2003 NISSAN ALMERA N16 combination

ENGINE CONTROL SYSTEM
EC-423
[QG (WITHOUT EURO-OBD)]
C
D
E
F
G
H
I
J
K
L
MA
EC
Ty p e 2
SYSTEM DIAGRAM
INPUT/OUTPUT SIGNAL CHART
T: Transmit R: Receive
SEL826Y
Signals ECMSmart entrance control
unitCombination meter
Engine speed signal T R
Rear window defogger signal R T
Heater fan switch signal R T
Air conditioner switch signal R T
MI signal T R
Engine coolant temperature signal T R
Fuel consumption signal T R
Vehicle speed signal R T
Seat belt reminder signal R T
Headlamp switch signal T R
Flashing indicator signal T R
Engine cooling fan speed signal T R
Child lock indicator signal T R
Door switches state signal T R
A/C compressor signal T R

VSS
EC-677
[QG (WITHOUT EURO-OBD)]
C
D
E
F
G
H
I
J
K
L
MA
EC
VSSPFP:32702
DescriptionEBS00KLE
NOTE:
If DTC U1000 or U1001 is displayed, first perform the trouble diagnosis for DTC U1000, U1001. Refer to
EC-492, "
DTC U1000, U1001 CAN COMMUNICATION LINE" .
The vehicle speed signal is sent from vehicle speed sensor (models with ABS) or ABS actuator and electric
unit (control unit) (models with ABS) to combination meter. The combination meter then sends a signal to the
ECM through CAN communication line.
Diagnostic ProcedureEBS00KLF
1.CHECK VEHICLE SPEED SIGNAL OVERALL FUNCTION
With CONSULT-II
1. Lift up the vehicle.
2. Start engine.
3. Select “VHCL SPEED SE” in “DATA MONITOR” mode with
CONSULT-II.
4. Make sure that “VHCL SPEED SE” indication exceeds 10 km/h
(6 MPH) when rotating wheels with suitable gear position.
Without CONSULT-II
1. Lift up the vehicle.
2. Start engine.
3. Read vehicle speed with combination meter.
Make sure that vehicle speed indication exceeds 10 km/h (6 MPH) when rotating wheels with suitable
gear position.
OK or NG
OK >>INSPECTION END
NG >> GO TO 2.
2.CHECK DTC WITH VEHICLE SPEED SONSOR (MODELS WITHOUT ABS) OR ABS ACTUATOR AND
ELECTRIC UNIT (CONTROL UNIT) (MODELS WITH ABS)
Refer to EL-123 (models without ABS) or EL-124 (models with ABS).
OK or NG
OK >> GO TO 2.
NG >> Repair or replace.
3.CHECK COMBINATION METER
Check combination meter function.
Refer to EL-112.
>>INSPECTION END
SEF196Y

Diagnostic ProcedureNJEC0659
1 CHECK VEHICLE SPEED SENSOR INPUT SIGNAL CIRCUIT FOR OPEN AND SHORT
1. Turn ignition switch “OFF”.
2. Disconnect ECM harness connector and combination meter harness connector.
3. Check harness continuity between ECM terminal 417 and combination meter terminal 56. Refer to Wiring Diagram.
Continuity should exist.
4. Also check harness for short to ground and short to power.
OK or NG
OK GO TO 3.
NG GO TO 2.
2 DETECT MALFUNCTIONING PART
Check the following.
Harness connectors M63, F102
Harness for open or short between ECM and combination meter
Repair open circuit or short to ground or short to power in harness or connectors.
3 CHECK SPEEDOMETER FUNCTION
Make sure that speedometer functions properly.
OK or NG
OK GO TO 5.
NG GO TO 4. (models without ABS)
GO TO 5. (models with ABS)
4 CHECK SPEEDOMETER CIRCUIT FOR OPEN AND SHORT
Check the following.
Harness connectors E75, F36
Harness for open or short between vehicle speed sensor and engine ground
Harness for open or short between combination meter and vehicle speed sensor
OK or NG
OK Check vehicle speed sensor and combination meter. Refer to EL section.
NG Repair open circuit or short to ground or short to power in harness or connectors.
5 CHECK SPEEDOMETER CIRCUIT FOR OPEN AND SHORT
Check the following.
Harness for open or short between ABS actuator and electric unit and combination meter
OK or NG
OK Check ABS actuator and electric unit. Refer to BR section.
NG Repair open circuit or short to ground or short to power in harness or connectors.
6 CHECK INTERMITTENT INCIDENT
Refer to “TROUBLE DIAGNOSIS FOR INTERMITTENT INCIDENT”, EC-71.
INSPECTION END
DTC P0500 VEHICLE SPEED SENYD
Diagnostic Procedure
EC-108

6 CHECK GLOW INDICATOR LAMP POWER SUPPLY CIRCUIT
1. Turn ignition switch “OFF”.
2. Disconnect combination meter harness connector M171.
3. Turn ignition switch “ON”.
4. Check voltage between combination meter terminal 30 and ground with CONSULT-II or tester.
YEC396A
OK or NG
OK GO TO 8.
NG GO TO 7.
7 DETECT MALFUNCTIONING PART
Check the following.
1. Fuse block (J/B) connector M1
2. 10A fuse
3. Harness for open or short between combination meter and fuse
Repair open circuit or short to ground or short to power in harness or connectors.
8 CHECK GLOW INDICATOR LAMP OUTPUT SIGNAL CIRCUIT FOR OPEN AND SHORT
1. Turn ignition switch “OFF”.
2. Disconnect ECM harness connector.
3. Disconnect combination meter harness connector M171.
4. Check harness continuity between ECM terminal 508 and combination meter terminal 47. Refer to Wiring Diagram.
Continuity should exist.
5. Also check harness for short to ground and short to power.
OK or NG
OK GO TO 10.
NG GO TO 9.
9 DETECT MALFUNCTIONING PART
Check the following.
1. Harness connectors M63, F102
2. Harness for open or short between combination meter and ECM
Repair open circuit or short to ground or short to power in harness or connectors.
10 CHECK COMBINATION METER
Check combination meter and glow indicator lamp. Refer to EL-110, “Meter and Gauges”.
OK or NG
OK GO TO 18.
NG Repair or replace combination meter or glow indicator lamp.
GI
MA
EM
LC
FE
CL
MT
AT
AX
SU
BR
ST
RS
BT
HA
SC
EL
IDX
GLOW CONTROL SYSTEMYD
Diagnostic Procedure (Cont’d)
EC-193

AT-8
PRECAUTIONS
●Internal failure of stator roller clutch.
●Heavy clutch debris due to overheating (blue converter).
●Steel particles or clutch lining material found in fluid filter or on magnet when no internal parts in unit are
worn or damaged — indicates that lining material came from converter.
The torque converter should not be replaced if:
●The fluid has an odor, is discolored, and there is no evidence of metal or clutch facing particles.
●The threads in one or more of the converter bolt holes are damaged.
●Transaxle failure did not display evidence of damaged or worn internal parts, steel particles or clutch plate
lining material in unit and inside the fluid filter.
●Vehicle has been exposed to high mileage (only). The exception may be where the torque converter
clutch dampener plate lining has seen excess wear by vehicles operated in heavy and/or constant traffic,
such as taxi, delivery or police use.
EURO-OBD SELF-DIAGNOSIS — EURO-OBD —
●A/T self-diagnosis is performed by the TCM in combination with the ECM. The results can be read through
the blinking pattern of the O/D OFF indicator lamp or the malfunction indicator (MI). Refer to the table on
AT- 4 2 , "
SELF-DIAGNOSTIC RESULT TEST MODE" for the indicator used to display each self-diagnostic
result.
●The self-diagnostic results indicated by the MI are automatically stored in both the ECM and TCM memo-
ries.
Always perform the procedure AT- 3 9 , "
HOW TO ERASE DTC" to complete the repair and avoid
unnecessary blinking of the MI.
●The following self-diagnostic items can be detected using ECM self-diagnostic results mode* only when
the O/D OFF indicator lamp does not indicate any malfunctions.
–PNP switch
–A/T 1st, 2nd, 3rd, or 4th gear function
*: For details of EURO-OBD, refer to AT-37, "
ON BOARD DIAGNOSTIC SYSTEM DESCRIPTION" .
●Certain systems and components, especially those related to EURO-OBD, may use a new style
slide-locking type harness connector.
For description and how to disconnect, refer to EL-7, "HARNESS CONNECTOR".
Wiring Diagrams and Trouble DiagnosisECS007N9
When you read wiring diagrams, refer to the following:
●GI-12, "How to Read Wiring Diagrams".
●EL-11, "POWER SUPPLY ROUTING".
When you perform trouble diagnosis, refer to the following:
●GI-22, "How to Perform Efficient Diagnosis for an Electrical Incident".
●GI-32, "How to Follow Trouble Diagnosis".

OVERALL SYSTEM
AT-31
D
E
F
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B
AT
Torque Converter Clutch Solenoid Valve Control
The torque converter clutch solenoid valve is controlled by the TCM.
The plunger closes the drain circuit during the “OFF” period, and
opens the circuit during the “ON” period. If the percentage of OFF-
time increases in one cycle, the pilot pressure drain time is reduced
and pilot pressure remains high.
The torque converter clutch piston is designed to slip to adjust the
ratio of ON-OFF, thereby reducing lock-up shock.
OFF-time INCREASING
↓
Amount of drain DECREASING
↓
Pilot pressure HIGH
↓
Lock-up RELEASING
Torque Converter Clutch Control Valve Operation
Lock-up released
The OFF-duration of the torque converter clutch solenoid valve is long, and pilot pressure is high. The pilot
pressure pushes the end face of the torque converter clutch control valve in combination with spring force to
move the valve to the left. As a result, converter pressure is applied to chamber A (torque converter clutch pis-
ton release side). Accordingly, the torque converter clutch piston remains unlocked.
Lock-up applied
When the OFF-duration of the torque converter clutch solenoid valve is short, pilot pressure drains and
becomes low. Accordingly, the control valve moves to the right by the pilot pressure of the other circuit and
converter pressure. As a result, converter pressure is applied to chamber B, keeping the torque converter
clutch piston applied.
Also smooth lock-up is provided by transient application and release of the lock-up.
SAT010J
SAT011J
MCIB9000E

AT-34
OVERALL SYSTEM
Control Valve
ECS007NL
FUNCTION OF CONTROL VALVES
Valve name Function
Pressure regulator valve, plug
and sleeveRegulates oil discharged from the oil pump to provide optimum line pressure for all driving condi-
tions.
Pressure modifier valve and
sleeveUsed as a signal supplementary valve to the pressure regulator valve. Regulates pressure-modi-
fier pressure (signal pressure) which controls optimum line pressure for all driving conditions.
Pilot valve Regulates line pressure to maintain a constant pilot pressure level which controls lock-up mecha-
nism, overrun clutch, shift timing.
Accumulator control valve Regulates accumulator back-pressure to pressure suited to driving conditions.
Manual valve Directs line pressure to oil circuits corresponding to select positions.
Hydraulic pressure drains when the shift lever is in Neutral.
Shift valve A Simultaneously switches four oil circuits using output pressure of shift solenoid valve A to meet
driving conditions (vehicle speed, throttle opening, etc.).
Provides automatic downshifting and up-shifting (1st → 2nd → 3rd → 4th gears/4th → 3rd → 2nd
→ 1st gears) in combination with shift valve B.
Shift valve B Simultaneously switches three oil circuits using output pressure of shift solenoid valve B in rela-
tion to driving conditions (vehicle speed, throttle opening, etc.).
Provides automatic downshifting and up-shifting (1st → 2nd → 3rd → 4th gears/4th → 3rd → 2nd
→ 1st gears) in combination with shift valve A.
Overrun clutch control valve Switches hydraulic circuits to prevent engagement of the overrun clutch simultaneously with appli-
cation of the brake band in D
4 . (Interlocking occurs if the overrun clutch engages during D4 .)
1st reducing valve Reduces low & reverse brake pressure to dampen engine-brake shock when down-shifting from
the “1” position 1
2 to 11 .
Overrun clutch reducing valve Reduces oil pressure directed to the overrun clutch and prevents engine-brake shock.
In “1” and “2” positions, line pressure acts on the overrun clutch reducing valve to increase the
pressure-regulating point, with resultant engine brake capability.
Torque converter relief valve Prevents an excessive rise in torque converter pressure.
Torque converter clutch control
valve, plug and sleeveActivates or deactivates the lock-up function.
Also provides smooth lock-up through transient application and release of the lock-up system.
1-2 accumulator valve and piston Dampens the shock encountered when 2nd gear band servo contracts, and provides smooth
shifting.
3-2 timing valve Switches oil pressure with 3-2 timing valve according to throttle opening.
Shuttle control valve Reduces shock when down-shifting from 3rd to 2nd and regulates overrun clutch.
Cooler check valve Regulates oil pressure which causes lock-up when driving at low speeds.

CAN COMMUNICATION
AT-109
[EURO-OBD]
D
E
F
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H
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MA
B
AT
CAN COMMUNICATIONPFP:23710
System DescriptionECS007O2
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.
CAN Communication UnitECS007O3
×:Applicable
TYPE1
System diagram
Input/output signal chart
T: Transmit R: Receive Body type Sedan/ 5DH/B/ 3DH/B
Axle2WD
Engine QG18DE QG15DE/QG18DE
Transmission A/T M/T
Brake controlABS
CAN communication unit
ECM××
TCM×
Smart entrance control unit××
Data link connector××
Combination meter××
CAN communication type AT-109, "
TYPE1"AT-110, "TYPE 2"
SEL825Y
Signals ECM TCMSmart entrance
control unitCombination meter
Engine speed signal T R
Brake switch signal R T
Rear window defogger signal R T
Heater fan switch signal R T
Air conditioner switch signal R T
MI signal T R
Current gear position signal T R
Engine coolant temperature signal T R
Fuel consumption signal T R