Nissan Rogue. Instruction — part 442
EC-36
< SYSTEM DESCRIPTION >
[QR25DE]
SYSTEM
P0171
P0172
Fuel injection system
×
—
—
—
P0197
P0198
Engine oil temperature sensor
—
—
—
Exhaust valve timing control does not function.
P0300
P0301
P0302
P0303
P0304
Misfire
×
—
—
—
P0500
Vehicle speed sensor
×
—
—
—
P050A
Cold start control
—
—
—
—
P0524
Engine oil pressure
—
—
—
• ECM illuminates oil pressure warning lamp on the combina-
tion meter.
• Engine speed will not rise more than 4,000rpm due to the
fuel cut.
• Fail-safe is canceled when ignition switch OFF
→ ON.
P052A
P052B
Intake valve timing intermedi-
ate lock control
—
—
×
—
P0603
ECM
—
—
—
—
—
×
—
ASCD operation may be deactivated.
P0604
ECM
×
—
×
ASCD operation may be deactivated.
P0605
P060B
ECM
—
—
—
—
×
—
×
ASCD operation may be deactivated.
P0606
ECM
—
—
—
ASCD operation may be deactivated.
×
—
×
ASCD operation may be deactivated.
P0607
ECM
—
—
—
—
—
×
—
—
P060A
ECM
×
—
×
—
×
×
×
ASCD operation may be deactivated.
P0643
ECM
×
—
×
—
P1078
Exhaust valve timing control
position sensor circuit
×
—
×
—
P1568
Signal invalid
—
—
—
Active trace control does not function.
P1805
Brake switch
—
—
—
ECM controls the electric throttle control actuator by regulat-
ing the throttle opening to a small range.
Therefore, acceleration will be poor.
Vehicle condition
Driving condition
When engine is idling
Normal
When accelerating
Poor acceleration
P2004
Intake manifold runner control
valve
—
×
×
—
P2100
P2103
Throttle control motor relay
—
—
—
ECM stops the electric throttle control actuator control, throttle
valve is maintained at a fixed opening (approx. 5 degrees) by
the return spring.
P2101
Electric throttle control func-
tion
—
—
—
ECM stops the electric throttle control actuator control, throttle
valve is maintained at a fixed opening (approx. 5 degrees) by
the return spring.
DTC
No.
Detected items
Vehicle behavior
Pattern
Others
A
B
C
SYSTEM
EC-37
< SYSTEM DESCRIPTION >
[QR25DE]
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MULTIPORT FUEL INJECTION SYSTEM
MULTIPORT FUEL INJECTION SYSTEM : System Description (with automatic air
conditioner)
INFOID:0000000011277854
SYSTEM DIAGRAM
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 the crankshaft position sensor (POS), camshaft position
sensor (PHASE) 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.
<Fuel increase>
• During warm-up
P2118
Throttle control motor
—
—
—
ECM stops the electric throttle control actuator control, throttle
valve is maintained at a fixed opening (approx. 5 degrees) by
the return spring.
P2119
Electric throttle control actua-
tor
—
×
—
—
P2122
P2123
P2127
P2128
P2138
Accelerator pedal position
sensor
—
—
—
The ECM controls the electric throttle control actuator in reg-
ulating the throttle opening in order for the idle position to be
within +10 degrees.
The ECM regulates the opening speed of the throttle valve to
be slower than the normal condition.
So, the acceleration will be poor.
DTC
No.
Detected items
Vehicle behavior
Pattern
Others
A
B
C
JPBIA5978GB
EC-38
< SYSTEM DESCRIPTION >
[QR25DE]
SYSTEM
• When starting the engine
• During acceleration
• Hot-engine operation
• When selector lever is changed from N to D
• High-load, high-speed operation
<Fuel decrease>
• During deceleration
• During high engine speed operation
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 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 A/F sensor 1, refer to
EC-24, "Air Fuel Ratio (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 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., fuel 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.
PBIB2793E
SYSTEM
EC-39
< SYSTEM DESCRIPTION >
[QR25DE]
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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 four cylinders twice each engine cycle. In other words, pulse signals
of the same width are simultaneously transmitted from the ECM.
The four 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 speeds.
MULTIPORT FUEL INJECTION SYSTEM : System Description (with instruction air con-
ditioner)
INFOID:0000000011277855
SYSTEM DIAGRAM
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
SEF337W
JPBIA6221GB
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