2008 INFINITI QX56 width

QUICK REFERENCE CHART: QX56
2008
Brake SpecificationsINFOID:0000000006237755
Unit: mm (in)
Brake PedalINFOID:0000000006237756
Unit: mm (in)
CAUTION:
When equipped with adjustable pedal, the pedal must be in the forward most position (closest to the floor) for pedal height
adjustment. Front brake Brake model AD41VA
Rotor outer diameter × thickness 350 x 30 (13.78 x 1.181)
Pad Length × width × thickness 151.6 x 56.5 x 12.0 (5.97 x 2.22 x 0.476)
Cylinder bore diameter 50.8 (2.00)
Rear brake Brake model AD14VE Rotor outer diameter × thickness 320 x 14 (12.60 x 0.551)
Pad Length × width × thickness 83.0 x 33.0 x 12.0 (3.268 x 1.299 x 0.472)
Cylinder bore diameter 48 (1.89)
Control valve Valve model Electric brake force distribution
Brake booster Booster model C215T
Diaphragm diameter 215 (8.46)
Pedal free height (H) with pedal in forward most position 182.3 - 192.3 (7.18 - 7.57)
Pedal travel (T) 153.3 (6.04)
Stop lamp switch and ASCD cancel switch threaded end to brake pedal bracket gap 0.74 - 1.96 (0.029 - 0.077)
ALFIA0149ZZ

AV
DVD PLAYERAV-149
< ECU DIAGNOSIS > [AUDIO SYSTEM]
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DVD PLAYER
Reference ValueINFOID:0000000001696147
PHYSICAL VALUES
AWNIA1876ZZ
Te r m i n a l
(Wire color) Description
ConditionReference value
(Approx.)
+ – Signal nameInput/
Output
1
(W) 2
(B) DVD audio signal LH Output Ignition
switch ON With operation of the DVD
player
3—Shield —— — —
5
(B) Ground Ground
—Ignition
switch ON —0
V
6
(BR) Ground Illumination control (pulse
width modulated) — — With lighting switch ON
—
7
(W/L) Ground Can communication Input/
Output Ignition
switch ON ——
9
(SB) Ground
Video monitor power sup-
ply OutputIgnition
switch
ON With DVD player operation
Battery voltage
10
(G/Y) Ground Switch power
OutputIgnition
switch ON With DVD player operation
5V
12
(B/W) Ground VTR (+)
OutputIgnition
switch ON With DVD player operation
—
13
(L) Ground VTR (-)
OutputIgnition
switch
ON With DVD player operation
—
14
(B/W) Ground Display ground
—Ignition
switch ON With DVD player operation
0V
16
(Y) — Data receive
Input —— —
SKIB3609E
Revision: March 2010 2008 QX56

SERVICE DATA AND SPECIFICATIONS (SDS)BR-45
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SERVICE DATA AND SPECIFICATIONS (SDS)
SERVICE DATA AND SPECIFICATIONS (SDS)
General SpecificationINFOID:0000000004894499
Unit: mm (in)
Brake PedalINFOID:0000000004894500
Unit: mm (in)
CAUTION:
When equipped with adjustable pedal, the pedal must be in the forward most position (closest to the floor) for pedal height
adjustment. Front brake Brake model
AD41VA
Rotor outer diameter × thickness 350 x 30 (13.78 x 1.181)
Pad Length × width × thickness 151.6 x 56.5 x 12.0 (5.97 x 2.22 x 0.476)
Cylinder bore diameter 50.8 (2.00)
Rear brake Brake model AD14VE
Rotor outer diameter × thickness 320 x 14 (12.60 x 0.551)
Pad Length × width × thickness 83.0 x 33.0 x 12.0 (3.268 x 1.299 x 0.472)
Cylinder bore diameter 48 (1.89)
Control valve Valve model Electric brake force distribution
Brake booster Booster model C215T
Diaphragm diameter 215 (8.46)
Recommended brake fluid Refer to MA-12, "
Fluids and Lubricants".
Pedal free height (H) with pedal in forward most position 182.3 - 192.3 (7.18 - 7.57)
Pedal travel (T) 153.3 (6.04)
Stop lamp switch and ASCD cancel switch threaded end to brake pedal bracket gap 0.74 - 1.96 (0.029 - 0.077)
ALFIA0149ZZ
Revision: March 2010 2008 QX56

CHG
POWER GENERATION VOLTAGE VARIABLE CONTROL SYSTEM
CHG-9
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POWER GENERATION VOLTAG
E VARIABLE CONTROL SYSTEM
System DiagramINFOID:0000000001696181
System DescriptionINFOID:0000000001696182
Power generation variable voltage control system has been adopted. By varying the voltage to the generator,
engine load due to power generation of the generator is reduced and fuel consumption is decreased.
NOTE:
When any malfunction is detected in the power generat ion variable voltage control system, power generation
is performed according to the characterist ic of the IC regulator in the generator.
Component DescriptionINFOID:0000000001696183
ALMIA0057GB
Component part Description
Battery current sensor The battery current sensor is installed on the battery cable at the
negative terminal. The battery current sensor detects the charg-
ing/discharging current of the battery and sends a voltage signal
to the ECM according to the current value detected.
ECM The battery current sensor detects the charging/discharging cur-
rent of the battery. The ECM judges the battery condition based on
this signal.
The ECM judges whether to request more output via the power
generation voltage variable control according to the battery condi-
tion.
When performing the power generation voltage variable control,
the ECM calculates the target power generation voltage according
to the battery condition and sends the calculated value as the pow-
er generation command value to the IPDM E/R.
IPDM E/R The IPDM E/R converts the received power generation command
value into a pulse width modulated (PWM) command signal and
sends it to the IC regulator.
Generator (IC regulator) The IC regulator controls the power generation voltage by the tar-
get power generation voltage based on the received PWM com-
mand signal.
When there is no PWM command signal, the generator performs
the normal power generation according to the characteristic of the
IC regulator.
Revision: March 2010
2008 QX56

MULTIPORT FUEL INJECTION SYSTEMEC-29
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MIXTURE RATIO FEEDBACK CONTROL (CLOSED LOOP CONTROL)
The mixture ratio feedback system prov
ides the best air-fuel mixture ratio for driveability and emission control.
The three way catalyst (manifold) can then better r educe 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-141
. 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 th ree 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 mi xture 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 co mpared 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 compensati on 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 ca rried 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
Revision: March 2010 2008 QX56

EC-30
< FUNCTION DIAGNOSIS >[VK56DE]
MULTIPORT FUEL INJECTION SYSTEM
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 eight cylinders twice each engine cycle. In other words, pulse signals of
the same width are simultaneously transmitted from the ECM.
The eight fuel 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, operation of the engine at excessively high speeds or oper-
ation of the vehicle at excessively high speed.
PBIB0122E
Revision: March 2010 2008 QX56

ELECTRIC IGNITION SYSTEMEC-31
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ELECTRIC IGNITION SYSTEM
System DescriptionINFOID:0000000001351228
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
Firing order: 1 - 8 - 7 - 3 - 6 - 5 - 4 -2
The ignition timing is controlled by the ECM to maintain the best air-fuel ratio for every running condition of the
engine. The ignition timing data is stored in the ECM.
The ECM receives information such as the injection
pulse width and camshaft position sensor signal. Comput-
ing this information, ignition signals are transmitted to the power transistor.
During the following conditions, the ignition timing is revi sed by the ECM according to the other data stored in
the ECM.
• At starting
• During warm-up
•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.
SensorInput signal to ECMECM functionActuator
Crankshaft position sensor (POS) Engine speed*
2
Piston position
Ignition timing
controlPower 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
TCM Gear position
Battery Battery voltage*
2
Wheel sensor
Vehicle speed*1
Revision: March 2010 2008 QX56

ON BOARD DIAGNOSTIC (OBD) SYSTEMEC-67
< FUNCTION DIAGNOSIS > [VK56DE]
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*: The item is the same as that of 1st trip freeze frame data.
DATA MONITOR MODE
Monitored Item
×
: Applicable
INT/A TEMP SE
[° C] or [ °F] • The intake air temperature at the moment a malfunction is detected is displayed.
INT MANI PRES [kPa] These items are displayed but are not applicable to this model.
FTFMCH1 Freeze frame data
item* Description
Monitored item
[Unit] ECM IN-
PUT SIG- NALS MAIN
SIGNALS Description
Remarks
ENG SPEED [rpm] ×ו Indicates the engine speed computed
from the signal of the crankshaft position
sensor (POS) and camshaft position
sensor (PHASE). • Accuracy becomes poor if engine
speed drops below the idle rpm.
• If the signal is interrupted while the en- gine is running, an abnormal value may
be indicated.
MAS A/F SE-B1 [V] ×ו The signal voltage of the mass air flow
sensor is displayed. • When the engine is stopped, a certain
value is indicated.
• When engine is running specification
range is indicated in “SPEC”.
B/FUEL SCHDL
[msec] ו Base fuel schedule indicates the fuel in-
jection pulse width programmed into
ECM, prior to any learned on board cor-
rection. • When engine is running specification
range is indicated in “SPEC”.
A/F ALPHA-B1 [%] ×
• The mean value of the air-fuel ratio feed-back correction factor per cycle is indi-
cated. • When the engine is stopped, a certain
value is indicated.
• When engine is running specification
range is indicated in “SPEC”.
• This data also includes the data for the air-fuel ratio learning control.
A/F ALPHA-B2 [%]
×
COOLAN TEMP/S
[ ° C] or [ °F] ×× • The engine coolant temperature (deter-
mined by the signal voltage of the engine
coolant temperature sensor) is dis-
played. • When the engine coolant temperature
sensor is open or short-circuited, ECM
enters fail-safe mode. The engine cool-
ant temperature determined by the
ECM is displayed.
A/F SEN1 (B1) [V] ××
• The A/F signal computed from the input
signal of the A/F sensor 1 is displayed.
A/F SEN1 (B2) [V] ×
HO2S2 (B1) [V] ×
• The signal voltage of the heated oxygen
sensor 2 is displayed.
HO2S2 (B2) [V] ×
HO2S2 MNTR (B1)
[RICH/LEAN] ו Display of heated oxygen sensor 2 sig-
nal:
RICH: means the amount of oxygen after
three way catalyst is relatively small.
LEAN: means the amount of oxygen af-
ter three way catalyst is relatively large. • When the engine is stopped, a certain
value is indicated.
HO2S2 MNTR (B2)
[RICH/LEAN] ×
VHCL SPEED SE
[km/h] or [mph] ×ו The vehicle speed computed from the
vehicle speed signal sent from combina-
tion meter is displayed.
BATTERY VOLT [V] ×ו The power supply voltage of ECM is dis-
played.
ACCEL SEN 1 [V] ××
• The accelerator pedal position sensor
signal voltage is displayed. • ACCEL SEN 2 signal is converted by
ECM
in

ternally. Thus, it differs from
ECM terminal voltage signal.
ACCEL SEN 2 [V]
×
Revision: March 2010 2008 QX56