2008 INFINITI FX35 engine

EC-40
< SERVICE INFORMATION >[VQ35DE]
EVAPORATIVE EMISSION SYSTEM
EVAPORATIVE EMISSION SYSTEM
DescriptionINFOID:0000000001325904
SYSTEM DESCRIPTION
The evaporative emission system is used to reduce hydr
ocarbons emitted into the atmosphere from the fuel
system. This reduction of hydrocarbons is accomplis hed by activated charcoals in the EVAP canister.
The fuel vapor in the sealed fuel tank is led into t he EVAP canister which contains activated carbon and the
vapor is stored there when the engine is not oper ating or when refueling to the fuel tank.
The vapor in the EVAP canister is purged by the air through the purge line to the intake manifold when the
engine is operating. EVAP canister purge volume contro l solenoid valve is controlled by ECM. When the
engine operates, the flow rate of vapor controlled by EVAP canister purge volume control solenoid valve is
proportionally regulated as the air flow increases.
EVAP canister purge volume control solenoid valve also shuts off the vapor purge line during decelerating and
idling.
PBIB1631E
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EC-44
< SERVICE INFORMATION >[VQ35DE]
EVAPORATIVE EMISSION SYSTEM
Positive pressure is delivered to the EVAP system through the EVAP
service port. If fuel vapor leak
age in the EVAP system occurs, use a
leak detector to locate the leak.
Removal and InstallationINFOID:0000000001325906
EVAP CANISTER
Tighten EVAP canister as shown in the figure.
EVAP CANISTER VENT CONTROL VALVE
1. Turn EVAP canister vent control valve counterclockwise.
2. Remove the EVAP canister vent control valve.
Always replace O-ring with a new one.
How to Detect Fuel Vapor LeakageINFOID:0000000001325907
CAUTION:
 Never use compressed air or a high pressure pump.
 Do not exceed 4.12 kPa (0.042 kg/cm
2, 0.6 psi) of pressure in EVAP system.
NOTE:
 Do not start engine.
 Improper installation of EVAP service port adapt er to the EVAP service port may cause a leak.
WITH CONSULT-III
1. Attach the EVAP service port adapter securely to the EVAP service port.
2. Also attach the pressure pump and hose to the EVAP service port adapter.
SEF462UA
PBIB1029E
PBIB1030E
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EC-46
< SERVICE INFORMATION >[VQ35DE]
ON BOARD REFUELING VAPOR RECOVERY (ORVR)
ON BOARD REFUELING VA
POR RECOVERY (ORVR)
System DescriptionINFOID:0000000001325908
From the beginning of refueling, the air and vapor insi de the fuel tank go through refueling EVAP vapor cut
valve and EVAP/ORVR line to the EVAP canister. The vapor is absorbed by the EVAP canister and the air is
released to the atmosphere.
When the refueling has reached the full level of the fuel tank, the refueling EVAP vapor cut valve is closed and
refueling is stopped because of auto shut-off. The vapor which was absorbed by the EVAP canister is purged
during driving.
WARNING:
When conducting inspections below, be sure to observe the following:
 Put a “CAUTION: FLAMMABLE” sign in workshop.
 Do not smoke while servicing fuel system. Keep open flames and sparks away from work area.
 Be sure to furnish the workshop with a CO
2 fire extinguisher.
CAUTION:
 Before removing fuel line parts, carry out the following procedures:
- Put drained fuel in an explosion-pr oof container and put lid on securely.
- Release fuel pressure from fuel line. Refer to EC-87, "
Fuel Pressure Check".
- Disconnect negative battery cable.
 Always replace O-ring when the fuel gauge retainer is removed.
 Do not kink or twist hose and tube when they are installed.
 Do not tighten hose and clamps excessively to avoid damaging hoses.
 After installation, run engine an d check for fuel leaks at connection.
 Do not attempt to top off the fuel tank afte r the fuel pump nozzle shuts off automatically.
Continued refueling may cause fu el overflow, resulting in fuel spray and possibly a fire.
Diagnosis ProcedureINFOID:0000000001325909
SYMPTOM: FUEL ODOR FROM EVAP CANISTER IS STRONG.
1.CHECK EVAP CANISTER
1. Remove EVAP canister with EVAP canister vent control valve and EVAP control system pressure sensor
attached.
2. Weigh the EVAP canister with EVAP canister vent control valve and EVAP control system pressure sensor
attached.
The weight should be l ess than 2.1 kg (4.6 lb).
OK or NG
OK >> GO TO 2.
NG >> GO TO 3.
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POSITIVE CRANKCASE VENTILATIONEC-51
< SERVICE INFORMATION > [VQ35DE]
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POSITIVE CRANKCASE VENTILATION
DescriptionINFOID:0000000001325911
SYSTEM DESCRIPTION
This system returns blow-by gas to the intake manifold.
The positive crankcase ventilation (PCV) valve is prov
ided to conduct crankcase blow-by gas to the intake
manifold. During partial throttle operation of the engine, the intake manifold sucks the blow-by gas through the
PCV valve. Normally, the capacity of the valve is su fficient to handle any blow-by and a small amount of venti-
lating air. The ventilating air is then drawn from the air inlet tubes into the crankcase. In this process the air
passes through the hose connecting air inlet tubes to rocker cover. Under full-throttle condition, the manifold
vacuum is insufficient to draw the blow-by flow through the valve. The flow goes through the hose connection
in the reverse direction.
On vehicles with an excessively high blow-by, the valve does not
meetthe requirement. This is because some of the flow will go
through the hoseconnection to the air inlet tubes under all condi-
tions.
Component InspectionINFOID:0000000001325912
PCV (POSITIVE CRANKCASE VENTILATION) VALVE
With engine running at idle, remove PCV valve from rocker cover. A
properly working valve makes a hissing noise as air passes through
it. A strong vacuum should be felt immediately when a finger is
placed over valve inlet.
SEC921C
PBIB1588E
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EC-54
< SERVICE INFORMATION >[VQ35DE]
ON BOARD DIAGNOSTIC (OBD) SYSTEM
ON BOARD DIAGNO
STIC (OBD) SYSTEM
IntroductionINFOID:0000000001325914
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 usi ng procedures listed in the table below.
×: Applicable —: Not applicable
*: When DTC and 1st trip DTC simultaneously appear on the display, they cannot be clearly distinguished from each other.
The malfunction indicator lamp (MIL) 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-95,
"Fail-Safe Chart".)
Two Trip Detection LogicINFOID:0000000001325915
When a malfunction is detected for the 1st time, 1st trip DTC and 1st trip Freeze Frame data are stored in the
ECM memory. The MIL 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 MIL lights up. The MIL lights up at the same time when the DTC is stored. <2nd
trip> The “trip” in the “Two Trip Detection Logic” m eans a driving mode in which self-diagnosis is performed
during vehicle operation. Specific on board diagnostic item s will cause the ECM to light up or blink the MIL,
and store DTC and Freeze Frame data, even in the 1st trip, as shown below.
× : Applicable —: Not applicable
When there is an open circuit on MIL circuit, the ECM c annot warn the driver by lighting up MIL when there is
malfunction on engine control system.
Emission-related diagnostic information Diagnostic service
Diagnostic Trouble Code (DTC) Service $03 of SAE J1979
Freeze Frame data Service $02 of SAE J1979
System Readiness Test (SRT) code Service $01 of SAE J1979
1st Trip Diagnostic Trouble Code (1st Trip DTC) Service $07 of SAE J1979
1st Trip Freeze Frame data
Test values and Test limits Service $06 of SAE J1979
Calibration ID Service $09 of SAE J1979
DTC 1st trip DTC Freeze
Frame data 1st trip Freeze
Frame data SRT code SRT status Test value
CONSULT-III ×× × × × × —
GST ×× × —×××
ECM ××*— — — ×—
Items MIL DTC 1st trip DTC
1st trip 2nd trip 1st trip
displaying 2nd trip
displaying 1st trip
displaying 2nd trip
display- ing
Blinking Lighting
up Blinking Lighting
up
Misfire (Possible three way catalyst
damage) — DTC: P0300 - P0306 is
being detected ×
———— — ×—
Misfire (Possible three way catalyst
damage) — DTC: P0300 - P0306 is
being detected ——
×—— ×——
One trip detection diagnoses (Re-
fer to EC-55, "
Emission-Related Di-
agnostic Information".) —
×—— ×———
Except above — — — ×— ×× —
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ON BOARD DIAGNOSTIC (OBD) SYSTEMEC-55
< SERVICE INFORMATION > [VQ35DE]
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Therefore, when electrical controlled throttle and part
of ECM related diagnoses are continuously detected as
NG for 5 trips, ECM warns the driver that engine c ontrol system malfunctions and MIL circuit is open by means
of operating fail-safe function.
The fail-safe function also operates when above diagnos es except MIL circuit are detected and demands the
driver to repair the malfunction.
Emission-Related Diagnostic InformationINFOID:0000000001325916
EMISSION-RELATED DIAGNOSTIC INFORMATION ITEMS
× : Applicable —: Not applicable
Engine operating condition in fail-safe mode Engine speed will not rise more than 2,500 rpm due to the fuel cut
Items
(CONSULT-III screen terms) DTC*
1
SRT code Trip MIL
Reference
page
CONSULT-III
GST*
2ECM*3
CAN COMM CIRCUIT U1000 1000*5—1×EC-146
CAN COMM CIRCUIT U1001
1001*5—2
(Models with ASCD) —EC-1461 or 2
(Models with
ICC)
CONTROL UNIT(CAN) U1010 1010 — 1 ×EC-148
NO DTC IS DETECTED.
FURTHER TESTING
MAY BE REQUIRED. P0000 0000
——
Flashing*8—
INT/V TIM CONT-B1 P0011 0011 — 2 ×EC-149
INT/V TIM CONT-B2 P0021 0021 — 2 ×EC-149
A/F SEN1 HTR (B1) P0031 0031 — 2 ×EC-153
A/F SEN1 HTR (B1) P0032 0032 — 2 ×EC-153
HO2S2 HTR (B1) P0037 0037 — 2 ×EC-160
HO2S2 HTR (B1) P0038 0038 — 2 ×EC-160
A/F SEN1 HTR (B2) P0051 0051 — 2 ×EC-153
A/F SEN1 HTR (B2) P0052 0052 — 2 ×EC-153
HO2S2 HTR (B2) P0057 0057 — 2 ×EC-160
HO2S2 HTR (B2) P0058 0058 — 2 ×EC-160
INT/V TIM V/CIR-B1 P0075 0075 — 2 ×EC-168
INT/V TIM V/CIR-B2 P0081 0081 — 2 ×EC-168
MAF SEN/CIRCUIT-B1 P0101 0101 — 2 ×EC-175
MAF SEN/CIRCUIT-B1 P0102 0102 — 1 ×EC-182
MAF SEN/CIRCUIT-B1 P0103 0103 — 1 ×EC-182
IAT SEN/CIRCUIT-B1 P0112 0112 — 2 ×EC-189
IAT SEN/CIRCUIT-B1 P0113 0113 — 2 ×EC-189
ECT SEN/CIRC P0117 0117 — 1 ×EC-193
ECT SEN/CIRC P0118 0118 — 1 ×EC-193
TP SEN 2/CIRC-B1 P0122 0122 — 1 ×EC-198
TP SEN 2/CIRC-B1 P0123 0123 — 1 ×EC-198
ECT SENSOR P0125 0125 — 2 ×EC-204
IAT SENSOR-B1 P0127 0127 — 2 ×EC-207
THERMSTAT FNCTN P0128 0128 — 2 ×EC-210
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3A893A873A873A8F3A773A9D3AAF3A8A3A8C3A863A9D3AAF3A8B3A8C

ON BOARD DIAGNOSTIC (OBD) SYSTEMEC-59
< SERVICE INFORMATION > [VQ35DE]
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*5: The trouble shooting for this DTC needs CONSULT-III.
*6: When the fail-safe operations for both self-diagnoses occur, the MIL illuminates.
*7: For models with ICC system.
*8: When the ECM is in the mode of displaying SRT status, MIL ma
y flash. For the details, refer to “How to Display SRT Status”.
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 previous ly, 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 MIL will not
light up (two trip detection logic). If the same malfunc tion 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 t he ECM memory and the MIL lights up. In other words,
the DTC is stored in the ECM memory and the MIL light s 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. Fo r malfunctions that blink or light up the MIL during the
1st trip, the DTC and 1st trip DTC are stored in the ECM memory.
Procedures for clearing the DTC and the 1st trip DT C from the ECM memory are described in “HOW TO
ERASE EMISSION-RELATED DIAGNOSTIC INFORMATION”.
For malfunctions in which 1st trip DTCs are displa yed, refer to “EMISSION-RELATED DIAGNOSTIC INFOR-
MATION ITEMS”. These items are required by legal r egulations to continuously monitor the system/compo-
nent. In addition, the items monitored non-cont inuously are also displayed on CONSULT-III.
1st trip DTC is specified in Service $07 of SAE J1979. 1st trip DTC detection occurs without lighting up the MIL
and therefore does not warn the driver of a malfunction. However, 1st trip DTC detection will not prevent the
vehicle from being tested, for example during Inspection/Maintenance (I/M) tests.
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-89, "
Trouble Diagnosis Introduction". Then per-
form DTC Confirmation Procedure or Overall Function Che ck to try to duplicate the malfunction. If the mal-
function is duplicated, the item requires repair.
How to Read DTC and 1st Trip DTC
DTC and 1st trip DTC can be read by the following methods.
With CONSULT-III
With GST
CONSULT-III or GST (Generic Scan Tool ) Examples: P0340, P0850, P1148, etc.
These DTCs are prescribed by SAE J2012.
(CONSULT-III also displays the malfunctioning component or system.)
No Tools
The number of blinks of the MIL in the Diagnostic Test Mode II (Self-Diagnostic Results) indicates the DTC.
Example: 0340, 0850, 1148, etc.
These DTCs are controlled by NISSAN.
 1st trip DTC No. is the same as DTC No.
 Output of a DTC indicates a malfunc tion. However, GST or the Diagnostic Test Mode II do not indi-
cate whether the malfunction is stil l occurring or has occurred in the past and has returned to nor-
mal. CONSULT-III can identify malfunction status as shown below. Therefore, using CONSULT-III (if
available) is recommended.
DTC or 1st trip DTC of a malfunction is display ed in SELF-DIAGNOSTIC RESULTS mode of CONSULT-III.
Time data indicates how many times the vehicle was driven after the last detection of a DTC.
If the DTC is being detected currently, the time data will be [0].
If a 1st trip DTC is stored in the ECM, the time data will be [1t].
FREEZE FRAME DATA AND 1ST TRIP FREEZE FRAME DATA
The ECM records the driving conditions such as fuel system status, calculated load value, engine coolant tem-
perature, short term fuel trim, long term fuel trim, engi ne speed, vehicle speed, absolute throttle position, base
fuel schedule and intake air temperature at the moment a malfunction is detected.
Data which are stored in the ECM memory, along with the 1st trip DTC, are called 1st trip freeze frame data.
The data, stored together with the DTC data, are ca lled freeze frame data and displayed on CONSULT-III or
GST. The 1st trip freeze frame data can only be displa yed on the CONSULT-III screen, not on the GST. For
details, see EC-117, "
CONSULT-III Function (ENGINE)".
Only one set of freeze frame data (either 1st trip freez e frame data or freeze frame data) can be stored in the
ECM. 1st trip freeze frame data is stored in the ECM me mory along with the 1st trip DTC. There is no priority
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ON BOARD DIAGNOSTIC (OBD) SYSTEMEC-65
< SERVICE INFORMATION > [VQ35DE]
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 Sea level
 Flat road
 Ambient air temperature: 20 - 30
°C (68 - 86 °F)
 Diagnosis is performed as quickly as possible under normal conditions. Under different conditions [For example: ambient air temperature other than 20 - 30 °C (68 - 86 °F)], diagno-
sis may also be performed.
Pattern 1:
 The engine is started at the engine coolant temperature of −10 to 35 °C (14 to 95 °F)
(where the voltage between the ECM terminal 73 and ground is 3.0 - 4.3V).
 The engine must be operated at idle speed until the engine coolant temperature is greater than 70 °C
(158 °F) (where the voltage between the ECM te rminal 73 and ground is lower than 1.4V).
 The engine is started at the fuel tank temperature of warmer than 0 °C (32 °F) (where the voltage
between the ECM terminal 107 and ground is less than 4.1V).
Pattern 2:
 When steady-state driving is performed again even afte r it is interrupted, each diagnosis can be conducted.
In this case, the time required for diagnosis may be extended.
Pattern 3:
 Operate vehicle following the driving pattern shown in the figure.
 replace the accelerator pedal during decelerating vehicle speed from 90km/h(56MPH) to 0km/h(0MPH).
Pattern 4:
 The accelerator pedal must be held very steady during steady- state driving.
 If the accelerator pedal is moved, the test must be conducted all over again.
*1: Depress the accelerator pedal until vehicle speed is 90 km/h (56
MPH), then release the accelerator pedal and keep it released for
more than 10 seconds. Depress the accelerator pedal until vehicle
speed is 90 km/h (56 MPH) again.
*2: Checking the vehicle speed with GST is advised.
Suggested Transmi ssion Gear Position
Set the selector lever in the D position.
TEST VALUE AND TEST LIMIT
The following is the information specified in Service $06 of SAE J1979.
The test value is a parameter used to determine whether a system/circuit diagnostic test is OK or NG while
being monitored by the ECM during self-diagnosis. The test limit is a reference value which is specified as the
maximum or minimum value and is compared with the test value being monitored.
These data (test value and test limit) are specified by On Board Monitor ID(OBDMID), Test ID (TID), Unit and
Scaling ID and can be displayed on the GST screen.
The items of the test value and test limit will be disp layed with GST screen which items are provided by the
ECM. (eg., if the bank 2 is not applied on this v ehicle, only the items of the bank 1 is displayed)
PBIB2244E
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