2005 NISSAN X-TRAIL Sensors

PRECAUTIONS
EC-537
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PRECAUTIONSPFP:00001
Precautions for Supplemental Restraint System (SRS) “AIR BAG” and “SEAT
BELT PRE-TENSIONER”
EBS010WG
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.
On Board Diagnostic (OBD) System of EngineEBS010WH
The ECM has an on board diagnostic system. It will light up the malfunction indicator (MI) to warn the driver of
a malfunction causing emission deterioration.
CAUTION:

Be sure to turn the ignition switch OFF and disconnect the battery ground cable before any repair
or inspection work. The open/short circuit of related switches, sensors, solenoid valves, etc. will
cause the MI to light up.

Be sure to connect and lock the connectors securely after work. A loose (unlocked) connector will
cause the MI to light up due to the open circuit. (Be sure the connector is free from water, grease,
dirt, bent terminals, etc.)

Certain systems and components, especially those related to OBD, may use a new style slide-
locking type harness connector. For description and how to disconnect, refer to PG-74, "
HAR-
NESS CONNECTOR" .

Be sure to route and secure the harnesses properly after work. The interference of the harness
with a bracket, etc. may cause the MI to light up due to the short circuit.

Be sure to erase the unnecessary malfunction information (repairs completed) from the ECM.
PrecautionEBS010WI

Always use a 12 volt battery as power source.

Do not attempt to disconnect battery cables while engine is
running.

Before connecting or disconnecting the ECM harness con-
nector, turn ignition switch OFF and disconnect battery
ground cable. Failure to do so may damage the ECM
because battery voltage is applied to ECM even if ignition
switch is turned OFF.

Before removing parts, turn ignition switch OFF and then
disconnect battery ground cable.
SEF289H

ON BOARD DIAGNOSTIC (OBD) SYSTEM
EC-565
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ON BOARD DIAGNOSTIC (OBD) SYSTEMPFP:00028
IntroductionEBS010WZ
The ECM has an on board diagnostic system, which detects malfunctions related to engine sensors or actua-
tors. The ECM also records various emission-related diagnostic information including:
The above information can be checked using procedures listed in the table below.
×: Applicable —: Not applicable
*1: When DTC and 1st trip DTC simultaneously appear on the display, they cannot be clearly distinguished from each other.
The malfunction indicator (MI) on the instrument panel lights up when the same malfunction is detected in two
consecutive trips (Two trip detection logic), or when the ECM enters fail-safe mode. (Refer to EC-577, "
Fail-
Safe Chart" .)
Two Trip Detection LogicEBS010X0
When a malfunction is detected for the first time, 1st trip DTC and 1st trip Freeze Frame data are stored in the
ECM memory. The MI will not light up at this stage. <1st trip>
If the same malfunction is detected again during the next drive, the DTC and Freeze Frame data are stored in
the ECM memory, and the MI lights up. The MI lights up at the same time when the DTC is stored. <2nd trip>
The “trip” in the “Two Trip Detection Logic” means a driving mode in which self-diagnosis is performed during
vehicle operation. When the ECM enters fail-safe mode (Refer to EC-577, "
Fail-Safe Chart" .), the DTC is
stored in the ECM memory even in the 1st trip.
When there is an open circuit on MI circuit, the ECM can not warn the driver by lighting up MI when there is
trouble on engine control system. Therefore, when Electrical controlled throttle and part of the ECM related
diagnoses are continuously detected as NG for 5-trips, ECM warns the driver that engine control system has
trouble and MI circuit is open by means of operating fail-safe function.
The fail-safe function also operates when above diagnoses except MI circuit are detected and demands the
driver to repair the trouble.
Emission-related Diagnostic InformationEBS010X1
DTC AND 1ST TRIP DTC
The 1st trip DTC (whose number is the same as the DTC number) is displayed for the latest self-diagnostic
result obtained. If the ECM memory was cleared previously, and the 1st trip DTC did not reoccur, the 1st trip
DTC will not be displayed.
If a malfunction is detected during the 1st trip, the 1st trip DTC is stored in the ECM memory. The MI will not
light up (two trip detection logic). If the same malfunction is not detected in the 2nd trip (meeting the required
driving pattern), the 1st trip DTC is cleared from the ECM memory. If the same malfunction is detected in the
2nd trip, both the 1st trip DTC and DTC are stored in the ECM memory and the MI lights up. In other words,
the DTC is stored in the ECM memory and the MI lights up when the same malfunction occurs in two consec-
utive trips. If a 1st trip DTC is stored and a non-diagnostic operation is performed between the 1st and 2nd
trips, only the 1st trip DTC will continue to be stored. For fail-safe items, DTC is stored in the ECM memory
even in the 1st trip.
Procedures for clearing the DTC and the 1st trip DTC from the ECM memory are described in EC-566, "
HOW
TO ERASE EMISSION-RELATED DIAGNOSTIC INFORMATION" .
When a 1st trip DTC is detected, check, print out or write down and erase (1st trip) DTC and Freeze Frame
data as specified in Work Flow procedure Step II, refer to EC-573, "
WORK FLOW" . Then perform DTC Con-
firmation Procedure or Overall Function Check to try to duplicate the malfunction. If the malfunction is dupli-
cated, the item requires repair.
Emission-related diagnostic information
Diagnostic Trouble Code (DTC)
Freeze Frame data
1st Trip Diagnostic Trouble Code (1st Trip DTC)
1st Trip Freeze Frame data
DTC 1st trip DTC Freeze Frame data1st trip Freeze Frame
data
CONSULT-II×× × ×
ECM×
×*
1——
Engine operating condition in fail-safe mode Engine speed will not rise more than 2,500 rpm due to the fuel cut

EC-572
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TROUBLE DIAGNOSIS

TROUBLE DIAGNOSISPFP:00004
Trouble Diagnosis IntroductionEBS010X4
INTRODUCTION
The engine has an ECM to control major systems such as fuel con-
trol, ignition control, idle air control system, etc. The ECM accepts
input signals from sensors and instantly drives actuators. It is essen-
tial that both input and output signals are proper and stable. At the
same time, it is important that there are no malfunctions such as vac-
uum leaks, fouled spark plugs, or other malfunctions with the engine.
It is much more difficult to diagnose a incident that occurs intermit-
tently rather than continuously. Most intermittent incidents are
caused by poor electric connections or improper wiring. In this case,
careful checking of suspected circuits may help prevent the replace-
ment of good parts.
A visual check only may not find the cause of the incidents. A road
test with CONSULT-II or a circuit tester connected should be per-
formed. Follow EC-573, "
WORK FLOW" .
Before undertaking actual checks, take a few minutes to talk with a
customer who approaches with a driveability complaint. The cus-
tomer can supply good information about such incidents, especially
intermittent ones. Find out what symptoms are present and under
what conditions they occur. A Diagnostic Worksheet like EC-575,
"Worksheet Sample" should be used.
Start your diagnosis by looking for conventional malfunctions first.
This will help troubleshoot driveability malfunctions on an electroni-
cally controlled engine vehicle.
MEF036D
SEF233G
SEF234G

EC-574
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TROUBLE DIAGNOSIS

Description for Work Flow
STEP DESCRIPTION
STEP IGet detailed information about the conditions and the environment when the incident/symptom occurred using EC-
575, "DIAGNOSTIC WORKSHEET" .
STEP IIBefore confirming the concern, check and write down (print out using CONSULT-II) the (1st trip) DTC and the (1st
trip) freeze frame data, then erase the DTC and the data. (Refer to EC-566, "
HOW TO ERASE EMISSION-RELATED
DIAGNOSTIC INFORMATION" .) The (1st trip) DTC and the (1st trip) freeze frame data can be used when duplicat-
ing the incident at STEP III & IV.
If the incident cannot be verified, perform EC-624, "
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-584, "
Symptom Matrix Chart" .)
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-624, "
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.
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-624, "
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-578, "
Basic Inspection" .) Then
perform inspections according to the Symptom Matrix Chart. (Refer to EC-584, "
Symptom Matrix Chart" .)
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-595, "
ECM Terminals and Reference Value" , EC-615, "CONSULT-II Reference Value in Data Monitor
Mode" .
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-23, "
How to Perform Efficient Diagnosis for an Electrical Incident" .
Repair or replace the malfunction parts.
If malfunctioning part cannot be detected, perform EC-624, "
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.
(Refer to EC-566, "
HOW TO ERASE EMISSION-RELATED DIAGNOSTIC INFORMATION" .)

TROUBLE DIAGNOSIS
EC-615
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CONSULT-II Reference Value in Data Monitor ModeEBS010XE
Remarks:

Specification data are reference values.

Specification data are output/input values which are detected or supplied by the ECM at the connector.
* Specification data may not be directly related to their components signals/values/operations.
i.e. Adjust ignition timing with a timing light before monitoring IGN TIMING, because the monitor may show the specification data in
spite of the ignition timing not being adjusted to the specification data. This IGN TIMING monitors the data calculated by the ECM
according to the signals input from the camshaft position sensor and other ignition timing related sensors.
MONITOR ITEM CONDITION SPECIFICATION
ENG SPEED

Run engine and compare CONSULT-II value with the tachometer indi-
cation.Almost the same speed as the
tachometer indication.
MAS A/F SE-B1 See EC-620, "
TROUBLE DIAGNOSIS - SPECIFICATION VALUE" .
B/FUEL SCHDL See EC-620, "
TROUBLE DIAGNOSIS - SPECIFICATION VALUE" .
A/F ALPHA-B1 See EC-620, "
TROUBLE DIAGNOSIS - SPECIFICATION VALUE" .
COOLAN TEMP/S

Engine: After warming up More than 70°C (158°F)
HO2S1 (B1)

Engine: After warming upMaintaining engine speed at 2,000
rpm0 - 0.3V ←→ Approx. 0.6 - 1.0V
HO2S2 (B1)

Engine: After warming up

Keeping the engine speed
between 3,500 and 4,000 rpm for
1 minute and at idle for 1 minute
under no loadRevving engine from idle to 3,000
rpm quickly.0 - 0.3V ←→ Approx. 0.6 - 1.0V
HO2S1 MNTR (B1)

Engine: After warming upMaintaining engine speed at 2,000
rpmLEAN ←→ RICH
Changes more than 5 times dur-
ing 10 seconds.
HO2S2 MNTR (B1)

Engine: After warming up

Keeping the engine speed
between 3,500 and 4,000 rpm for
1 minute and at idle for 1 minute
under no loadRevving engine from idle to 3,000
rpm quickly.LEAN ←→ RICH
VEH SPEED SE

Turn drive wheels and compare CONSULT-II value with the speedome-
ter indication.Almost the same speed as the
speedometer indication.
BATTERY VOLT

Ignition switch: ON (Engine stopped) 11 - 14V
ACCEL SEN 1

Ignition switch: ON
(Engine stopped)Accelerator pedal: Fully released 0.5 - 1.0V
Accelerator pedal: Fully depressed 4.0 - 4.7V
ACCEL SEN 2*
1
Ignition switch: ON
(Engine stopped)Accelerator pedal: Fully released 0.3 - 1.2V
Accelerator pedal: Fully depressed 3.9 - 4.8V
THRTL SEN 1
THRTL SEN 2*
1

Ignition switch: ON
(Engine stopped)Accelerator pedal: Fully released More than 0.36V

Shift lever: D (A/T), 1st (M/T) Accelerator pedal: Fully depressed Less than 4.75V
START SIGNAL

Ignition switch: ON → START → ON OFF → ON → OFF
CLSD THL POS

Ignition switch: ONAccelerator pedal: Fully released ON
Accelerator pedal: Slightly
depressedOFF
AIR COND SIG

Engine: After warming up, idle
the engineAir conditioner switch: OFF OFF
Air conditioner switch: ON
(Compressor operates.)ON
P/N POSI SW

Ignition switch: ONShift lever:
P or N (A/T), Neutral (M/T)ON
Shift lever: Except above OFF
PW/ST SIGNAL

Engine: After warming up, idle
the engineSteering wheel is not being turned OFF
Steering wheel is being turned ON

EC-658
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DTC P0122, P0123 TP SENSOR

DTC P0122, P0123 TP SENSORPFP:16119
Component DescriptionEBS010YE
Electric throttle control actuator consists of throttle control motor,
throttle position sensor, etc. The throttle position sensor responds to
the throttle valve movement.
The throttle position sensor has the two sensors. These sensors are
a kind of potentiometers which transform the throttle valve position
into output voltage, and emit the voltage signal to the ECM. In addi-
tion, these sensors detect the opening and closing speed of the
throttle valve and feed the voltage signals to the ECM. The ECM
judges the current opening angle of the throttle valve from these sig-
nals and the ECM controls the throttle control motor to make the
throttle valve opening angle properly in response to driving condi-
tion.
CONSULT-II Reference Value in Data Monitor ModeEBS010YF
Specification data are reference values.
*: Throttle position sensor 2 signal is converted by ECM internally. Thus, it differs from ECM terminal voltage signal.
On Board Diagnosis LogicEBS010YG
These self-diagnoses have the one trip detection logic.
FAIL-SAFE MODE
When the malfunction is detected, the ECM enters fail-safe mode and the MI lights up.
DTC Confirmation ProcedureEBS010YH
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.
TESTING CONDITION:
Before performing the following procedure, confirm that battery voltage is more than 10V at idle.
PBIB0145E
MONITOR ITEM CONDITION SPECIFICATION
THRTL SEN 1
THRTL SEN 2*

Ignition switch: ON
(Engine stopped)Accelerator pedal: Fully released More than 0.36V

Shift lever: D (A/T), 1st (M/T) Accelerator pedal: Fully depressed Less than 4.75V
DTC No. Trouble diagnosis name DTC detecting condition Possible cause
P0122
0122Throttle position sensor 2
circuit low inputAn excessively low voltage from the TP sensor 2
is sent to ECM.

Harness or connectors
(TP sensor 2 circuit is open or
shorted.)
(APP sensor 2 circuit is shorted.)

Electric throttle control actuator
(TP sensor 2)

Accelerator pedal position sensor
(APP sensor 2) P0123
0123Throttle position sensor 2
circuit high inputAn excessively high voltage from the TP sensor 2
is sent to ECM.
Engine operation condition in fail-safe mode
The ECM controls the electric throttle control actuator in regulating the throttle opening in order for the idle position to be within +10
degrees.
The ECM regulates the opening speed of the throttle valve to be slower than the normal condition.
So, the acceleration will be poor.

EC-680
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DTC P0222, P0223 TP SENSOR

DTC P0222, P0223 TP SENSORPFP:16119
Component DescriptionEBS010Z2
Electric throttle control actuator consists of throttle control motor,
throttle position sensor, etc. The throttle position sensor responds to
the throttle valve movement.
The throttle position sensor has the two sensors. These sensors are
a kind of potentiometers which transform the throttle valve position
into output voltage, and emit the voltage signal to the ECM. In addi-
tion, these sensors detect the opening and closing speed of the
throttle valve and feed the voltage signals to the ECM. The ECM
judges the current opening angle of the throttle valve from these sig-
nals and the ECM controls the throttle control motor to make the
throttle valve opening angle properly in response to driving condi-
tion.
CONSULT-II Reference Value in Data Monitor ModeEBS010Z3
Specification data are reference values.
*: Throttle position sensor 2 signal is converted by ECM internally. Thus, it differs from ECM terminal voltage signal.
On Board Diagnosis LogicEBS010Z4
These self-diagnoses have the one trip detection logic.
FAIL-SAFE MODE
When the malfunction is detected, the ECM enters fail-safe mode and the MI lights up.
DTC Confirmation ProcedureEBS010Z5
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.
TESTING CONDITION:
Before performing the following procedure, confirm that battery voltage is more than 10V at idle.
PBIB0145E
MONITOR ITEM CONDITION SPECIFICATION
THRTL SEN 1
THRTL SEN 2*

Ignition switch: ON
(Engine stopped)Accelerator pedal: Fully released More than 0.36V

Shift lever: D (A/T), 1st (M/T) Accelerator pedal: Fully depressed Less than 4.75V
DTC No. Trouble diagnosis name DTC detecting condition Possible cause
P0222
0222Throttle position sensor 1
circuit low inputAn excessively low voltage from the TP sensor 1
is sent to ECM.

Harness or connectors
(TP sensor 1 circuit is open or shorted.)
(APP sensor 2 circuit is shorted.)

Electric throttle control actuator
(TP sensor 1)

Accelerator pedal position sensor
(APP sensor 2) P0223
0223Throttle position sensor 1
circuit high inputAn excessively high voltage from the TP sensor
1 is sent to ECM.
Engine operation condition in fail-safe mode
The ECM controls the electric throttle control actuator in regulating the throttle opening in order for the idle position to be within +10
degrees.
The ECM regulates the opening speed of the throttle valve to be slower than the normal condition.
So, the acceleration will be poor.

EC-692
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DTC P0327, P0328 KS

6. CHECK INTERMITTENT INCIDENT
Refer to EC-624, "
TROUBLE DIAGNOSIS FOR INTERMITTENT INCIDENT" .
>>INSPECTION END
Component InspectionEBS010ZF
KNOCK SENSOR
Check resistance between knock sensor terminal 1 and ground.
NOTE:
It is necessary to use an ohmmeter which can measure more
than 10 MΩ.
CAUTION:
Do not use any knock sensors that have been dropped or phys-
ically damaged. Use only new ones.
Removal and InstallationEBS010ZG
KNOCK SENSOR
Refer to EM-89, "CYLINDER BLOCK" . Resistance: Approximately 530 - 590kΩ [at 20°C (68°F)]
SEF227W