2003 NISSAN TEANA wheel

OVERHEATING CAUSE ANALYSIS
CO-31
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Except cool-
ing system
parts mal-
function— Overload on engineAbusive drivingHigh engine rpm under no
load
Driving in low gear for
extended time
Driving at extremely high
speed
Powertrain system mal-
function
— Installed improper size
wheels and tires
Dragging brakes
Improper ignition timing
Blocked or restricted air
flowBlocked bumper —
— Blocked radiator grilleInstalled car brassiere
Mud contamination or
paper clogging
Blocked radiator —
Blocked condenser
Blocked air flow
Installed large fog lamp Symptom Check items

CVT-1
CVT
C TRANSMISSION/TRANSAXLE
CONTENTS
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SECTION CVT
A
B
CVT

CVT
INDEX FOR DTC ........................................................ 6
Alphabetical Index .................................................... 6
DTC No. Index ......................................................... 7
PRECAUTIONS .......................................................... 8
Precautions for Supplemental Restraint System
(SRS) “AIR BAG” and “SEAT BELT PRE-TEN-
SIONER” .................................................................. 8
Precautions Necessary for Steering Wheel Rotation
After Battery Disconnect .......................................... 8
OPERATION PROCEDURE ................................. 8
Precautions for TCM and CVT Assembly Replace-
ment ......................................................................... 9
EEPROM ERASING PATTERNS .......................... 9
METHOD FOR ERASING THE EEPROM IN THE
TCM ...................................................................... 9
METHOD FOR WRITING DATA FROM THE
ROM ASSEMBLY IN THE TRANSAXLE .............. 9
CHECK METHOD ................................................. 9
Removal and Installation Procedure for CVT Unit
Connector ............................................................... 10
REMOVAL ........................................................... 10
INSTALLATION ................................................... 10
Precautions ............................................................. 11
PREPARATION ......................................................... 12
Special Service Tools ............................................. 12
Commercial Service Tools ...................................... 12
CVT FLUID ............................................................... 13
Checking CVT Fluid ............................................... 13
Changing CVT Fluid ............................................... 14
CVT SYSTEM ........................................................... 15
Cross-Sectional View - RE0F09A .......................... 15
Control System ....................................................... 16
Hydraulic Control System ....................................... 17
TCM Function ......................................................... 18
CONTROL SYSTEM OUTLINE .......................... 18
CONTROL SYSTEM DIAGRAM ......................... 18
CAN Communication .............................................. 19
SYSTEM DESCRIPTION .................................... 19
Input/Output Signal of TCM .................................... 19Line Pressure and Secondary Pressure Control .... 20
NORMAL CONTROL .......................................... 20
FEEDBACK CONTROL ...................................... 20
Shift Control ............................................................ 20
“D” POSITION ..................................................... 21
“M” POSITION ..................................................... 21
DOWNHILL ENGINE BRAKE CONTROL (AUTO
ENGINE BRAKE CONTROL) .............................. 21
ACCELERATION CONTROL .............................. 21
Lock-up and Select Control .................................... 21
TORQUE CONVERTER CLUTCH AND SELECT
CONTROL VALVE CONTROL ............................ 22
Control Valve .......................................................... 23
FUNCTION OF CONTROL VALVE ..................... 23
TROUBLE DIAGNOSIS ............................................ 24
DTC Inspection Priority Chart ................................. 24
Fail-safe .................................................................. 24
FAIL-SAFE FUNCTION ....................................... 24
How to Perform Trouble Diagnosis for Quick and
Accurate Repair ...................................................... 25
INTRODUCTION ................................................. 25
WORK FLOW ...................................................... 26
DIAGNOSTIC WORKSHEET .............................. 27
CVT Electrical Parts Location ................................. 30
Circuit Diagram ....................................................... 31
Inspections Before Trouble Diagnosis .................... 32
CVT FLUID CHECK ............................................ 32
STALL TEST ........................................................ 32
LINE PRESSURE TEST ..................................... 33
Road Test ............................................................... 35
DESCRIPTION .................................................... 35
CONSULT-II OPERATION PROCEDURE ........... 35
Check Before Engine Is Started ............................. 37
Check at Idle ........................................................... 37
Cruise Test .............................................................. 38
Vehicle Speed at Which Gear Shifting Occurs ....... 40
TCM Input/Output Signal Reference Values ........... 40
TCM TERMINAL CONNECTOR LAYOUT .......... 40

CVT-8
PRECAUTIONS

PRECAUTIONSPFP:00001
Precautions for Supplemental Restraint System (SRS) “AIR BAG” and “SEAT
BELT PRE-TENSIONER”
BCS001NA
The Supplemental Restraint System such as “AIR BAG” and “SEAT BELT PRE-TENSIONER”, used along
with a front seat belt, helps to reduce the risk or severity of injury to the driver and front passenger for certain
types of collision. Information necessary to service the system safely is included in the SRS and SB section of
this Service Manual.
WARNING:

To avoid rendering the SRS inoperative, which could increase the risk of personal injury or death
in the event of a collision which would result in air bag inflation, all maintenance must be per-
formed by an authorized NISSAN/INFINITI dealer.

Improper maintenance, including incorrect removal and installation of the SRS, can lead to per-
sonal injury caused by unintentional activation of the system. For removal of Spiral Cable and Air
Bag Module, see the SRS section.

Do not use electrical test equipment on any circuit related to the SRS unless instructed to in this
Service Manual. SRS wiring harnesses can be identified by yellow and/or orange harnesses or
harness connectors.
Precautions Necessary for Steering Wheel Rotation After Battery DisconnectBCS001NB
NOTE:

This Procedure is applied only to models with Intelligent Key system and NVIS/IVIS (NISSAN/INFINITI
VEHICLE IMMOBILIZER SYSTEM - NATS).

Remove and install all control units after disconnecting both battery cables with the ignition knob in the
″LOCK″ position.

Always use CONSULT-II to perform self-diagnosis as a part of each function inspection after finishing
work. If DTC is detected, perform trouble diagnosis according to self-diagnostic results.
For models equipped with the Intelligent Key system and NVIS/IVIS, an electrically controlled steering lock
mechanism is adopted on the key cylinder.
For this reason, if the battery is disconnected or if the battery is discharged, the steering wheel will lock and
steering wheel rotation will become impossible.
If steering wheel rotation is required when battery power is interrupted, follow the procedure below before
starting the repair operation.
OPERATION PROCEDURE
1. Connect both battery cables.
NOTE:
Supply power using jumper cables if battery is discharged.
2. Use the Intelligent Key or mechanical key to turn the ignition switch to the ″ACC″ position. At this time, the
steering lock will be released.
3. Disconnect both battery cables. The steering lock will remain released and the steering wheel can be
rotated.
4. Perform the necessary repair operation.
5. When the repair work is completed, return the ignition switch to the ″LOCK″ position before connecting
the battery cables. (At this time, the steering lock mechanism will engage.)
6. Perform a self-diagnosis check of all control units using CONSULT-II.

CVT-178
SHIFT CONTROL SYSTEM

8. Remove control device assembly.
INSTALLATION
Note the following, and install in the reverse order of removal.

The knurled surface of rib should be upward when installing the
control cable to the control device assembly. And insert the con-
trol cable securely.

After installation is completed, adjust and check CVT position.
Refer to CVT-178, "
Adjustment of CVT Position" and CVT-179,
"Checking of CVT Position" .
Adjustment of CVT PositionBCS001MN
1. Place selector lever in “P” position.
2. Loosen control cable nut and place manual lever in “P” position.
CAUTION:
Turn wheels more than 1/4 rotations and apply the park
lock.
3. Hold the control cable at the end. Push and pull it twice or three
times, and then push it with a load of 9.8N (approximately 1 kg,
2.2 lb). Temporarily tighten the lock nut with the control cable
loose.
4. Connect control cable on manual lever.
CAUTION:
No application of a force to the manual lever.
5. Tighten control cable nut.
CAUTION:
Fix the manual lever when tightening.
SCIA5964E
SCIA5990E
: 12.7 N·m (1.3 kg-m, 9 ft-lb)
SCIA2001E

ENGINE CONTROL SYSTEM
EC-21
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Multiport Fuel Injection (MFI) SystemBBS005BF
INPUT/OUTPUT SIGNAL CHART
*1: This sensor is not used to control the engine system under normal conditions.
*2: This signal is sent to the ECM through CAN communication line.
*3: ECM determines the start signal status by the signals of engine speed and battery voltage.
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
Sensor Input Signal to ECM ECM function Actuator
Crankshaft position sensor (POS)
Camshaft position sensor (PHASE)Engine speed*
3
Piston position
Fuel injection & mixture
ratio controlFuel injector 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
Knock sensor Engine knocking condition
Battery
Battery voltage*
3
Power steering pressure sensor Power steering operation
Heated oxygen sensor 2*
1Density of oxygen in exhaust gas
Wheel sensor
Vehicle speed*
2
Air conditioner switch
Air conditioner operation*2

ENGINE CONTROL SYSTEM
EC-23
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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 fuel 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) SystemBBS005BG
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.
SYSTEM DESCRIPTION
Firing order: 1-3-4-2
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.
The ECM receives information such as the injection pulse width and camshaft position sensor signal. Comput-
ing this information, ignition signals are transmitted to the power transistor.
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
SEF337W
Sensor Input Signal to ECM ECM function Actuator
Crankshaft position sensor (POS)
Engine speed*
2
Piston position
Ignition timing
controlPower 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
Knock sensor Engine knocking
Park/neutral position (PNP) switch Gear position
Battery
Battery voltage*
2
Wheel sensor
Vehicle speed*1

EC-24
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ENGINE CONTROL SYSTEM

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.
Fuel Cut Control (At No Load and High Engine Speed)BBS005BH
INPUT/OUTPUT SIGNAL CHART
*: This signal is sent to the ECM through CAN communication line.
SYSTEM DESCRIPTION
If the engine speed is above 1,800 rpm under no load (for example, the shift position is neutral and engine
speed is 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 be operated until the engine speed reaches 1,500 rpm, then fuel cut will be cancelled.
NOTE:
This function is different from deceleration control listed under Multiport Fuel Injection (MFI) System, EC-21
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Sensor Input Signal to ECM ECM function Actuator
Park/neutral position (PNP) switch Neutral position
Fuel cut control Fuel injector Accelerator pedal position sensor Accelerator pedal position
Engine coolant temperature sensor Engine coolant temperature
Crankshaft position sensor (POS)
Camshaft position sensor (PHASE)Engine speed
Wheel sensor Vehicle speed*

AIR CONDITIONING CUT CONTROL
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AIR CONDITIONING CUT CONTROLPFP:23710
Input/Output Signal ChartBBS005BI
*1: This signal is sent to the ECM through CAN communication line.
*2: ECM determines the start signal status by the signal of engine speed and battery voltage.
SYSTEM DESCRIPTION
This 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.

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.
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 position
Accelerator pedal position sensor Accelerator pedal position
Crankshaft position sensor (POS)
Camshaft position sensor (PHASE)Engine speed*
2
Engine coolant temperature sensor Engine coolant temperature
Refrigerant pressure sensor Refrigerant pressure
Power steering pressure sensor Power steering operation
Wheel sensor
Vehicle speed*
1
Battery
Battery voltage*2