2006 INFINITI QX56 change time

SQUEAK AND RATTLE TROUBLE DIAGNOSESBL-9
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Revision: November 2009 2006 QX56
TRUNK
Trunk noises are often caused by a loose jack or loose items put into the trunk by the owner.
In addition look for:
1. Trunk lid bumpers out of adjustment
2. Trunk lid striker out of adjustment
3. The trunk lid torsion bars knocking together
4. A loose license plate or bracket
Most of these incidents can be repaired by adjusting, securing or insulating the item(s) or component(s) caus-
ing the noise.
SUNROOF/HEADLINING
Noises in the sunroof/headlining area can often be traced to one of the following:
1. Sunroof lid, rail, linkage or seals making a rattle or light knocking noise
2. Sun visor shaft shaking in the holder
3. Front or rear windshield touching headliner and squeaking
Again, pressing on the components to stop the noise while duplicating the conditions can isolate most of these
incidents. Repairs usually consist of insulating with felt cloth tape.
OVERHEAD CONSOLE (FRONT AND REAR)
Overhead console noises are often caused by the console panel clips not being engaged correctly. Most of
these incidents are repaired by pushing up on the console at the clip locations until the clips engage.
In addition look for:
1. Loose harness or harness connectors.
2. Front console map/reading lamp lense loose.
3. Loose screws at console attachment points.
SEATS
When isolating seat noise it's important to note the position the seat is in and the load placed on the seat when
the noise is present. These conditions should be duplicated when verifying and isolating the cause of the
noise.
Cause of seat noise include:
1. Headrest rods and holder
2. A squeak between the seat pad cushion and frame
3. The rear seatback lock and bracket
These noises can be isolated by moving or pressing on the suspected components while duplicating the con-
ditions under which the noise occurs. Most of these incidents can be repaired by repositioning the component
or applying urethane tape to the contact area.
UNDERHOOD
Some interior noise may be caused by components under the hood or on the engine wall. The noise is then
transmitted into the passenger compartment.
Causes of transmitted underhood noise include:
1. Any component mounted to the engine wall
2. Components that pass through the engine wall
3. Engine wall mounts and connectors
4. Loose radiator mounting pins
5. Hood bumpers out of adjustment
6. Hood striker out of adjustment
These noises can be difficult to isolate since they cannot be reached from the interior of the vehicle. The best
method is to secure, move or insulate one component at a time and test drive the vehicle. Also, engine RPM
or load can be changed to isolate the noise. Repairs can usually be made by moving, adjusting, securing, or
insulating the component causing the noise.

REMOTE KEYLESS ENTRY SYSTEMBL-47
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Revision: November 2009 2006 QX56

The back door control unit operates the back door motor to open the back door. (At this time, speed con-
trol, input reverse, and overload reverse control are executed.)

When the back door is opened to the fully open position, the full-open position is detected with the rotation
sensor, the back door motor is stopped.

The door held by the back door stays at the full open position.
Full open → full closed operation

When a button of the keyfob is operated, the signal is sent from the keyfob and received by the remote
keyless entry receiver.

The received signal is sent to the BCM and compared with the registered ID number.

If the ID number matches, the BCM uses power window serial link communication to send the back door
close request signal to the back door control unit.

When the back door control unit receives the back door close request signal for 0.5 seconds, if the remote
control automatic back door operation enable conditions are met, the warning chime is sounded and the
back door motor begins closing the back door.

The back door control unit operates the magnetic clutch and the back door motor to close the back door.
(At this time, the back door control unit executes speed control, input reverse, and overload reverse con-
trol.)

When the back door comes to the half-latch state, the back door latch detects the half-latch state through
half-latch switch operation. The back door latch latches the back door.
For the automatic back door system operation enable conditions, refer to BL-99, "
AUTOMATIC BACK DOOR
SYSTEM" .
Active Check Function
Operation Description
When a door is locked or unlocked by keyfob operation, the vehicle turn signals flash and the horn sounds to
verify operation.

When a button on the keyfob is operated, the signal is sent from the remote controller and received by the
keyless remote entry receiver.

The received signal is sent to the BCM and compared with the registered ID number.

If the ID number matches, the BCM sends the turn signal flashing and horn signal to the IPDM E/R.

The IPDM E/R flashes the turn signal lamps and sounds the horn for each keyfob operation.
Operating function of hazard and horn reminder
Hazard and Horn Reminder
BCM output to IPDM E/R for horn reminder signal as DATA LINE (CAN-H and CAN-L).
The hazard and horn reminder has C mode (horn chirp mode) and S mode (non-horn chirp mode).
How to change hazard and horn reminder mode With CONSULT-II
Hazard and horn reminder can be changed using “WORK SUPPORT” mode in “MULTI ANSWER BACK SET".
Without CONSULT-II
Refer to Owner's Manual for instructions.
Interior Lamp Operation
When the following input signals are both supplied:

all door switches are in the OFF position. (when all the doors are closed);

interior lamp switch is in DOOR position.
Remote keyless entry system turns on interior lamp and ignition keyhole illumination (for 30 seconds) with
input of UNLOCK signal from keyfob.
For detailed description, refer to LT- 1 3 6 , "
ROOM LAMP TIMER OPERATION" .
C mode S mode
Keyfob operation LockUnlock LockUnlock
Hazard warning lamp
flash Twice
OnceTwice —
Horn sound Once———

REMOTE KEYLESS ENTRY SYSTEMBL-57
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Revision: November 2009 2006 QX56
Active Test
Work Support
CDL UNLOCK SWIndicates [ON/OFF] condition of unlock signal from lock/unlock switch.
CDL LOCK SW Indicates [ON/OFF] condition of lock signal from lock/unlock switch.
DOOR SW-RL Indicates [ON/OFF] condition of rear door switch LH.
DOOR SW-RR Indicates [ON/OFF] condition of rear door switch RH.
RKE LCK-UNLCK Indicates [ON/OFF] condition of lock/unlock signal at the same time from keyfob.
RKE KEEP UNLK Indicates [ON/OFF] condition of unlock signal from keyfob.
TRNK OPN MNTR Indicates [ON/OFF] condition of glass open switch.
Monitored Item
Description
Test ItemDescription
FLASHER This test is able to check right and left hazard reminder operation. The right hazard lamp turns on
when “RH” on CONSULT-II screen is touched and the left hazard lamp turns on when "LH" on CON-
SULT-II screen is touched.
POWER WINDOW DOWN This test is able to check power window down operation. The windows are lowered when “ON ” on
CONSULT-II screen is touched.
HORN This test is able to check panic alarm and horn reminder operations. The alarm activate for 0.5 sec-
onds after “ ON” on CONSULT-II screen is touched.
DOOR LOCK This test is able to check door lock operation. The doors lock and unlock based on the item on CON-
SULT-II screen touched.
TRUNK/BACK DOOR This test is able to check back door actuator operation. The back door is opened when “OPEN ” on
CONSULT-II screen is touched.
PSB/PBD OPEN TEST This test is able to check power back door operation. The power back door is fully opened when
“
OPEN ” on the CONSULT-II screen is touched if the door operation enable conditions are met.
Test Item Description
REMO CONT ID REGIST Keyfob ID code can be registered.
REMO CONT ID ERASUR Keyfob ID code can be erased.
REMO CONT ID CONFIR It can be checked whether keyfob ID code is registered or not in this mode.
HORN CHIRP SET Horn chirp function mode can be changed in this mode. The function mode will be changed when
"CHANG SETT" on CONSULT-II screen is touched.
HAZARD LAMP SET Hazard lamp function mode can be changed in this mode. The function mode will be changed when
"CHANG SETT" on CONSULT-II screen is touched.
MULTI ANSWER BACK SET Hazard and horn reminder mode can be changed in this mode. The reminder mode will be changed
when
“CHANG SETT ” on CONSULT-II screen is touched.
AUTO LOCK SET Auto locking function mode can be changed in this mode. The function mode will be changed when
"CHANG SETT" on CONSULT-II screen is touched.
PANIC ALRM SET Panic alarm operation mode can be changed in this mode. The operation mode will be changed
when "CHANG SETT" on CONSULT-II screen is touched.
TRUNK OPEN SET Back door opener operation mode can be changed in this mode. The operation mode will be
changed when "CHANG SETT" on CONSULT-II screen is touched.
PW DOWN SET Keyless power window down (open) operation mode can be changed in this mode. The operation
mode will be changed when "CHANG SETT" on CONSULT-II screen is touched.

BL-104
AUTOMATIC BACK DOOR SYSTEM
Revision: November 20092006 QX56
Warning Chime Active Conditions
The warning chime uses two types of audio warnings, a friendly chime and a warning chime. The friendly
chime consists of dings lasting 0.66 seconds each immediately followed by the next ding. The warning chime
consists of beeps lasting 0.33 seconds with a pause of 0.33 seconds between each beep.
Reverse Conditions
Operation statusOperation or conditions Warning chime pattern
When auto operation starts Power liftgate switch operation
Friendly chime
2 seconds, 3 dings
Remote keyless entry operation
Back door handle switch operation
Back door close switch operation
When reverse operation starts When reverse request is detected from
power liftgate switch, remote keyless
entry or back door close switch
Friendly chime
1.3 seconds, 2 dings
When obstacle is detected Warning chime
2 seconds, 3 beeps
Operating at low voltage While opening or closing Warning chime
2 seconds, 3 beeps
A/T selector lever not in P position Back door close operation
Friendly chime
Continuously dings
Back door open operation Warning chime
Continuously beeps
(until close operation is started)
Type Overload reverse
Operation covered Both directions
Detection method Operation speed and motor current change direction
Pinch strips during back door close operation
Non-reversed area

For about 0.5 seconds immediately after drive motor operation
starts

Between full open and approx. 7 ° from full open

Closure operation area (half switch - close switch)
Number of times reverse allowed One reversal is allowed (if a second obstacle is detected during a
power open or close operation, the door reverts to manual
mode).

BRAKE BOOSTERBR-17
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Revision: November 2009 2006 QX56
BRAKE BOOSTERPFP:47200
On-Vehicle ServiceEFS004WC
OPERATING CHECK
With engine stopped, change the vacuum to the atmospheric pres-
sure by depressing brake pedal several times. Then with brake
pedal fully depressed, start engine and when the vacuum pressure
reaches the standard, make sure the clearance between brake pedal
and floor panel decreases.
CAUTION:
Depressing pedal interval is approximately 5 seconds.
AIRTIGHT CHECK

Run engine at idle for approximately 1 minute, and stop it after
applying vacuum to booster. Depress brake pedal normally to
change the vacuum to the atmospheric pressure. Make sure dis-
tance between brake pedal and floor panel gradually increases.

Depress brake pedal while engine is running and stop engine
with pedal depressed. The pedal stroke should not change after
holding pedal down for 30 seconds.
CAUTION:
Depressing pedal interval is approximately 5 seconds.
BRA0037D
SBR365AA

DI-24
COMBINATION METERS
Revision: November 20092006 QX56
Fuel Gauge Fluctuates, Indicates Wrong Value, or VariesEKS00BCA
1. CHECK FUEL GAUGE FLUCTUATION
Test drive vehicle to see if gauge fluctuates only during driving or just before or just after stopping.
Does the indication value vary only during driving or just before or just after stopping?
YES >> The fluctuation may be caused by fuel level change in the fuel tank. Condition is normal.
NO >> Ask the customer about the situation when the symptom occurs in detail, Refer to DI-22, "
Fuel
Level Sensor Unit Inspection" .
Fuel Gauge Does Not Move to Full-positionEKS00BCB
1. CHECK POINTER MOVEMENT TO FULL-POSITION
Does it take a long time for the pointer to move to full-position?
YES or NO
YES >> GO TO 2.
NO >> GO TO 3.
2. CHECK IGNITION SWITCH POSITION
Was the vehicle fueled with the ignition switch ON?
YES or NO
YES >> Be sure to fuel the vehicle with the ignition switch OFF. Otherwise, it will take a long time for the pointer to move to full-position because of the characteristic of the fuel gauge.
NO >> GO TO 3.
3. OBSERVE VEHICLE POSITION
Is the vehicle parked on an incline?
YES or NO
YES >> Check the fuel level indication with vehicle on a level surface.
NO >> GO TO 4.
4. CHECK POINTER MOVEMENT TO EMPTY-POSITION
During driving, does the fuel gauge move gradually toward empty-position?
YES or NO
YES >> Check the fuel level sensor unit. Refer to DI-25, "FUEL LEVEL SENSOR UNIT CHECK" .
NO >> Check fuel level sensor unit installation, and determine whether the float arm interferes or binds with any of the internal components in the fuel tank.

EC-24Revision: November 2009
ENGINE CONTROL SYSTEM
2006 QX56
Multiport Fuel Injection (MFI) SystemUBS00KZ7
INPUT/OUTPUT SIGNAL CHART
*1: This sensor is not used to control the engine system. This is used only for the on board diagnosis.
*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 ECMECM functionActuator
Crankshaft position sensor (POS) Engine speed*
3
Piston position
Fuel injection
& mixture ratio
controlFuel injector
Camshaft position sensor (PHASE)
Mass air flow sensor
Amount of intake air
Engine coolant temperature sensor Engine coolant temperature
Air fuel ratio (A/F) 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 sensorPower steering operation
Heated oxygen sensor 2 Density of oxygen in exhaust gas*
1
ABS actuator and electric unit (control unit)VDC/TCS operation command*2
Air conditioner switch
Air conditioner operation*2
Wheel sensorVehicle speed*2

ENGINE CONTROL SYSTEMEC-25
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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 air
fuel ratio (A/F) 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 air
fuel ratio (A/F) sensor 1, refer to EC-213, "
DTC P0130, P0150 A/F SENSOR 1" . 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 air fuel ratio (A/F) 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 A/F sensor 1 or its circuit

Insufficient activation of A/F sensor 1 at low engine coolant temperature

High engine coolant temperature

During warm-up

After shifting from N to D

When starting the engine
MIXTURE RATIO SELF-LEARNING CONTROL
The mixture ratio feedback control system monitors the mixture ratio signal transmitted from A/F sensor 1.
This feedback signal is then sent to the ECM. The ECM controls the basic mixture ratio as close to the theoret-
ical mixture ratio as possible. However, the basic mixture ratio is not necessarily controlled as originally
designed. Both manufacturing differences (i.e., mass air flow sensor hot wire) and characteristic changes dur-
ing 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 A/F sensor 1 indicates whether the mixture ratio is RICH or LEAN compared to the the-
oretical 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.
PBIB3020E