2010 INFINITI QX56 change time

BACK DOOR OPENER FUNCTIONDLK-31
< FUNCTION DIAGNOSIS > [WITH INTELLIGENT KEY SYSTEM]
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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 imm
ediately followed by the next ding. The warning chime
consists of beeps lasting 0.33 seconds wit h 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).
Revision: April 20092010 QX56

DLK-52
< FUNCTION DIAGNOSIS >[WITH INTELLIGENT KEY SYSTEM]
DIAGNOSIS SYSTEM (BCM)
DIAGNOSIS SYSTEM (BCM)
COMMON ITEM
COMMON ITEM : CONSULT-III Fu
nction (BCM - COMMON ITEM)INFOID:0000000005380573
APPLICATION ITEM
CONSULT-III performs the following functions via CAN communication with BCM.
SYSTEM APPLICATION
BCM can perform the following functions for each system.
NOTE:
It can perform the diagnosis modes except the following for all sub system selection items.
DOOR LOCK
Diagnosis mode Function Description
WORK SUPPORT Changes the setting for each system function.
SELF-DIAG RESULTS Displays the diagnosis results judged by BCM. Refer to BCS-54, "
DTCIndex".
CAN DIAG SUPPORT MNTR Monitors the reception status of CAN communication viewed from BCM.
DATA MONITOR The BCM input/output signals are displayed.
ACTIVE TEST The signals used to activate each device are forcibly supplied from BCM.
ECU IDENTIFICATION The BCM part number is displayed.
CONFIGURATION • Enables to read and save the vehicle specification.
• Enables to write the vehicle specification when replacing BCM.
System
Sub system selection item Diagnosis mode
WORK SUPPORT DATA MONITOR ACTIVE TEST
BCM BCM ×
Door lock DOOR LOCK ×××
Rear window defogger REAR DEFOGGER ×
Warning chime BUZZER ××
Interior room lamp timer INT LAMP ×××
Remote keyless entry system MULTI REMOTE ENT ××
Exterior lamp HEAD LAMP ×××
Wiper and washer WIPER ×××
Turn signal and hazard warning lamps FLASHER ××
Air conditioner AIR CONDITONER ×
Intelligent Key system INTELLIGENT KEY ×
Combination switch COMB SW ×
Immobilizer IMMU ××
Interior room lamp battery saver BATTERY SAVER ×××
Back door open TRUNK ××
RAP (retained accessory power) RETAINED PWR ×××
Signal buffer system SIGNAL BUFFER ××
TPMS (tire pressure monitoring sys-
tem) AIR PRESSURE MONITOR
×××
Vehicle security system THEFT ALM ×××
Panic alarm system PANIC ALARM ×
Revision: April 20092010 QX56

DLK-226
< SYMPTOM DIAGNOSIS >[WITH INTELLIGENT KEY SYSTEM]
SQUEAK AND RATTLE TROUBLE DIAGNOSES
Most of these incidents can be repaired by adjusting, se
curing or insulating the item(s) or component(s) caus-
ing the noise.
SUNROOF/HEADLINING
Noises in the sunroof/headlining area c an often be traced to one of the following:
1. Sunroof lid, rail, linkage or seals making a rattle or light knocking noise
2. Sunvisor shaft shaking in the holder
3. Front or rear windshield touching headlining 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.
SEATS
When isolating seat noise it's important to note the pos ition 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 thes e 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.
Revision: April 20092010 QX56

DIAGNOSIS SYSTEM (TRANSFER CONTROL UNIT)DLN-21
< FUNCTION DIAGNOSIS > [ATX14B]
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WORK SUPPORT
When there is no malfunction with transfer and 4WD sys tem, the following symptoms in AUTO mode may be
claimed by a customer: vibration when accelerating on a low µ road (snow-covered or icy road) or a slight
shock is felt at a few hertz as if it were being pushed lightly from behind.
It is possible to deal with these symptoms by changing the CLUTCH FORCE RELEASE LIMIT VALUE. How-
ever, be careful when changing the value because it may adversely affect driving performance.
Operation Procedure
1. Connect CONSULT-III.
2. Touch WORK SUPPORT.
3. Select from CLUTCH/F RLS LIM ADJ, screen of data monitor mode is displayed.
Clutch Force Release Limit Adjustment
1. Initial CLUTCH FORCE RELEASE LIMIT value 0.3 kgm appears under CONDITION SETTING on CON-
SULT-III display.
2. Touch 1.2 on the display.
3. Display changes to NOW ADJUSTING in a short time.
4. When clutch force release limit value is set to 1.2 kgm, current value 0.3 kgm shown on display will be replaced by 1.2 kgm and ADJUSTME NT COMPLETE will appear at the same time. Clutch force release
limit value setting is now complete.
ATP IND [On/Off] ––×Control status of ATP warning lamp is dis-
played.
SHIFT POS SW1 [On/Off] ×–×Actuator position switch 1 (Low) signal status
is displayed.
SHIFT POS SW2 [On/Off] ×–×Actuator position switch 2 (high) signal status
is displayed.
SHIFT ACT1 [On/Off] –×× Output condition to actuator motor (clockwise)
SHIFT AC MON1 [On/Off] ×–×Check signal for transfer control unit signal
output
SHIFT ACT2 [On/Off] –×× Output condition to actuator motor (counter-
clockwise)
SHIFT AC MON2 [On/Off] ×–×Check signal for transfer control unit signal
output
T/F F SPEED [km/h] or [mph] ×–×Displayed, but do not use.
A/T R SPEED [km/h] or [mph] ×–×Output shaft revolution signal (output speed
sensor) calculated by TCM.
Signal input with CAN communication line.
AT GEAR POSI [1/2/3/4/5] ×–×A/T actual gear position is displayed.
Monitored item (Unit)
Monitor item selection
Remarks
ECU INPUT
SIGNALS MAIN
SIGNALS SELEC-
TION FROM
MENU
1.2 kg-m : Tight corner braking symptom is alleviated. However, vibration may occur when acceler-
ating on a low µ road (icy road, etc.).
0.3 kg-m : Initial set value.
0.2 kg-m : Do not set to th is value because the tight
corner braking symptom will get worse.
Revision: April 20092010 QX56

DLN-102
< SYMPTOM DIAGNOSIS >[ATX14B]
4WD SYSTEM SYMPTOMS
SYMPTOM DIAGNOSIS
4WD SYSTEM SYMPTOMS
Symptom TableINFOID:0000000005148856
If 4WD warning lamp turns ON, perform self-diagnosis. Refer to DLN-18, "CONSULT-III Function (ALL MODE AWD/4WD)".
NOTE:
• Light tight-corner braking symptom may occur depending on driving conditions in AUTO mode. This is not a
malfunction.
• Heavy tight-corner braking symptom occurs when vehicle is driven in the following conditions: 4WD shift
switch is 4H or 4LO, steering wheel is turned fully to either side.
Symptom ConditionReference page
4WD shift indicator lamp and 4LO indicator lamp do not turn ON
(4WD shift indicator lamp and 4LO indicator lamp check) Ignition switch: ON
DLN-103
4WD warning lamp does not turn ON
(4WD warning lamp check) Ignition switch: ON
DLN-105
4WD shift indicator lamp or 4LO indicator lamp does not change Engine runningDLN-107
ATP warning lamp does not turn ON Engine runningDLN-109
4WD shift indicator lamp keeps flashing Engine runningDLN-111
4WD warning lamp flashes rapidly (2 times/second) While drivingDLN-112
4WD warning lamp flashes slowly
(1 time/2 seconds) While driving
DLN-113
Heavy tight-corner braking symptom occurs
(See NOTE.) • While driving
•AUTO mode
• Steering wheel is turned fully
to either side DLN-114
ATP switch does not operate
Engine runningDLN-116
4WD system does not operate While drivingDLN-118
Revision: April 20092010 QX56

EC-28
< FUNCTION DIAGNOSIS >[VK56DE]
MULTIPORT FUEL INJECTION SYSTEM
MULTIPORT FUEL INJECTION SYSTEM
System DescriptionINFOID:0000000005149064
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). T he 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 I NCREASE/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
TCM Gear position
Knock sensor Engine knocking condition
Battery Battery voltage*
3
Power steering pressure sensorPower steering operation
Heated oxygen sensor 2*
1Density of oxygen in exhaust gas
ABS actuator and electric unit (control unit) VDC/TCS operation command*
2
Air conditioner switchAir conditioner operation*2
Wheel sensorVehicle speed*2
Revision: April 20092010 QX56

MULTIPORT FUEL INJECTION SYSTEMEC-29
< FUNCTION DIAGNOSIS > [VK56DE]
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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-137
. 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: April 20092010 QX56

AUTOMATIC SPEED CONTROL DEVICE (ASCD)EC-33
< FUNCTION DIAGNOSIS > [VK56DE]
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AUTOMATIC SPEED CONTROL DEVICE (ASCD)
System DescriptionINFOID:0000000005149068
INPUT/OUTPUT SIGNAL CHART
*: This signal is sent to the ECM through CAN communication line
BASIC ASCD SYSTEM
Refer to Owner's Manual for ASCD operating instructions.
Automatic Speed Control Device (ASCD) allows a driver to keep vehicle at predetermined constant speed
without depressing accelerator pedal. Driver can set
vehicle speed in advance between approximately 40 km/
h (25 MPH) and 144 km/h (89 MPH).
ECM controls throttle angle of electric thro ttle control actuator to regulate engine speed.
Operation status of ASCD is indicated by CRUISE i ndicator and SET indicator in combination meter. If any
malfunction occurs in ASCD system, it automatically deactivates control.
NOTE:
Always drive vehicle in safe manner according to traffic conditions and obey all traffic laws.
SET OPERATION
Press MAIN switch. (The CRUISE indicato r in combination meter illuminates.)
When vehicle speed reaches a desired speed between approximately 40 km/h (25 MPH) and 144 km/h (89
MPH), press SET/COAST switch. (Then SET indicator in combination meter illuminates.)
ACCELERATE OPERATION
If the RESUME/ACCELERATE switch is pressed during cr uise control driving, increase the vehicle speed until
the switch is released or vehicle speed reac hes maximum speed controlled by the system.
And then ASCD will keep the new set speed.
CANCEL OPERATION
When any of following conditions exis t, cruise operation will be canceled.
• CANCEL switch is pressed
• More than 2 switches at ASCD steer ing switch are pressed at the same time (Set speed will be cleared)
• Brake pedal is depressed
• Selector lever is changed to N, P, R position
• Vehicle speed decreased to 13 km/h (8 MPH) lower than the set speed
• VDC system is operated
When the ECM detects any of the following conditions, the ECM will cancel the cruise operation and inform
the driver by blinking indicator lamp.
• Engine coolant temperature is slightly higher than the normal operating temperature, CRUISE indicator may
blink slowly.
When the engine coolant temperature decreases to the normal operating temperature, CRUISE indicator will
stop blinking and the cruise operation will be able to work by pressing SET/COAST switch or RESUME/
ACCELERATE switch.
• Malfunction for some self-diagnoses regarding ASCD control: SET indicator will blink quickly.
If MAIN switch is turned to OFF during ASCD is activated, all of ASCD operations will be canceled and vehicle
speed memory will be erased.
COAST OPERATION
When the SET/COAST switch is pressed during cruise control driving, decrease vehicle set speed until the
switch is released. And then ASCD will keep the new set speed.
RESUME OPERATION
Sensor Input signal to ECM ECM functionActuator
ASCD brake switch Brake pedal operation
ASCD vehicle speed controlElectric throttle control
actuator
Stop lamp switch
Brake pedal operation
ASCD steering switch ASCD steering switch operation
Wheel sensor Vehicle speed*
TCM Gear position
Powertrain revolution*
Revision: April 20092010 QX56