SHEET”, EC-61
.
STEP IIBefore confirming the concern, check and write down (print out using CONSULT-II or GST) the (1st trip) DTC and the
(1st trip) freeze frame data, then erase the DTC and the data. (Refer toEC-48, "
HOW TO ERASE EMISSION-
RELATED DIAGNOSTIC INFORMATION" .) The (1st trip) DTC and the (1st trip) freeze frame data can be used when
duplicating the incident at STEP III & IV.
If the incident cannot be verified, perform EC-109, "
TROUBLE DIAGNOSIS FOR INTERMITTENT INCIDENT" .
Study the relationship between the cause, specified by (1st trip) DTC, and the symptom described by the customer.
(The “Symptom Matrix Chart” will be useful. See EC-70
.)
Also check related service bulletins for information.
STEP IIITry to confirm the symptom and under what conditions the incident occurs.
The “DIAGNOSTIC WORK SHEET” and the freeze frame data are useful to verify the incident. Connect CONSULT-II
to the vehicle in DATA MONITOR (AUTO TRIG) mode and check real time diagnosis results.
If the incident cannot be verified, perform EC-109, "
TROUBLE DIAGNOSIS FOR INTERMITTENT INCIDENT" .
If the malfunction code is detected, skip STEP IV and perform STEP V.
STEP IVTry to detect the (1st trip) DTC by driving in (or performing) the “DTC Confirmation Procedure”. Check and read the
(1st trip) DTC and (1st trip) freeze frame data by using CONSULT-II or GST.
During the (1st trip) DTC verification, be sure to connect CONSULT-II to the vehicle in DATA MONITOR (AUTO TRIG)
mode and check real time diagnosis results.
If the incident cannot be verified, perform EC-109, "
TROUBLE DIAGNOSIS FOR INTERMITTENT INCIDENT" .
In case the “DTC Confirmation Procedure” is not available, perform the “Overall Function Check” instead. The (1st
trip) DTC cannot be displayed by this check, however, this simplified “check” is an effective alternative.
The “NG” result of the “Overall Function Check” is the same as the (1st trip) DTC detection.
STEP VTake the appropriate action based on the results of STEP I through IV.
If the malfunction code is indicated, proceed to TROUBLE DIAGNOSIS FOR DTC PXXXX.
If the normal code is indicated, proceed to the BASIC INSPECTION. (Refer to EC-65
.) If COSULT-II is available, per-
form “DATA MONITOR (SPEC)” mode with CONSULT-II and proceed to the “TOROUBLE DIAGNOSIS – SPECIFI-
CATION VALUE”. (Refer to EC-105
.) (If malfunction is detected, proceed to “PERAIR/REPLACE”.) Then perform
inspections according to the Symptom Matrix Chart. (Refer to EC-70
.)
STEP VIIdentify where to begin diagnosis based on the relationship study between symptom and possible causes. Inspect the
system for mechanical binding, loose connectors or wiring damage using (tracing) “Harness Layouts”.
Gently shake the related connectors, components or wiring harness with CONSULT-II set in “DATA MONITOR
(AUTO TRIG)” mode.
Check the voltage of the related ECM terminals or monitor the output data from the related sensors with CONSULT-II.
Refer to EC-80
, EC-99 .
The “Diagnostic Procedure” in EC section contains a description based on open circuit inspection. A short circuit
inspection is also required for the circuit check in the Diagnostic Procedure. For details, refer to “Circuit Inspection” in
GI-22.
Repair or replace the malfunction parts.
If malfunctioning part cannot be detected, perform EC-109, "
TROUBLE DIAGNOSIS FOR INTERMITTENT INCI-
DENT" .
STEP VIIOnce you have repaired the circuit or replaced a component, you need to run the engine in the same conditions and
circumstances which resulted in the customer's initial complaint.
Perform the “DTC Confirmation Procedure” and confirm the normal code [DTC No. P0000] is detected. If the incident
is still detected in the final check, perform STEP VI by using a method different from the previous one.
Before returning the vehicle to the customer, be sure to erase the unnecessary (already fixed) (1st trip) DTC in ECM
and TCM (Transmission control module). (Refer toEC-48, "
HOW TO ERASE EMISSION-RELATED DIAGNOSTIC
INFORMATION" and AT- 3 9 , "HOW TO ERASE DTC" .)

TROUBLE DIAGNOSIS
EC-73
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1 - 6: The numbers refer to the order of inspection.Cooling Radiator/Hose/Radiator filler cap
55555 55 25LC-12
Thermostat 5 LC-15
Water pumpLC-14
Water galleryLC-12
Cooling fan 5 LC-17
Coolant level (low)/Contaminated
coolantLC-17
NATS (Nissan Anti-Theft System) 1 1EC-49
or
EL-386 SYMPTOM
Reference
page
HARD/NO START/RESTART (EXCP. HA)
ENGINE STALL
HESITATION/SURGING/FLAT SPOT
SPARK KNOCK/DETONATION
LACK OF POWER/POOR ACCELERATION
HIGH IDLE/LOW IDLE
ROUGH IDLE/HUNTING
IDLING VIBRATION
SLOW/NO RETURN TO IDLE
OVERHEATS/WATER TEMPERATURE HIGH
EXCESSIVE FUEL CONSUMPTION
EXCESSIVE OIL CONSUMPTION
BATTERY DEAD (UNDER CHARGE)
Warranty symptom code AA AB AC AD AE AF AG AH AJ AK AL AM HA

EC-140
[QG (WITH EURO-OBD)]
DTC P0112, P0113 IAT SENSOR
DTC P0112, P0113 IAT SENSOR
PFP:22630
Component DescriptionEBS00K55
The intake air temperature sensor is built into mass air flow sensor.
The sensor detects intake air temperature and transmits a signal to
the ECM.
The temperature sensing unit uses a thermistor which is sensitive to
the change in temperature. Electrical resistance of the thermistor
decreases in response to the temperature rise.

*: These data are reference values and are measured between ECM terminal 34
(Intake air temperature sensor) and ground.
CAUTION:
Do not use ECM ground terminals when measuring input/output
voltage. Doing so may result in damage to the ECM's transistor. Use a ground other than ECM termi-
nals, such as the ground.
On Board Diagnosis LogicEBS00K56
DTC Confirmation ProcedureEBS00K57
NOTE:
If “DTC Confirmation Procedure” has been previously conducted, always turn ignition switch “OFF” and wait at
least 10 seconds before conducting the next test.
WITH CONSULT-II
1. Turn ignition switch “ON”.
2. Select “DATA MONITOR” mode with CONSULT-II.
3. Wait at least 5 seconds.
4. If 1st trip DTC is detected, go to EC-142, "
Diagnostic Procedure"
.
WITH GST
Follow the procedure “WITH CONSULT-II” above.
SEC266C
Intake air
temperature°C (°F)Vo lta g e * V R e s i s ta n c e kΩ
−10 (14) 4.43 7.9 - 9.3
25 (77) 3.32 1.9 - 2.1
80 (176) 1.23 0.31 - 0.37
SEF012P
DTC No. Trouble diagnosis name DTC detecting condition Possible cause
P0112
0112Intake air temperature
sensor circuit low inputAn excessively low voltage from the sensor is
sent to ECM.
●Harness or connectors
(The sensor circuit is open or shorted.)
●Intake air temperature sensor P0113
0113Intake air temperature
sensor circuit high inputAn excessively high voltage from the sensor is
sent to ECM.
SEF058Y

DTC P0112, P0113 IAT SENSOR
EC-141
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Wiring DiagramEBS00K58
YEC279A

EC-142
[QG (WITH EURO-OBD)]
DTC P0112, P0113 IAT SENSOR
Diagnostic Procedure
EBS00K59
1. CHECK INTAKE AIR TEMPERATURE SENSOR POWER SUPPLY CIRCUIT
1. Turn ignition switch “OFF”.
2. Disconnect mass air flow sensor (intake air temperature sensor
is built-into) harness connector.
3. Turn ignition switch “ON”.
4. Check voltage between MAF sensor terminal 5 and ground.
OK or NG
OK >> GO TO 2.
NG >> Repair open circuit or short to ground or short to power
in harness or connectors.
2. CHECK INTAKE AIR TEMPERATURE SENSOR GROUND CIRCUIT FOR OPEN AND SHORT
1. Turn ignition switch “OFF”.
2. Disconnect ECM harness connector.
3. Check harness continuity between MAF sensor terminal 3 and ECM terminal 67.
Refer to Wiring Diagram.
4. Also check harness for short to ground and short to power.
OK or NG
OK >> GO TO 3.
NG >> Repair open circuit or short to ground or short to power in harness or connectors.
3. CHECK INTAKE AIR TEMPERATURE SENSOR
Refer to EC-143, "
Component Inspection" .
OK or NG
OK >> GO TO 4.
NG >> Replace mass air flow sensor (with intake air temperature sensor).
4. CHECK INTERMITTENT INCIDENT
Refer to EC-109, "
TROUBLE DIAGNOSIS FOR INTERMITTENT INCIDENT" .
>>INSPECTION END
MBIB0096E
Voltage: Approximately 5V
PBIB0066E
Continuity should exist.