2005 NISSAN NAVARA change time

FOREWORD
This manual contains maintenance and repair procedures for the NISSAN
NAVARA,modelD40 series.
In order to assure your safety and the efficient functioning of the vehicle,
this manual should be read thoroughly. It is especially important that the
PRECAUTIONS in the GI section be completely understood before starting
any repair task.
All information in this manual is based on the latest product information
at the time of publication. The right is reserved to make changes in speci-
fications and methods at any time without notice.
IMPORTANT SAFETY NOTICE
The proper performance of service is essential for both the safety of the
technician and the efficient functioning of the vehicle.
The service methods in this Service Manual are described in such a man-
ner that the service may be performed safely and accurately.
Service varies with the procedures used, the skills of the technician and the
tools and parts available. Accordingly, anyone using service procedures,
tools or parts which are not specifically recommended by NISSAN must
first be completely satisfied that neither personal safety nor the vehicle's
safety will be jeopardized by the service method selected.
NISSAN EUROPE S.A.S.
Service Engineering SectionParis, France

A/T CONTROL SYSTEM
AT-31
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AT
SHIFT CHANGE
The clutch is controlled with the optimum timing and oil pressure by the engine speed, engine torque informa-
tion, etc.
Shift Change System Diagram
*1: Full phase real-time feedback control monitors movement of gear ratio at gear change, and controls oil
pressure at real-time to achieve the best gear ratio.
Lock-up ControlECS00FWN
The torque converter clutch piston in the torque converter is engaged to eliminate torque converter slip to
increase power transmission efficiency.
The torque converter clutch control valve operation is controlled by the torque converter clutch solenoid valve,
which is controlled by a signal from TCM, and the torque converter clutch control valve engages or releases
the torque converter clutch piston.
Lock-up Operation Condition Table
TORQUE CONVERTER CLUTCH CONTROL VALVE CONTROL
Lock-up Control System Diagram
Lock-up Released
In the lock-up released state, the torque converter clutch control valve is set into the unlocked state by the
torque converter clutch solenoid and the lock-up apply pressure is drained.
In this way, the torque converter clutch piston is not coupled.
PCIA0013E
selector lever “D” position “3” position “2” position
Gear position 5 4 3 2
Lock-up´–´´
PCIA0014E

TROUBLE DIAGNOSIS
AT-77
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AT
CONSULT-II Function (A/T)ECS00FXA
CONSULT-II can display each diagnostic item using the diagnostic test modes shown following.
FUNCTION
CONSULT-II REFERENCE VALUE
NOTICE:
1. The CONSULT-II electrically displays shift timing and lock-up timing (that is, operation timing of each sole-
noid).
Check for time difference between actual shift timing and the CONSULT-II display. If the difference is
noticeable, mechanical parts (except solenoids, sensors, etc.) may be malfunctioning. Check mechanical
parts using applicable diagnostic procedures.
2. Shift schedule (which implies gear position) displayed on CONSULT-II and that indicated in Service Man-
ual may differ slightly. This occurs because of the following reasons:
–Actual shift schedule has more or less tolerance or allowance,
–Shift schedule indicated in Service Manual refers to the point where shifts start, and
–Gear position displayed on CONSULT-II indicates the point where shifts are completed.
3. Display of solenoid valves on CONSULT-II changes at the start of shifting, while gear position is displayed
upon completion of shifting (which is computed by TCM).
Diagnostic test mode Function Reference page
Self-diagnostic results Self-diagnostic results can be read and erased quickly.AT- 8 0
Data monitor Input/Output data in the ECU can be read.AT- 8 3
CAN diagnostic support
monitorThe results of transmit/receive diagnosis of CAN communication can be read.AT- 8 6
Function testConducted by CONSULT-II instead of a technician to determine whether each system
is “OK” or “NG”.—
DTC work support Select the operating condition to confirm Diagnostic Trouble Codes.AT- 8 6
ECU part number ECU part number can be read. —
Item name Condition Display value (Approx.)
VHCL/S SE-A/T
During drivingApproximately matches the speed-
ometer reading.
VHCL/S SE-MTR
ACCELE POSIReleased accelerator pedal. 0.0/8
Fully depressed accelerator pedal. 8.0/8
CLSD THL POSReleased accelerator pedal. ON
Fully depressed accelerator pedal. OFF
W/O THL POSFully depressed accelerator pedal. ON
Released accelerator pedal. OFF
BRAKE SWDepressed brake pedal. ON
Released brake pedal. OFF
ENGINE SPEED Engine runningClosely matches the tachometer
reading.
TURBINE REV During driving (lock-up ON)Approximately matches the engine
speed.
ATFTEMPSE1
0°C(32°F)-20°C(68°F)-80°C (176°F)3.3 - 2.7 - 0.9 V
ATFTEMPSE23.3 - 2.5 - 0.7 V
TCC SOLENOID When perform lock-up 0.4 - 0.6 A
LINE PRES SOL During driving 0.2 - 0.6 A
FR/B SOLENOIDFront brake engaged. Refer toAT- 1 7
. 0.6 - 0.8 A
Front brake disengaged. Refer toAT- 1 7
.0-0.05A

ATC-14
PRECAUTIONS
SERVICE COUPLERS
Never attempt to connect HFC-134a (R-134a) service couplers to an
CFC-12 (R-12) A/C system. The HFC-134a (R-134a) couplers will
not properly connect to the CFC-12 (R-12) system. However, if an
improper connection is attempted, discharging and contamination
may occur.
REFRIGERANT WEIGHT SCALE
Verify that no refrigerant other than HFC-134a (R-134a) and speci-
fied lubricants have been used with the scale. If the scale controls
refrigerant flow electronically, the hose fitting must be 1/2²-16
ACME.
CALIBRATING ACR4 WEIGHT SCALE
Calibrate the scale every three months.
To calibrate the weight scale on the ACR4:
1. Press “Shift/Reset”and“Enter”at the same time.
2. Press “8787”.“A1” will be displayed.
3. Remove all weight from the scale.
4. Press “0”, then press “Enter”.“0.00” will be displayed and change to “A2”.
5. Place a known weight (dumbbell or similar weight), between 4.5 and 8.6 kg (10 and 19 lb.) on the center
of the weight scale.
6. Enter the known weight using four digits. (Example 10 lb. = 10.00, 10.5 lb. = 10.50)
7. Press “Enter”— the display returns to the vacuum mode.
8. Press“Shift/Reset”and“Enter”at the same time.
9. Press “6” — the known weight on the scale is displayed.
10. Remove the known weight from the scale. “0.00” will be displayed.
11. Press“Shift/Reset” to return the ACR4 to the program mode.
CHARGING CYLINDER
Using a charging cylinder is not recommended. Refrigerant may be vented into air from cylinder’s top valve
when filling the cylinder with refrigerant. Also, the accuracy of the cylinder is generally less than that of an
electronic scale or of quality recycle/recharge equipment.
Precautions for Leak Detection DyeEJS006AR
lThe A/C system contains a fluorescent leak detection dye used for locating refrigerant leaks. An ultraviolet
(UV) lamp is required to illuminate the dye when inspecting for leaks.
lAlways wear fluorescence enhancing UV safety goggles to protect your eyes and enhance the visibility of
the fluorescent dye.
lThe fluorescent dye leak detector is not a replacement for an electronic refrigerant leak detector. The fluo-
rescent dye leak detector should be used in conjunction with an electronic refrigerant leak detector (J-
41995) to pin-point refrigerant leaks.
lFor your safety and your customer’s satisfaction, read and follow all manufacture’s operating instructions
and precautions prior to performing the work.
Shut-off valve rotation A/C service valve
Clockwise Open
Counterclockwise Close
RHA273D
RHA274D

ATC-58
TROUBLE DIAGNOSIS
CHECKING DISCHARGE AIR
1. Press MODE switch four times and the DEF switch.
2. Each position indicator should change shape (on display).
3. Confirm that discharge air comes out according to the air distri-
bution table. Refer toAT C - 3 0 , "
Discharge Air Flow".
Mode door position is checked in the next step.
If NG, go to trouble diagnosis procedure forAT C - 6 3 , "
Mode Door
Motor Circuit".
If OK, continue the check.
NOTE:
Confirm that the compressor clutch is engaged (sound or visual
inspection) and intake door position is at fresh when the DEF or D/F
is selected.
CHECKING RECIRCULATION
1. Press recirculation ( ) switch one time. Recirculation indica-
tor should illuminate.
2. Press recirculation ( ) switch one more time. Recirculation
indicator should go off.
3. Listen for intake door position change (blower sound should
change slightly).
If NG, go to trouble diagnosis procedure forAT C - 7 7 , "
Intake Door
Motor Circuit".
If OK, continue next check.
NOTE:
Confirm that the compressor clutch is engaged (sound or visual
inspection) and intake door position is at fresh when the DEF or D/F is selected.
CHECKING TEMPERATURE DECREASE
1. Rotate temperature control dial (driver side) counterclockwise
until 18°C(60°F) is displayed.
2. Check for cold air at appropriate discharge air outlets.
If NG, listen for sound of air mix door motor operation. If OK, go to
trouble diagnosis procedure forAT C - 9 3 , "
Insufficient Cooling".Ifair
mix door motor appears to be malfunctioning, go toAT C - 7 1 , "
DIAG-
NOSTIC PROCEDURE FOR AIR MIX DOOR MOTOR (DRIVER)"
orAT C - 7 3 , "DIAGNOSTIC PROCEDURE FOR AIR MIX DOOR
MOTOR (PASSENGER)".
If OK, continue the check.
MJIB0338E
MJIB0284E
MJIB0339E
MJIB0340E

TROUBLE DIAGNOSIS
ATC-97
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AT C
TROUBLE DIAGNOSES FOR UNUSUAL PRESSURE
Whenever system¢s high and/or low side pressure is unusual, diagnose using a manifold gauge. The marker
above the gauge scale in the following tables indicates the standard (usual) pressure range. Since the stan-
dard (usual) pressure, however, differs from vehicle to vehicle, refer to above table (Ambient air temperature-
to-operating pressure table).
Both High- and Low-pressure Sides are Too High
High-pressure Side is Too High and Low-pressure Side is Too Low
Gauge indication Refrigerant cycle Probable cause Corrective action
Both high- and low-pressure sides
are too high.Pressure is reduced soon
after water is splashed on
condenser.Excessive refrigerant charge
in refrigeration cycleReduce refrigerant until speci-
fied pressure is obtained.
Air suction by cooling fan is
insufficient.Insufficient condenser cooling
performance
¯
1. Condenser fins are clogged.
2. Improper fan rotation of
cooling fan
lClean condenser.
lCheck and repair cooling fan
if necessary.
lLow-pressure pipe is not
cold.
lWhen compressor is
stopped high-pressure
value quickly drops by
approximately 196 kPa (2
kg/cm
2, 28 psi). It then
decreases gradually there-
after.Poor heat exchange in con-
denser
(After compressor operation
stops, high-pressure
decreases too slowly.)
¯
Air in refrigeration cycleEvacuate repeatedly and
recharge system.
Engine tends to overheat.Engine cooling systems mal-
function.Check and repair engine cool-
ing system.
lAn area of the low-pres-
sure pipe is colder than
areas near the evaporator
outlet.
lPlates are sometimes cov-
ered with frost.
lExcessive liquid refrigerant
on low-pressure side
lExcessive refrigerant dis-
charge flow
lExpansion valve is open a
little compared with the
specification.
¯
Improper expansion valve
adjustmentReplace expansion valve.
AC359A
Gauge indication Refrigerant cycle Probable cause Corrective action
High-pressure side is too high and
low-pressure side is too low.
Upper side of condenser and
high-pressure side are hot,
however, liquid tank is not so
hot.High-pressure tube or parts
located between compressor
and condenser are clogged or
crushed.
lCheck and repair or replace
malfunctioning parts.
lCheck lubricant for contami-
nation.
AC360A

ATC-112
TROUBLE DIAGNOSIS
Optical Sensor Circuit
EJS006BY
COMPONENT DESCRIPTION
The optical sensor is located in the center of the defroster grille. It
detects sunload entering through windshield by means of a photo
diode. The sensor converts the sunload into a current value which is
then input into the front air control.
OPTICAL INPUT PROCESS
The front air control includes a processing circuit which averages the variations in detected sunload over a
period of time. This prevents adjustments in the ATC system operation due to small or quick variations in
detected sunload.
For example, consider driving along a road bordered by an occasional group of large trees. The sunload
detected by the optical sensor will vary whenever the trees obstruct the sunlight. The processing circuit aver-
ages the detected sunload over a period of time, so that the (insignificant) effect of the trees momentarily
obstructing the sunlight does not cause any change in the ATC system operation. On the other hand, shortly
after entering a long tunnel, the system will recognize the change in sunload, and the system will react accord-
ingly.
DIAGNOSTIC PROCEDURE FOR SUNLOAD SENSOR
SYMPTOM: Sunload sensor circuit is open or shorted. (44 or 46 is
indicated on front air control as a result of conducting self-diagnosis).
1.CHECK CIRCUIT CONTINUITY BETWEEN SUNLOAD SENSOR AND FRONT AIR CONTROL
1. Turn ignition switch OFF.
2. Disconnect front air control connector and sunload sensor con-
nector.
3. Check continuity between sunload sensor harness connector
M63 terminal 1 and 2 and front air control harness connector
M61 terminal 29 and 37.
4. Check continuity between sunload sensor harness connector
M63 terminal 1 and 2 and ground.
OK or NG
OK >> GO TO 2.
NG >> Repair harness or connector.
MJIB0172E
MJIB0181E
1 - 29 : Continuity should exist.
2 - 37 : Continuity should exist.
1, 2 - Ground. : Continuity should not exist.
MJIB0086E

AV-6
SYSTEM DESCRIPTION
Map-Matching
Map-matching compares a current location detected by the method
in the “Location Detection Principle” with a road map data from Map
DVD-ROM stored in DVD-ROM drive.
NOTE:
TheroadmapdataisbasedondatastoredinthemapDVD-ROM.
The vehicle position may not be corrected under the following circumstances and after driving for a certain
time when GPS information is difficult to receive. In this case, the vehicle mark on the display must be cor-
rected manually.
lIn map-matching, alternative routes to reach the destination will
be shown and prioritized, after the road on which the vehicle is
currently driven has been judged and the vehicle mark has been
repositioned.
If there is an error in distance and/or direction, alternative routes
will be shown in different order of priority, and the incorrect road
can be avoided.
If two roads are running in parallel, they are of the same priority.
Therefore, the vehicle mark may appear on either of them alter-
nately, depending on maneuvering of the steering wheel and
configuration of the road.
lMap-matching does not function correctly when a road on which
the vehicle is driving is new and not recorded in the map DVD-
ROM, or when road pattern stored in the map data and the
actual road pattern are different due to repair.
When driving on a road not present in the map, the map-match-
ing function may find another road and position the vehicle mark
on it. Then, when the correct road is detected, the vehicle mark
may change to it.
lEffective range for comparing the vehicle position and travel
direction calculated by the distance and direction with the road
data read from the map DVD-ROM is limited. Therefore, when
there is an excessive gap between current vehicle position and
the position on the map, correction by map-matching is not possible.
SEL685V
SEL686V
SKIA0613E