2007 INFINITI FX35 ESP

ACS-6
[ICC]
DESCRIPTION
Revision: 2006 July 2007 FX35/FX45
DESCRIPTIONPFP:00000
OutlineNKS003EJ
The Intelligent Cruise Control (ICC) system automatically maintains a selected distance from the vehicle
ahead according to that vehicle's speed, or at the set speed, if the road ahead is clear.
The ICC function has two cruise control modes and brake assist (with preview function).
VEHICLE-TO-VEHICLE DISTANCE CONTROL MODE
With vehicle-to-vehicle distance control mode, the driver can maintain the same speed as other vehicles with-
out the constant need to adjust the set speed as the driver would with a normal cruise control system.
The system is intended to enhance the operation of the vehicle when following the vehicle traveling in the
same lane and direction.
If the distance sensor detects a slower moving vehicle ahead, the system will reduce speed so that the vehicle
ahead can be followed at the selected distance.
The system automatically controls the throttle and applies the brakes (up to 25% of vehicle braking power) if
necessary.
The detection range of the sensor is approximately 120 m (390 ft) ahead.
Refer to Owner's Manual for Intelligent Cruise Control System operating instructions.
CONVENTIONAL (FIXED SPEED) CRUISE CONTROL MODE
Conventional (fixed speed) cruise control mode is cruising at preset speeds.
Refer to Owner's Manual for Intelligent Cruise Control System operating instructions.
BRAKE ASSIST (WITH PREVIEW FUNCTION)
When the force applied to brake pedal exceeds a certain level, the Brake Assist is activated and generates a
greater braking force than that of a conventional brake booster even with light pedal force.
When the Preview Function identifies the need to apply the sudden brake by sensing the vehicle ahead in the
same lane and the distance and relative speed from it, it applies the brake pre-pressure before driver depress
the brake pedal and improves brake response by reducing its free play.
Refer to Owner's Manual for BRAKE ASSIST (WITH PREVIEW FUNCTION) operating instructions.

PRECAUTIONS AT-9
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Revision: 2006 July 2007 FX35/FX45
Service Notice or PrecautionsNCS001AQ
ATF COOLER SERVICE
If ATF contains frictional material (clutches, bands, etc.), or if an A/T is repaired, overhauled, or replaced,
inspect and clean the A/T fluid cooler mounted in the radiator or replace the radiator. Flush cooler lines using
cleaning solvent and compressed air after repair. For A/T fluid cooler cleaning procedure, refer to AT- 1 5 , "
A/T
Fluid Cooler Cleaning" . For radiator replacement, refer to CO-14, "RADIATOR" (for VQ35DE), CO-41, "RADI-
AT O R" (for VK45DE).
OBD-II SELF-DIAGNOSIS

A/T self-diagnosis is performed by the TCM in combination with the ECM. The results can be read through
the blinking pattern of the A/T CHECK indicator or the malfunction indicator lamp (MIL). Refer to the table
on AT- 9 2 , "
SELF-DIAGNOSTIC RESULT MODE" for the indicator used to display each self-diagnostic
result.

The self-diagnostic results indicated by the MIL are automatically stored in both the ECM and TCM mem-
ories.
Always perform the procedure on AT- 4 1 , "
HOW TO ERASE DTC" to complete the repair and avoid
unnecessary blinking of the MIL.
For details of OBD-II, refer to EC-53, "
ON BOARD DIAGNOSTIC (OBD) SYSTEM" (for VQ35DE) or EC-715,
"ON BOARD DIAGNOSTIC (OBD) SYSTEM" (for VK45DE).

Certain systems and components, especially those related to OBD, may use the new style slide-
locking type harness connector. For description and how to disconnect, refer to PG-71, "
HAR-
NESS CONNECTOR" .

AT-32
A/T CONTROL SYSTEM
Revision: 2006 July 2007 FX35/FX45
TCM FunctionNCS001AZ
The function of the TCM is to:

Receive input signals sent from various switches and sensors.

Determine required line pressure, shifting point, lock-up operation, and engine brake operation.

Send required output signals to the respective solenoids.
CONTROL SYSTEM OUTLINE
The automatic transmission senses vehicle operating conditions through various sensors or signals. It always
controls the optimum shift position and reduces shifting and lock-up shocks.
CONTROL SYSTEM DIAGRAM
SENSORS (or SIGNALS)

TCM

ACTUATORS
PNP switch
Accelerator pedal position signal
Closed throttle position signal
Wide open throttle position signal
Engine speed signal
A/T fluid temperature sensor
Revolution sensor
Vehicle speed signal
Manual mode switch signal
Stop lamp switch signal
Turbine revolution sensor
ATF pressure switch Shift control
Line pressure control
Lock-up control
Engine brake control
Timing control
Fail-safe control
Self-diagnosis
CONSULT-II communication line
Duet-EA control
CAN system Input clutch solenoid valve
Direct clutch solenoid valve
Front brake solenoid valve
High and low reverse clutch
solenoid valve
Low coast brake solenoid valve
Torque converter clutch solenoid
valve
Line pressure solenoid valve
A/T CHECK indicator lamp
Starter relay
Back-up lamp relay
SCIA5325E

A/T CONTROL SYSTEM AT-35
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Revision: 2006 July 2007 FX35/FX45
During Shift Change
The necessary and adequate line pressure for shift change is set.
For this reason, line pressure pattern setting corresponds to input
torque and gearshift selection. Also, line pressure characteristic is
set according to engine speed, during engine brake operation.
At Low Fluid Temperature
When the A/T fluid temperature drops below the prescribed tempera-
ture, in order to speed up the action of each friction element, the line
pressure is set higher than the normal line pressure characteristic.
Shift ControlNCS001B3
The clutch pressure control solenoid is controlled by the signals from the switches and sensors. Thus, the
clutch pressure is adjusted to be appropriate to the engine load state and vehicle driving state. It becomes
possible to finely control the clutch hydraulic pressure with high precision and a smoother shift change charac-
teristic is attained.
SHIFT CHANGE
The clutch is controlled with the optimum timing and oil pressure by the engine speed, engine torque informa-
tion, etc.
PCIA0010E
PCIA0011E
PCIA0012E

AT-40
ON BOARD DIAGNOSTIC (OBD) SYSTEM
Revision: 2006 July 2007 FX35/FX45
ON BOARD DIAGNOSTIC (OBD) SYSTEMPFP:00028
IntroductionNCS001B7
The A/T system has two self-diagnostic systems.
The first is the emission-related on board diagnostic system (OBD-II) performed by the TCM in combination
with the ECM. The malfunction is indicated by the MIL (malfunction indicator lamp) and is stored as a DTC in
the ECM memory but not the TCM memory.
The second is the TCM original self-diagnosis indicated by the A/T CHECK indicator lamp. The malfunction is
stored in the TCM memory. The detected items are overlapped with OBD-II self-diagnostic items. For detail,
refer to AT- 9 2 , "
Display Items List" .
OBD-II Function for A/T SystemNCS001B8
The ECM provides emission-related on board diagnostic (OBD-II) functions for the A/T system. One function
is to receive a signal from the TCM used with OBD-related parts of the A/T system. The signal is sent to the
ECM when a malfunction occurs in the corresponding OBD-related part. The other function is to indicate a
diagnostic result by means of the MIL (malfunction indicator lamp) on the instrument panel. Sensors, switches
and solenoid valves are used as sensing elements.
The MIL automatically illuminates in “One or Two Trip Detection Logic” when a malfunction is sensed in rela-
tion to A/T system parts.
One or Two Trip Detection Logic of OBD-IINCS001B9
ONE TRIP DETECTION LOGIC
If a malfunction is sensed during the first test drive, the MIL will illuminate and the malfunction will be stored in
the ECM memory as a DTC. The TCM is not provided with such a memory function.
TWO TRIP DETECTION LOGIC
When a malfunction is sensed during the first test drive, it is stored in the ECM memory as a 1st trip DTC
(diagnostic trouble code) or 1st trip freeze frame data. At this point, the MIL will not illuminate. — 1st trip
If the same malfunction as that experienced during the first test drive is sensed during the second test drive,
the MIL will illuminate. — 2nd trip
The “Trip” in the “One or Two Trip Detection Logic” means a driving mode in which self-diagnosis is performed
during vehicle operation.
OBD-II Diagnostic Trouble Code (DTC)NCS001BA
HOW TO READ DTC AND 1ST TRIP DTC
DTC and 1st trip DTC can be read by the following methods.
( with CONSULT-II or GST) CONSULT-II or GST (Generic Scan Tool) Examples: P0705, P0720 etc.
These DTC are prescribed by SAE J2012.
(CONSULT-II also displays the malfunctioning component or system.)

1st trip DTC No. is the same as DTC No.

Output of the diagnostic trouble code indicates that the indicated circuit has a malfunction. How-
ever, in case of the Mode II and GST, they do not indicate whether the malfunction is still occurring
or occurred in the past and returned to normal.
CONSULT-II can identify them as shown below, therefore, CONSULT-II (if available) is recom-
mended.
A sample of CONSULT-II display for DTC and 1st trip DTC is shown
on the next page. DTC or 1st trip DTC of a malfunction is displayed
in SELF-DIAGNOSTIC RESULTS mode for “ENGINE” with CON-
SULT-II. Time data indicates how many times the vehicle was driven
after the last detection of a DTC.
BCIA0030E

TROUBLE DIAGNOSIS AT-45
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A/T Interlock

If there is an A/T interlock judgment malfunction, the A/T is fixed in 2nd gear to make driving possible.
NOTE:
When the vehicle is driven fixed in 2nd gear, a turbine revolution sensor malfunction is displayed,
but this is not a turbine revolution sensor malfunction.

When the coupling pattern below is detected, the fail-safe action corresponding to the pattern is per-
formed.
A/T INTERLOCK COUPLING PATTERN TABLE

: NG X: OK
A/T 1st Engine Braking
When there is an A/T first gear engine brake judgment malfunction, the low coast brake solenoid is switched
OFF to avoid the engine brake operation.
Line Pressure Solenoid
The solenoid is switched OFF and the line pressure is set to the maximum hydraulic pressure to make driving
possible.
Torque Converter Clutch Solenoid
The solenoid is switched OFF to release the lock-up.
Low Coast Brake Solenoid
When a malfunction (electrical or functional) occurs, in order to make driving possible, if the solenoid is ON,
the transmission is held in 2nd gear; if the solenoid is OFF, the A/T is held in 4th gear. (Engine brake is not
applied in 1st and 2nd gear.)
Input Clutch Solenoid
If a malfunction (electrical or functional) occurs with the solenoid either ON or OFF, the A/T is held in 4th gear
to make driving possible.
Direct Clutch Solenoid
If a malfunction (electrical or functional) occurs with the solenoid either ON or OFF, the A/T is held in 4th gear
to make driving possible.
Front Brake Solenoid
If a malfunction (electrical or functional) occurs with the solenoid ON, in order to make driving possible, the A/
T is held in 5th gear; if the solenoid is OFF, 4th gear.
High and Low Reverse Clutch Solenoid
If a malfunction (electrical or functional) occurs with the solenoid either ON or OFF, the A/T is held in 4th gear
to make driving possible.
Turbine Revolution Sensor 1 or 2
The control is the same as if there were no turbine revolution sensors, 5th gear and manual mode are prohib-
ited.
Gear position ATF pressure switch output
Fail-safe function Clutch pressure output pattern after fail-safe func-
tion
SW3 (I/C) SW6
(HLR/
C) SW5
(D/C) SW1
(FR/B) SW2
(LC/B) I/C HLR/C D/C FR/B LC/B L/U
A/T inter-
lock cou-
pling pattern 3rd – X X –

Held in
2nd gear OFF OFF ON OFF OFF OFF
4th – X X –
Held in
2nd gear OFF OFF ON OFF OFF OFF
5th X X – X
Held in
2nd gear OFF OFF ON OFF OFF OFF

AT-46
TROUBLE DIAGNOSIS
Revision: 2006 July 2007 FX35/FX45
How to Perform Trouble Diagnosis for Quick and Accurate RepairNCS001BE
INTRODUCTION
The TCM receives a signal from the vehicle speed sensor, accelerator pedal position sensor (throttle position
sensor) or PNP switch and provides shift control or lock-up control via A/T solenoid valves.
The TCM also communicates with the ECM by means of a signal
sent from sensing elements used with the OBD-related parts of the
A/T system for malfunction-diagnostic purposes. The TCM is capa-
ble of diagnosing malfunctioning parts while the ECM can store mal-
functions in its memory.
Input and output signals must always be correct and stable in the
operation of the A/T system. The A/T system must be in good oper-
ating condition and be free of valve seizure, solenoid valve malfunc-
tion, etc.
It is much more difficult to diagnose a error that occurs intermittently
rather than continuously. Most intermittent errors are caused by poor
electric connections or improper wiring. In this case, careful check-
ing of suspected circuits may help prevent the replacement of good
parts.
A visual check only may not find the cause of the errors. A road test
with CONSULT-II (or GST) or a circuit tester connected should be
performed. Follow the AT- 4 6 , "
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 errors, especially
intermittent ones. Find out what symptoms are present and under
what conditions they occur. A “DIAGNOSTIC WORKSHEET” as
shown on the example (Refer to AT- 4 8
) should be used.
Start your diagnosis by looking for “conventional” errors first. This will
help troubleshoot driveability errors on an electronically controlled
engine vehicle.
Also check related Service bulletins.
WORK FLOW
A good understanding of the malfunction conditions can make troubleshooting faster and more accurate.
In general, each customer feels differently about a malfunction. It is important to fully understand the symp-
toms or conditions for a customer complaint.
Make good use of the two sheets provided, “Information From Customer” (Refer to AT- 4 7
) and “DIAGNOSTIC
WORKSHEET” (Refer to AT- 4 8
), to perform the best troubleshooting possible.
SAT631IB
SAT632I
SEF234G

TROUBLE DIAGNOSIS AT-61
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Revision: 2006 July 2007 FX35/FX45
2. CHECK SHIFT-UP D1 → D2
Press the accelerator pedal down all the way and check whether or not the A/T shifts up (D1 → D2) at the cor-
rect speed. Refer to AT- 6 2 , "
Vehicle Speed at Which Gear Shifting Occurs" .
With CONSULT-II
Read the gear position, throttle position and vehicle speed. Refer to AT- 9 5 , "
DATA MONITOR MODE" .
Does the A/T shift-up D1
→ D2 at the correct speed?
YES >> GO TO 3.
NO >> Enter a check mark at AT- 2 0 4 , "
A/T Does Not Shift: D1 → D2" on the AT- 4 7 , "DIAGNOSTIC
WORKSHEET" , then continue the road test.
3. CHECK SHIFT-UP D2 → D3
Press the accelerator pedal down all the way and check whether or not the A/T shifts up (D2 → D3) at the cor-
rect speed. Refer to AT- 6 2 , "
Vehicle Speed at Which Gear Shifting Occurs" .
With CONSULT-II
Read the gear position, throttle position and vehicle speed. Refer to AT- 9 5 , "
DATA MONITOR MODE" .
Does the A/T shift-up D2
→ D3 at the correct speed?
YES >> GO TO 4.
NO >> Enter a check mark at AT- 2 0 6 , "
A/T Does Not Shift: D2 → D3" on the AT- 4 7 , "DIAGNOSTIC
WORKSHEET" , then continue the road test.
4. CHECK SHIFT-UP D3 → D4 AND ENGINE BRAKE
When the A/T changes speed D3 → D4, return the accelerator pedal.
With CONSULT-II
Read the gear position. Refer to AT- 9 5 , "
DATA MONITOR MODE" .
Does the A/T shift-up D3
→ D4 and apply the engine brake?
YES >> 1. Stop the vehicle. 2. Go to AT- 6 1 , "
Cruise Test - Part 3" .
NO >> Enter a check mark at AT- 2 0 8 , "
A/T Does Not Shift: D3 → D4" on the AT- 4 7 , "DIAGNOSTIC
WORKSHEET" , then continue the road test. Go to AT- 6 1 , "Cruise Test - Part 3" .
Cruise Test - Part 3NCS001BM
1. MANUAL MODE FUNCTION
Move to manual mode from “D” position.
Does it switch to manual mode?
YES >> GO TO 2.
NO >> Continue road test and add check mark to AT- 2 1 9 , "
Cannot Be Changed to Manual Mode" on the
AT- 4 7 , "
DIAGNOSTIC WORKSHEET" .
2. CHECK SHIFT-DOWN
During manual mode driving, is downshift from M5 → M4 → M3 → M2 → M1 performed?
With CONSULT-II
Read the gear position. Refer to AT- 9 5 , "
DATA MONITOR MODE" .
Is downshifting correctly performed?
YES >> GO TO 3.
NO >> Enter a check mark at “A/T Does Not Shift” at the corresponding position (5th → 4th, 4th → 3rd,
3rd → 2nd, 2nd → 1st) on the AT- 4 7 , "
DIAGNOSTIC WORKSHEET" , then continue the road test.