Nissan Murano Z50 (2003 year). Manual — part 81
INDEX FOR DTC
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*1: 1st trip DTC No. is the same as DTC No.
*2: These numbers are prescribed by SAE J2012.
*3: In Diagnostic Test Mode II (Self-diagnostic results), these numbers are controlled by NISSAN.
*4: When engine is running.
*5: The troubleshooting for these DTCs need CONSULT-II.
*6: When the fail-safe operations for both self-diagnoses occur, the MIL illuminates.
*7: CONSULT-II screen terms are shown differently depending on the version of CONSULT-II card.
NOTE:
Regarding Z50 models, "B1" indicates bank 1, "B2" indicates bank 2.
P1444
1444
PURG VOLUME CONT/V
2
×
P1446
1446
VENT CONTROL VALVE
2
×
P1564
1564
ASCD SW
1
—
P1572
1572
ASCD BRAKE SW
1
—
P1574
1574
ASCD VHL SPD SEN
1
—
P1610 - P1615
1610 - 1615
NATS MALFUNCTION
2
—
P1700
1700
CVT C/U FUNCT
1
—
P1706
1706
P-N POS SW/CIRCUIT
2
×
P1715
1715
IN PULY SPEED
2
—
P1720
1720
V/SP SEN (A/T OUT)
2
—
P1740
1740
LU-SLCT SOL/CIRC
(—)*
7
2
×
P1777
1777
STEP MOTR CIRC
1
×
P1778
1778
STEP MOTR FNC
2
×
P1800
1800
VIAS S/V CIRC
2
—
P1805
1805
BRAKE SW/CIRCUIT
2
—
P2122
2122
APP SEN 1/CIRC
1
×
P2123
2123
APP SEN 1/CIRC
1
×
P2127
2127
APP SEN 2/CIRC
1
×
P2128
2128
APP SEN 2/CIRC
1
×
P2135
2135
TP SENSOR
1
×
P2138
2138
APP SENSOR
1
×
DTC*
1
Items
(CONSULT-II screen terms)
Trip
MIL lighting
up
Reference page
CONSULT-II
GST*
2
ECM*
3
EC-16
PRECAUTIONS
Revision; 2004 April
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PRECAUTIONS
PFP:00001
Precautions for Supplemental Restraint System (SRS) “AIR BAG” and “SEAT
BELT PRE-TENSIONER”
ABS008FT
The Supplemental Restraint System such as “AIR BAG” and “SEAT BELT PRE-TENSIONER”, used along
with a front seat belt, helps to reduce the risk or severity of injury to the driver and front passenger for certain
types of collision. This system includes seat belt switch inputs and dual stage front air bag modules. The SRS
system uses the seat belt switches to determine the front air bag deployment, and may only deploy one front
air bag, depending on the severity of a collision and whether the front occupants are belted or unbelted.
Information necessary to service the system safely is included in the SRS and SB section of this Service Man-
ual.
WARNING:
●
To avoid rendering the SRS inoperative, which could increase the risk of personal injury or death
in the event of a collision which would result in air bag inflation, all maintenance must be per-
formed by an authorized NISSAN/INFINITI dealer.
●
Improper maintenance, including incorrect removal and installation of the SRS, can lead to per-
sonal injury caused by unintentional activation of the system. For removal of Spiral Cable and Air
Bag Module, see the SRS section.
●
Do not use electrical test equipment on any circuit related to the SRS unless instructed to in this
Service Manual. SRS wiring harnesses can be identified by yellow and/or orange harnesses or
harness connectors.
On Board Diagnostic (OBD) System of Engine and CVT
ABS004A3
The ECM has an on board diagnostic system. It will light up the malfunction indicator lamp (MIL) to warn the
driver of a malfunction causing emission deterioration.
CAUTION:
●
Be sure to turn the ignition switch OFF and disconnect the negative battery cable before any
repair or inspection work. The open/short circuit of related switches, sensors, solenoid valves,
etc. will cause the MIL to light up.
●
Be sure to connect and lock the connectors securely after work. A loose (unlocked) connector will
cause the MIL to light up due to the open circuit. (Be sure the connector is free from water, grease,
dirt, bent terminals, etc.)
●
Certain systems and components, especially those related to OBD, may use a new style slide-
locking type harness connector. For description and how to disconnect, refer to
●
Be sure to route and secure the harnesses properly after work. The interference of the harness
with a bracket, etc. may cause the MIL to light up due to the short circuit.
●
Be sure to connect rubber tubes properly after work. A misconnected or disconnected rubber tube
may cause the MIL to light up due to the malfunction of the EVAP system or fuel injection system,
etc.
●
Be sure to erase the unnecessary malfunction information (repairs completed) from the ECM and
TCM (Transmission control module) before returning the vehicle to the customer.
Precaution
ABS004A4
●
Always use a 12 volt battery as power source.
●
Do not attempt to disconnect battery cables while engine is
running.
●
Before connecting or disconnecting the ECM harness con-
nector, turn ignition switch OFF and disconnect battery
ground cable. Failure to do so may damage the ECM
because battery voltage is applied to ECM even if ignition
switch is turned OFF.
●
Before removing parts, turn ignition switch OFF and then
disconnect battery ground cable.
SEF289H
PRECAUTIONS
EC-17
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Do not disassemble ECM.
●
If a battery cable is disconnected, the memory will return to
the ECM value.
The ECM will now start to self-control at its initial value.
Engine operation can vary slightly when the terminal is dis-
connected. However, this is not an indication of a malfunc-
tion. Do not replace parts because of a slight variation.
●
When connecting ECM harness connector, fasten it
securely with levers as far as they will go as shown at right.
●
When connecting or disconnecting pin connectors into or
from ECM, take care not to damage pin terminals (bend or
break).
Make sure that there are not any bends or breaks on ECM
pin terminal, when connecting pin connectors.
●
Securely connect ECM harness connectors.
A poor connection can cause an extremely high (surge)
voltage to develop in coil and condenser, thus resulting in
damage to ICs.
●
Keep engine control system harness at least 10 cm (4 in)
away from adjacent harness, to prevent engine control sys-
tem malfunctions due to receiving external noise, degraded
operation of ICs, etc.
●
Keep engine control system parts and harness dry.
●
Before replacing ECM, perform “ECM Terminals and Refer-
ence Value” inspection and make sure ECM functions prop-
erly. Refer to
●
Handle mass air flow sensor carefully to avoid damage.
●
Do not disassemble mass air flow sensor.
●
Do not clean mass air flow sensor with any type of deter-
gent.
●
Do not disassemble electric throttle control actuator.
●
Even a slight leak in the air intake system can cause seri-
ous incidents.
●
Do not shock or jar the camshaft position sensor (PHASE),
crankshaft position sensor (POS).
PBIB1164E
PBIB1512E
PBIB0090E
MEF040D
EC-18
PRECAUTIONS
Revision; 2004 April
2003 Murano
●
After performing each TROUBLE DIAGNOSIS, perform
“DTC Confirmation Procedure” or “Overall Function
Check”.
The DTC should not be displayed in the “DTC Confirmation
Procedure” if the repair is completed. The “Overall Func-
tion Check” should be a good result if the repair is com-
pleted.
●
When measuring ECM signals with a circuit tester, never
allow the two tester probes to contact.
Accidental contact of probes will cause a short circuit and
damage the ECM power transistor.
●
Do not use ECM ground terminals when measuring input/
output voltage. Doing so may result in damage to the ECM's
transistor. Use a ground other than ECM terminals, such as
the ground.
●
Regarding model Z50, “B1” indicates the bank 1, “B2” indi-
cates the bank 2 as shown in the figure.
SEF217U
SEF348N
SEC893C
PRECAUTIONS
EC-19
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Do not operate fuel pump when there is no fuel in lines.
●
Tighten fuel hose clamps to the specified torque.
●
Do not depress accelerator pedal when starting.
●
Immediately after starting, do not rev up engine unneces-
sarily.
●
Do not rev up engine just prior to shutdown.
●
When installing C.B. ham radio or a mobile phone, be sure
to observe the following as it may adversely affect elec-
tronic control systems depending on installation location.
–
Keep the antenna as far as possible from the electronic
control units.
–
Keep the antenna feeder line more than 20 cm (8 in) away
from the harness of electronic controls.
Do not let them run parallel for a long distance.
–
Adjust the antenna and feeder line so that the standing-
wave radio can be kept smaller.
–
Be sure to ground the radio to vehicle body.
Wiring Diagrams and Trouble Diagnosis
ABS004A5
When you read wiring diagrams, refer to the following:
●
GI-14, "How to Read Wiring Diagrams"
●
PG-3, "POWER SUPPLY ROUTING CIRCUIT"
for power distribution circuit
When you perform trouble diagnosis, refer to the following:
●
GI-10, "HOW TO FOLLOW TEST GROUPS IN TROUBLE DIAGNOSES"
●
GI-26, "How to Perform Efficient Diagnosis for an Electrical Incident"
PBIB1356E
SEF709Y
SEF708Y
EC-20
PREPARATION
Revision; 2004 April
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PREPARATION
PFP:00002
Special Service Tools
ABS004A6
The actual shapes of Kent-Moore tools may differ from those of special service tools illustrated here.
Tool number
(Kent-Moore No.)
Tool name
Description
KV10117100
(J36471-A)
Heated oxygen
sensor wrench
Loosening or tightening heated oxygen sensors
with 22 mm (0.87 in) hexagon nut
KV10114400
(J-38365)
Heated oxygen
sensor wrench
Loosening or tightening heated oxygen sensors
a: 22 mm (0.87 in)
(J44321)
Fuel pressure gauge
kit
Checking fuel pressure
KV109E0010
(J-46209)
Break-out box
Measuring the ECM signals with a circuit tester
KV109E0080
(J-45819)
Y-cable adapter
Measuring the ECM signals with a circuit tester
EG17650301
(J-33984-A)
Radiator cap tester
adapter
Adapting radiator cap tester to radiator cap and
radiator filler neck
a: 28 (1.10) dia.
b: 31.4 (1.236) dia.
c: 41.3 (1.626) dia.
Unit: mm (in)
S-NT379
S-NT636
LEC642
S-NT825
S-NT826
S-NT564
PREPARATION
EC-21
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Commercial Service Tools
ABS004A7
Tool name
(Kent-Moore No.)
Description
Leak detector
i.e.: (J41416)
Locating the EVAP leak
EVAP service port
adapter
i.e.: (J41413-OBD)
Applying positive pressure through EVAP service
port
Fuel filler cap adapter
i.e.: (MLR-8382)
Checking fuel tank vacuum relief valve opening
pressure
Socket wrench
Removing and installing engine coolant
temperature sensor
Oxygen sensor thread
cleaner
i.e.: (J-43897-18)
(J-43897-12)
Reconditioning the exhaust system threads
before installing a new oxygen sensor. Use with
anti-seize lubricant shown below.
a: 18 mm diameter with pitch 1.5 mm for
Zirconia Oxygen Sensor
b: 12 mm diameter with pitch 1.25 mm for
Titania Oxygen Sensor
Anti-seize lubricant
i.e.: (Permatex
TM
133AR or equivalent
meeting MIL
specification MIL-A-
907)
Lubricating oxygen sensor thread cleaning tool
when reconditioning exhaust system threads.
S-NT703
S-NT704
S-NT815
S-NT705
AEM488
S-NT779
EC-22
ENGINE CONTROL SYSTEM
Revision; 2004 April
2003 Murano
ENGINE CONTROL SYSTEM
PFP:23710
System Diagram
ABS004A8
PBIB1868E
ENGINE CONTROL SYSTEM
EC-23
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Vacuum Hose Drawing
ABS004A9
for Vacuum Control System.
PBIB1297E
EC-24
ENGINE CONTROL SYSTEM
Revision; 2004 April
2003 Murano
System Chart
ABS004AA
*1: These sensors are not used to control the engine system. They are used only for the on board diagnosis.
*2: This sensor is not used to control the engine system under normal conditions.
*3: These input signals are sent to the ECM through CAN communication line.
*4: These output signals are sent from the ECM through CAN communication line.
Input (Sensor)
ECM Function
Output (Actuator)
●
Camshaft position sensor (PHASE)
●
Crankshaft position sensor (POS)
●
Mass air flow sensor
●
Engine coolant temperature sensor
●
Heated oxygen sensor 1
●
Throttle position sensor
●
Accelerator pedal position sensor
●
Park/neutral position (PNP) switch
●
Intake air temperature sensor
●
Power steering pressure sensor
●
Ignition switch
●
Battery voltage
●
Knock sensor
●
Refrigerant pressure sensor
●
Stop lamp switch
●
ASCD steering switch
●
ASCD brake switch
●
Fuel level sensor*
1
*
3
●
EVAP control system pressure sensor
●
Fuel tank temperature sensor*
1
●
Heated oxygen sensor 2 *
2
●
TCM (Transmission control module) *
3
●
Air conditioner switch*
3
●
Wheel sensor*
3
●
Primary speed sensor*
3
●
Secondary speed sensor*
3
●
Electrical load signal*
3
●
VDC/TCS/ABS control unit (models with VDC)
●
ABS actuator and electric unit (control unit)
(models without VDC)
Fuel injection & mixture ratio control
Fuel injectors
Electronic ignition system
Power transistor
Nissan torque demand control system
●
Electric throttle control actuator
●
Fuel injector
Fuel pump control
Fuel pump relay*
4
ASCD vehicle speed control
Electric throttle control actuator
On board diagnostic system
MIL (On the instrument panel)*
4
Power valve control
VIAS control solenoid valve
Engine mount control
Electronic controlled engine mount
Heated oxygen sensor 1 heater control
Heated oxygen sensor 1 heater
Heated oxygen sensor 2 heater control
Heated oxygen sensor 2 heater
EVAP canister purge flow control
EVAP canister purge volume control
solenoid valve
Air conditioning cut control
Air conditioner relay*
4
Cooling fan control
Cooling fan relays*
4
ON BOARD DIAGNOSIS for EVAP system
EVAP canister vent control valve
ENGINE CONTROL SYSTEM
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Multiport Fuel Injection (MFI) System
ABS004AB
INPUT/OUTPUT SIGNAL CHART
*1: Under normal conditions, this sensor is not for engine control operation.
*2: These signals are 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). 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 both the crankshaft position sensor 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
●
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
Sensor
Input Signal to ECM
ECM function
Actuator
Crankshaft position sensor (POS)
Engine speed*
3
Piston position
Fuel injection
& mixture ratio
control
Fuel injectors
Camshaft position sensor (PHASE)
Mass air flow sensor
Amount of intake air
Engine coolant temperature sensor
Engine coolant temperature
Heated oxygen sensor 1
Density of oxygen in exhaust gas
Throttle position sensor
Throttle position
Accelerator pedal position sensor
Accelerator pedal position
Park/neutral position (PNP) switch
Gear position
Knock sensor
Engine knocking condition
Battery
Battery voltage*
3
Power steering pressure sensor
Power steering operation
Heated oxygen sensor 2 *
1
Density of oxygen in exhaust gas
Air conditioner switch*
2
Air conditioner operation
Wheel sensor*
2
Vehicle speed
EC-26
ENGINE CONTROL SYSTEM
Revision; 2004 April
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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
heated oxygen sensor 1 in the exhaust manifold to monitor if the engine operation is rich or lean. The ECM
adjusts the injection pulse width according to the sensor voltage signal. For more information about heated
oxygen sensor 1, refer to
. 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 heated oxygen 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 heated oxygen sensor 1 or its circuit
●
Insufficient activation of heated oxygen 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 heated oxygen
sensor 1. This feedback signal is then sent to the ECM. The ECM controls the basic mixture ratio as close to
the theoretical mixture ratio as possible. However, the basic mixture ratio is not necessarily controlled as orig-
inally designed. Both manufacturing differences (i.e., mass air flow sensor hot film) and characteristic changes
during 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 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 heated oxygen sensor 1 indicates whether the mixture ratio is RICH or LEAN compared
to the theoretical 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.
PBIB0121E
ENGINE CONTROL SYSTEM
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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 six cylinders twice each engine cycle. In other words, pulse signals of
the same width are simultaneously transmitted from the ECM.
The six 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 or operation of the engine at excessively high speeds.
Electronic Ignition (EI) System
ABS004AC
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
The ignition timing is controlled by the ECM to maintain the best air-
fuel ratio for every running condition of the engine. The ignition tim-
ing data is stored in the ECM. This data forms the map shown.
The ECM receives information such as the injection pulse width and
camshaft position sensor signal. Computing this information, ignition
signals are transmitted to the power transistor.
e.g., N: 1,800 rpm, Tp: 1.50 msec
A
°
BTDC
During the following conditions, the ignition timing is revised by the
ECM according to the other data stored in the ECM.
●
At starting
●
During warm-up
SEF179U
Sensor
Input Signal to ECM
ECM function
Actuator
Crankshaft position sensor (POS)
Engine speed*
2
Piston position
Ignition timing
control
Power 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
Park/neutral position (PNP) switch
Gear position
Battery
Battery voltage*
2
Wheel sensor*
1
Vehicle speed
SEF742M
EC-28
ENGINE CONTROL SYSTEM
Revision; 2004 April
2003 Murano
●
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.
Nissan Torque Demand (NTD) Control System
ABS007ZL
INPUT/OUTPUT SIGNAL CHART
*: These signals are sent to the ECM through CAN communication line.
SYSTEM DESCRIPTION
NTD control system decides the target traction based on the accelerator operation status and the current driv-
ing condition. It then selects the engine torque target by correcting running resistance and atmospheric pres-
sure, and controlling the power-train. Using electric throttle control actuator, it achieves the engine torque
development target which corresponds linearly to the driver's accelerator operation.
Running resistance correction control compares the engine torque estimate value, measured vehicle acceler-
ation, and running resistance on a flat road, and estimates vehicle weight gain and running resistance varia-
tion caused by slopes to correct the engine torque estimate value.
Atmospheric pressure correction control compares the engine torque estimate value from the airflow rate and
the target engine torque for the target traction, and estimates variation of atmospheric pressure to correct the
target engine torque. This system achieves powerful driving without reducing engine performance in the prac-
tical speed range in mountains and high-altitude areas.
Sensor
Input signal to ECM
ECM function
Actuator
Camshaft position sensor (PHASE)
Engine speed
NTD control
Electric throttle con-
trol actuator and fuel
injector
Crankshaft position sensor (POS)
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
Park/Neutral position (PNP) switch
Gear position
Power steering pressure sensor
Power steering operation
Battery
Battery voltage
TCM *
CVT control signal
A/C auto. amp. *
Air conditioner operation
VDC/TCS/ABS control unit *
VDC/TCS/ABS operation
Wheel sensor *
Vehicle speed
Primary speed sensor *
Inputshaft revolution signal
Electrical load *
Electrical load signal
ENGINE CONTROL SYSTEM
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Air Conditioning Cut Control
ABS004AD
INPUT/OUTPUT SIGNAL CHART
*1: These signals are 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
This system improves engine operation when the air conditioner is used.
Under the following conditions, the air conditioner is turned off.
●
When the accelerator pedal is fully depressed.
●
When cranking the engine.
●
At high engine speeds.
●
When the engine coolant temperature becomes excessively high.
●
When operating power steering during low engine speed or low vehicle speed.
●
When engine speed is excessively low.
●
When refrigerant pressure is excessively low or high.
Fuel Cut Control (at No Load and High Engine Speed)
ABS004AE
INPUT/OUTPUT SIGNAL CHART
*: This signal is sent to the ECM through CAN communication line.
SYSTEM DESCRIPTION
If the engine speed is above 1,800 rpm with no load (for example, in neutral and engine speed over 1,800
rpm) fuel will be cut off after some time. The exact time when the fuel is cut off varies based on engine speed.
Fuel cut will operate until the engine speed reaches 1,500 rpm, then fuel cut is cancelled.
NOTE:
This function is different from deceleration control listed under “Multiport Fuel Injection (MFI) System”,
Sensor
Input Signal to ECM
ECM function
Actuator
Air conditioner switch*
1
Air conditioner “ON” signal
Air conditioner
cut control
Air conditioner relay
Throttle position sensor
Throttle position
Accelerator pedal position sensor
Accelerator pedal position
Crankshaft position sensor (POS)
Camshaft position sensor (PHASE)
Engine speed*
2
Engine coolant temperature sensor
Engine coolant temperature
Battery
Battery voltage*
2
Refrigerant pressure sensor
Refrigerant pressure
Power steering pressure sensor
Power steering operation
Wheel sensor*
1
Vehicle speed
Sensor
Input Signal to ECM
ECM function
Actuator
Park/neutral position (PNP) switch
Neutral position
Fuel cut con-
trol
Fuel injectors
Throttle position sensor
Throttle position
Accelerator pedal position sensor
Accelerator pedal position
Engine coolant temperature sensor
Engine coolant temperature
Crankshaft position sensor (POS)
Camshaft position sensor (PHASE)
Engine speed
Wheel sensor*
Vehicle speed
EC-30
ENGINE CONTROL SYSTEM
Revision; 2004 April
2003 Murano
CAN communication
ABS004AF
SYSTEM DESCRIPTION
CAN (Controller Area Network) is a serial communication line for real time application. It is an on-vehicle mul-
tiplex communication line with high data communication speed and excellent error detection ability. Many elec-
tronic control units are equipped onto a vehicle, and each control unit shares information and links with other
control units during operation (not independent). In CAN communication, control units are connected with 2
communication lines (CAN H line, CAN L line) allowing a high rate of information transmission with less wiring.
Each control unit transmits/receives data but selectively reads required data only.
CAN COMMUNICATION UNIT FOR 2WD MODELS
×
: Applicable
Body type
Wagon
Axle
2WD
Engine
VQ35DE
Transmission
CVT
Brake control
ABS
VDC
Low tire pressure warning
system
×
×
×
×
×
×
×
×
Navigation system
×
×
×
×
×
×
×
×
Automatic drive positioner
×
×
×
×
×
×
×
×
CAN communication unit
ECM
×
×
×
×
×
×
×
×
×
×
×
×
×
×
×
×
TCM
×
×
×
×
×
×
×
×
×
×
×
×
×
×
×
×
Low tire pressure warning
control unit
×
×
×
×
×
×
×
×
Display unit
×
×
×
×
×
×
×
×
Display control unit
×
×
×
×
×
×
×
×
Data link connector
×
×
×
×
×
×
×
×
×
×
×
×
×
×
×
×
BCM
×
×
×
×
×
×
×
×
×
×
×
×
×
×
×
×
Unified meter and A/C amp.
×
×
×
×
×
×
×
×
×
×
×
×
×
×
×
×
Steering angle sensor
×
×
×
×
×
×
×
×
Driver seat control unit
×
×
×
×
×
×
×
×
ABS actuator and electric
unit (control unit)
×
×
×
×
×
×
×
×
×
×
×
×
×
×
×
×
IPDM E/R
×
×
×
×
×
×
×
×
×
×
×
×
×
×
×
×
CAN communication type
LAN-12, "TYPE 1/TYPE 2/TYPE 3/TYPE 4/TYPE
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