2005 NISSAN X-TRAIL engine coolant temperature sensor

EC-18 Diagnostic Procedure ..........................................1638
Component Inspection .........................................1640
Removal and Installation .....................................1640
DTC P2228, P2229 BARO SENSOR .....................1641
Description ...........................................................1641
On Board Diagnosis Logic ...................................1641
DTC Confirmation Procedure ..............................1641
Diagnostic Procedure ..........................................1642
GLOW CONTROL SYSTEM ..................................1643
Description ...........................................................1643
Wiring Diagram ....................................................1644
Diagnostic Procedure ..........................................1646
Component Inspection .........................................1650
Removal and Installation .....................................1650
EGR VOLUME CONTROL SYSTEM .....................1651
Description ...........................................................1651
CONSULT-II Reference Value in Data Monitor Mode
1652
Wiring Diagram ....................................................1653
Diagnostic Procedure ..........................................1655
Component Inspection .........................................1656
Removal and Installation .....................................1658
TC BOOST CONTROL SOLENOID VALVE ..........1659
Description ...........................................................1659
Wiring Diagram ....................................................1660
Diagnostic Procedure ..........................................1661
Component Inspection .........................................1663
Removal and Installation .....................................1663
BRAKE SWITCH ....................................................1664
Description ...........................................................1664
CONSULT-II Reference Value in Data Monitor Mode
1664
Wiring Diagram ....................................................1665
Diagnostic Procedure ..........................................1667
Component Inspection .........................................1671
PNP SWITCH .........................................................1673
Description ...........................................................1673
CONSULT-II Reference Value in Data Monitor Mode
1673Wiring Diagram ....................................................1674
Diagnostic Procedure ...........................................1675
PSP SWITCH ..........................................................1677
Component Description .......................................1677
CONSULT-II Reference Value in Data Monitor Mode
1677
Wiring Diagram ....................................................1678
Diagnostic Procedure ...........................................1679
Component Inspection .........................................1680
Removal and Installation ......................................1681
FUEL TRANSPORT PUMP ....................................1682
Description ...........................................................1682
Wiring Diagram ....................................................1683
Diagnostic Procedure ...........................................1685
Component Inspection .........................................1689
Removal and Installation ......................................1689
AUTOMATIC SPEED CONTROL DEVICE (ASCD) 1690
System Description ..............................................1690
Component Description .......................................1691
ASCD INDICATOR .................................................1692
Component Description .......................................1692
Wiring Diagram—LHD Models .............................1693
Wiring Diagram—RHD Models ............................1694
Diagnostic Procedure ...........................................1695
START SIGNAL ......................................................1696
Wiring Diagram ....................................................1696
Diagnostic Procedure ...........................................1697
MI & DATA LINK CONNECTORS ..........................1699
Wiring Diagram ....................................................1699
SERVICE DATA AND SPECIFICATIONS (SDS) ...1701
General Specifications .........................................1701
Mass Air Flow Sensor ..........................................1701
Engine Coolant Temperature Sensor ...................1701
Fuel Rail Pressure Sensor ...................................1701
Glow Plug .............................................................1701
EGR Volume Control Valve ..................................1701
Crankshaft Position Sensor .................................1701
Camshaft Position Sensor ...................................1701

PREPARATION
EC-29
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Commercial Service ToolsEBS010L5
Tool name Description
Quick connector
releaseRemoving fuel tube quick connectors in engine
room
(Available in SEC. 164 of PARTS CATALOG: Part
No. 16441 6N210)
Fuel filler cap adapter Checking fuel tank vacuum relief valve opening
pressure
Socket wrench Removing and installing engine coolant
temperature sensor
Oxygen sensor thread
cleanerReconditioning the exhaust system threads
before installing a new oxygen sensor. Use with
anti-seize lubricant shown below.
a: 18 mm diameter with pitch 1.5 mm for
Zirconia Oxygen Sensor
b: 12 mm diameter with pitch 1.25 mm for
Titania Oxygen Sensor
Anti-seize lubricant
i.e.: (Permatex
TM
133AR or equivalent
meeting MIL
specification MIL-A-
907)Lubricating oxygen sensor thread cleaning tool
when reconditioning exhaust system threads.
PBIC0198E
S-NT653
S-NT705
AEM488
S-NT779

EC-34
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ENGINE CONTROL SYSTEM

System ChartEBS010L8
*1: This sensor is not used to control the engine system under normal conditions.
*2: This input signal is sent to the ECM through CAN communication line.
*3: This output signal is sent from the ECM through CAN communication line.
*4: For models with ESP
*5: For models without ESP
*6: For QR25DE engine modelsInput (Sensor) ECM Function Output (Actuator)

Camshaft position sensor (PHASE)

Crankshaft position sensor (POS)

Mass air flow sensor

Engine coolant temperature sensor

Heated oxygen sensor 1

Throttle position sensor

Accelerator pedal position sensor

Park/neutral position (PNP) switch

Intake air temperature sensor

Power steering pressure sensor

Ignition switch

Battery voltage

Knock sensor

Refrigerant pressure sensor

Stop lamp switch

Heated oxygen sensor 2*1

TCM (Transmission control module)*2

ESP/TCS/ABS control unit*2 *4

ABS actuator and electric unit
(control unit)*2 *5

Air conditioner switch

Wheel sensor*2

Electrical load signal

ASCD steering switch*6

ASCD brake switch*6

ASCD clutch switch*6

Stop lamp switchFuel injection & mixture ratio control Fuel injector
Electronic ignition system Power transistor
Fuel pump control Fuel pump relay
On board diagnostic system
MI (On the instrument panel)*
3
Heated oxygen sensor 1 heater control Heated oxygen sensor 1 heater
Heated oxygen sensor 2 heater control Heated oxygen sensor 2 heater
EVAP canister purge flow controlEVAP canister purge volume control
solenoid valve
Air conditioning cut control Air conditioner relay
Power valve control*
6VIAS control solenoid valve
ASCD vehicle speed control*
6Electric throttle control actuator
Cooling fan control Cooling fan relay

ENGINE CONTROL SYSTEM
EC-35
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Multiport Fuel Injection (MFI) SystemEBS010L9
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 (A/T models)

High-load, high-speed operation


During deceleration

During high engine speed operation
Sensor Input Signal to ECMECM
functionActuator
Crankshaft position sensor (POS)
Camshaft position sensor (PHASE)Engine speed*
3 and piston position
Fuel injec-
tion & mix-
ture 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*
2Vehicle speed
Air conditioner switch Air conditioner operation

EC-36
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ENGINE CONTROL SYSTEM

MIXTURE RATIO FEEDBACK CONTROL (CLOSED LOOP CONTROL)
The mixture ratio feedback system provides the best air-fuel mixture ratio for driveability and emission control.
The three way catalyst (manifold) can then better reduce CO, HC and NOx emissions. This system uses
heated oxygen sensor 1 in the exhaust manifold to monitor whether the engine operation is rich or lean. The
ECM adjusts the injection pulse width according to the sensor voltage signal. For more information about
heated oxygen sensor 1, refer to EC-179, "
DTC P0132 HO2S1" . This maintains the mixture ratio within the
range of stoichiometric (ideal air-fuel mixture).
This stage is referred to as the closed loop control condition.
Heated oxygen sensor 2 is located downstream of the three way catalyst (manifold). Even if the switching
characteristics of heated oxygen sensor 1 shift, the air-fuel ratio is controlled to stoichiometric by the signal
from heated oxygen sensor 2.
Open Loop Control
The open loop system condition refers to when the ECM detects any of the following conditions. Feedback
control stops in order to maintain stabilized fuel combustion.

Deceleration and acceleration

High-load, high-speed operation

Malfunction of heated oxygen sensor 1 or its circuit

Insufficient activation of heated oxygen sensor 1 at low engine coolant temperature

High engine coolant temperature

During warm-up

After shifting from N to D (A/T models)

When starting the engine
MIXTURE RATIO SELF-LEARNING CONTROL
The mixture ratio feedback control system monitors the mixture ratio signal transmitted from heated oxygen
sensor 1. This feedback signal is then sent to the ECM. The ECM controls the basic mixture ratio as close to
the theoretical mixture ratio as possible. However, the basic mixture ratio is not necessarily controlled as orig-
inally designed. Both manufacturing differences (i.e., mass air flow sensor hot wire) 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.
PBIB0121E

ENGINE CONTROL SYSTEM
EC-37
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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 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) SystemEBS010LA
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
The ignition timing is controlled by the ECM to maintain the best air-
fuel ratio for every running condition of the engine. The ignition tim-
ing data is stored in the ECM. This data forms the map shown.
The ECM receives information such as the injection pulse width and
camshaft position sensor signal. Computing this information, ignition
signals are transmitted to the power transistor.
e.g., N: 1,800 rpm, Tp: 1.50 msec
A °BTDC
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
SEF337W
Sensor Input Signal to ECMECM func-
tionActuator
Crankshaft position sensor (POS)
Engine speed*
2
piston position
Ignition
timing con-
trolPower 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*1Vehicle speed
SEF742M

EC-38
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ENGINE CONTROL SYSTEM


At idle

At low battery voltage

During acceleration
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.
Air Conditioning Cut ControlEBS010LB
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
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.
Fuel Cut Control (at No Load and High Engine Speed)EBS010LC
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 EC-35, "
Multiport Fuel Injection (MFI) System" .
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 valve opening angle
Crankshaft position sensor (POS)
Camshaft position sensor (PHASE)Engine speed*
2
Engine coolant temperature sensor Engine coolant temperature
Battery
Battery voltage*
2
Refrigerant pressure sensor Refrigerant pressure
Power steering pressure sensor Power steering operation
Wheel sensor*
1Vehicle speed
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

ENGINE CONTROL SYSTEM
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TYPE 5
System Diagram
Input/output Signal Chart
T: Transmit R: Receive Engine coolant temperature signal TR
Engine speed signal T R R
MI signal TR
O/D OFF indicator signal T R
Output shaft revolution signal R T
Overdrive control switch signal R T
P·N range signal R T
Parking brake switch signalRT
Stop lamp switch signalRT
TR
Vehicle speed signalTRR
RT
Wide open throttle position signal T R
ASCD SET lamp signal TR
ASCD CRUISE lamp signal TR Signals ECM TCMABS actuator
and electric unit
(control unit)4WD control
unitCombination
meter
PKIA6459E
Signals ECMESP/TCS/ABS
control unitSteering angle
sensor4WD control
unitCombination
meter
4WD mode indicator lamp signalTR
4WD warning lamp signalTR
A/C compressor feedback signal TR
ABS warning lamp signal T R
Accelerator pedal position signal T R R
Brake warning lamp signal T R
Engine coolant temperature signal TR