Juke F15 (2012 year). Service Repair Manual — part 357

TM-144

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

SYSTEM

CVT CONTROL SYSTEM : System Description

INFOID:0000000006601823

The CVT senses vehicle operating conditions through various sensors. It always controls the optimum shift
position and reduces shifting and lock-up shocks.

TCM FUNCTION

The function of the TCM is to:
• Receive input signals sent from various switches and sensors.
• Determine required line pressure, shifting point, and lock-up operation.
• Send required output signals to the step motor and the respective solenoids.

*: With Nissan Dynamic Control System

INPUT/OUTPUT SIGNAL OF TCM

SENSORS (or SIGNALS)

⇒

TCM

⇒

ACTUATORS

Transmission range switch
Accelerator pedal position signal
Closed throttle position signal
Engine speed signal
CVT fluid temperature sensor
Vehicle speed signal
Manual mode switch signal
Stop lamp switch signal
Primary speed sensor
input speed sensor
Secondary speed sensor
Secondary pressure sensor
G sensor
Turn indicator signal
NORMAL mode signal*
ECO mode signal*
SPORT mode signal*

Shift control
Line pressure control
Primary pressure control
Secondary pressure control
Lock-up control
Engine brake control
Vehicle speed control
Idle neutral control
Nissan Dynamic Control System
Fail-safe control
Self-diagnosis
CONSULT-III communication line
Duet-EA control
CAN system
On board diagnosis

Step motor
Torque converter clutch solenoid
valve
Lock-up select solenoid valve
Line pressure solenoid valve
Secondary pressure solenoid
valve
Manual modfe indicator
Shift position indicator

Control item

Fluid

pressure

control

Select

control

Shift con-

trol

Idle neu-

tral con-

trol

Lock-up

control

CAN com-

munica-

tion

control

Fail-safe

function

*3

Input

Transmission range switch

X

X

X

X

X

X

Accelerator pedal position signal

*1

X

X

X

X

X

X

Closed throttle position signal

*1

X

X

X

X

Engine speed signal

*1

X

X

X

X

X

CVT fluid temperature sensor

X

X

X

X

X

Manual mode switch signal

*1

X

X

X

X

Stop lamp switch signal

*1

X

X

X

X

X

X

Primary speed sensor

X

X

X

X

X

Secondary speed sensor

X

X

X

X

X

X

Secondary pressure sensor

X

X

X

G sensor

X

X

turn signal

X

X

Out-
put

Step motor

X

X

TCC solenoid valve

X

X

X

Lock-up select solenoid valve

X

X

X

Line pressure solenoid valve

X

X

X

X

Secondary pressure solenoid valve

X

X

X

Maual mode indicator signal

*2

X

X

SYSTEM

TM-145

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

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*1: Input via CAN communications.

*2: Output via CAN communications.

*3: If these input and output signals are different, the TCM triggers the fail-safe function.

CVT CONTROL SYSTEM : System Diagram

INFOID:0000000006706113

CVT CONTROL SYSTEM : Fail-safe

INFOID:0000000006765949

The TCM has an electrical fail-safe mode. In this mode TCM is operator even if there is an error in a main
electronic control input/output signal circuit.

Description

When a malfunction is detected in each sensor, switch, solenoid or others, this function provides control to
minimize reduction of drivability so that durability of transmission assembly can be acquired.

JSDIA1566GB

DTC

Condition

Vehicle behavior

P0703

—

• Start is slow
• Acceleration is slow

P0705

—

• Position indicator on combination meter is not dis-

played

• Selector shock is large
• Start is slow
• Acceleration at high load state is slow
• Manual mode is not activated
• Lock-up is not performed

TM-146

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

SYSTEM

P0710

Engine coolant temperature
when engine starts is 10

°

C

(50

°

F) or more

Open circuit is detected while
ignition switch is OFF

• Selector shock is large
• Low is fixed

Other than the above

• Selector shock is large
• Engine speed is high in middle and high speed

range

Engine coolant temperature when engine starts is 10

°

C

(50

°

F) or less

• Start is slow
• Acceleration is slow
• Vehicle speed is not increased

Engine coolant temperature when engine starts is

−

35

°

C (

−

31

°

F) or less

Vehicle speed is not increased

P0715

—

• Re-acceleration is slightly slow
• Re-start is slow after vehicle is stop by strong de-

celeration

• Manual mode is not activated
• Lock-up is not performed

P0715

—

Idle neutral control is not performed

P0720

—

• Start is slow
• Re-acceleration is slow
• Re-start is slow after vehicle is stop by strong de-

celeration

• Manual mode is not activated
• Lock-up is not performed

P0725

—

Lock-up is not performed

P0740

—

• Selector shock is large
• Lock-up is not performed

P0744

—

Lock-up is not performed

P0746

A malfunction is detected

• Start is slow
• Acceleration is slow
• Lock-up is not performed

Function is excessively reduced after a malfunction is detect-
ed

• Start is difficult
• Drive is difficult
• Lock-up is not performed

P0778

—

Engine speed is high in middle and high speed
range

P0826

—

Manual mode is not activated

P0840

—

• Start is slow
• Acceleration at high load state is slow

P0841

—

• Start is slow
• Acceleration is slow

P0868

—

• Start is slow
• Acceleration is slow

(Slow acceleration is subject to secondary pres-
sure that is recognized by TCM)

P1585

—

Idle neutral control is not performed

P1701

—

• Start is slow
• Acceleration at high load state is slow

P1705

—

• Acceleration is slow
• Lock-up is not performed

P1722

—

Lock-up is not activated in coast state

DTC

Condition

Vehicle behavior

SYSTEM

TM-147

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

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LINE PRESSURE CONTROL

LINE PRESSURE CONTROL : System Diagram

INFOID:0000000006601826

P1723

A malfunction is detected in primary pulley speed sensor side

• Acceleration is slow
• Re-start is slow after vehicle is stop by strong de-

celeration

• Manual mode is not activated
• Lock-up is not performed

A malfunction is detected in secondary pulley speed sensor

• Start is slow
• Acceleration is slow
• Re-start is slow after vehicle is stop by strong de-

celeration

• Manual mode is not activated
• Lock-up is not performed

P1726

—

Acceleration is slow

P1740

—

• Selector shock is large
• Lock-up is not performed

P1777

A malfunction is detected in low side (when vehicle is
stopped)

• Low is fixed
• Lock-up is not performed

A malfunction is detected in high side (during driving)

• Start is slow
• Acceleration is low in low speed range
• Lock-up is not performed

U1000

—

• Start is slow
• Acceleration is slow
• Vehicle speed is not increased

U1010

—

• Start is slow
• Acceleration is slow
• Vehicle speed is not increased

DTC

Condition

Vehicle behavior

JSDIA1864GB

TM-148

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

SYSTEM

LINE PRESSURE CONTROL : System Description

INFOID:0000000006601827

Highly accurate line pressure control (secondary pressure control) reduces friction for improvement of fuel
economy.

NORMAL OIL PRESSURE CONTROL

Appropriate line pressure and secondary pressure suitable for driving condition are determined based on the
accelerator pedal position, engine speed, primary pulley (input) speed, secondary pulley (output) speed, vehi-
cle speed, input torque, stop lamp switch signal, transmission range switch signal, lock-up signal, power volt-
age, target shift ratio, oil temperature and oil pressure.

SECONDARY PRESSURE FEEDBACK CONTROL

In normal oil pressure control and oil pressure control in shifting, highly accurate secondary pressure is deter-
mined by detecting the secondary pressure using a oil pressure sensor and by feedback control.

SHIFT CHANGE CONTROL

SHIFT CHANGE CONTROL : System Diagram

INFOID:0000000006601828

JPDIA1174GB

SYSTEM

TM-149

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

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SHIFT CHANGE CONTROL : System Description

INFOID:0000000006601829

To select the gear ratio that can give the driving force to meet driver's intent or vehicle situation, the vehicle
driving condition such as vehicle speed or accelerator pedal position is detected and the most appropriate
gear ratio is selected and the shifting method before reaching the speed is determined. The information is
output to the primary pressure solenoid valve to control the line pressure input/output to the primary pulley, to
determine the primary pulley (movable pulley) position and to control the gear position.

D POSITION

Gear shifting is performed in all shifting ranges from the lowest to the
highest gear ratio.

“M” POSITION

When the selector lever is put in the manual shift gate side, the fixed
changing gear line is set. By moving the selector lever to + side or –
side, the manual mode switch is changed over, and shift change like
M/T becomes possible following the changing gear set line step by
step..

MANUAL MODE INFOMATION

The TCM transmits the manual mode shift refusal signal to the combination meter if the TCM refuses the
transmission from the driving status of vehicle when the selector lever or paddle shifter shifts to “UP (+ side)”
or “DOWN (– side)” side. The combination meter blinks shift indicator on the combination meter and sounds
the buzzer to indicate the driver that the shifting is not performed when receiving this signal. However, the
TCM does not transmit the manual mode shift refusal signal in the conditions as per the following..
• When the selector lever or the paddle shifter shifts to “DOWN (– side)” side while driving in M1.
• When the selector lever or the paddle shifter shifts to “UP (+ side)” side while driving in M6.

HILL CLIMBING AND DESCENDING CONTROL

If a downhill is detected with the accelerator pedal is released, the system performs downshift to increase the
engine brake force so that vehicle may not be accelerated more than necessary. If a climbing hill is detected,
the system improves the acceleration performance in re-acceleration by limiting the gear shift range on the
high side.
NOTE:
For engine brake control on a downhill, the control can be stopped with CONSULT-III.

CONTROL IN ACCELERATION

SCIA1953E

SCIA4582E

JSDIA2060GB

TM-150

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

SYSTEM

From change of the vehicle speed or accelerator pedal position, the acceleration request level of the driver or
driving scene is evaluated. In start or acceleration during driving, the gear shift characteristics with linearity of
revolution increase and vehicle speed increase are gained to improve the acceleration feel.

SELECT CONTROL

SELECT CONTROL : System diagram

INFOID:0000000006601830

SELECT CONTROL : System Description

INFOID:0000000006601831

Based on accelerator pedal angle, engine speed, primary pulley speed, and the secondary pulley speed, the
optimum operating pressure is set to reduce impact of a selector lever operation while shifting from “N” (“P”) to
“D” (“R”) position.

LOCK-UP CONTROL

JSDIA1862GB

SYSTEM

TM-151

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

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LOCK-UP CONTROL : System Diagram

INFOID:0000000006601832

LOCK-UP CONTROL : System Description

INFOID:0000000006601833

• Controls for improvement of the transmission efficiency by engaging the torque converter clutch in the

torque converter and eliminating slip of the converter. Achieves comfortable driving with slip control of the
torque converter clutch.

• The oil pressure feed circuit for the torque converter clutch piston chamber is connected to the torque con-

verter clutch control valve. The torque converter clutch control valve is switched by the torque converter
clutch solenoid valve with the signal from TCM. This controls the oil pressure circuit, which is supplied to the
torque converter clutch piston chamber, to the release side or engagement side.

• If the CVT fluid temperature is low or the vehicle is in fail-safe mode due to malfunction, lock-up control is

prohibited.

Lock-up engagement

• In lock-up engagement, the torque converter clutch solenoid valve makes the torque converter clutch control

valve locked up to generate the lock-up apply pressure. This pushes the torque converter clutch piston for
engagement.

Lock-up release condition

• In lock-up release, the torque converter clutch solenoid valve makes the torque converter clutch control

valve non-locked up to drain the lock-up apply pressure. This does not engage the torque converter clutch
piston.

IDLE NEUTRAL CONTROL

JSDIA1865GB

TM-152

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

SYSTEM

IDLE NEUTRAL CONTROL : System Diagram

INFOID:0000000006601834

IDLE NEUTRAL CONTROL : System Description

INFOID:0000000006601835

If a driver has no intention of starting the vehicle in D position, TCM operates the low brake solenoid valve and
controls the oil pressure of the low brake to be low pressure. Therefore, the low brake is in the release (slip)

JSDIA1971GB

SYSTEM

TM-153

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

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status and the power transmission route of transaxle is the same status as the N position. In this way, the tran-
saxle is in idling status and load to the engine can be reduced to improve fuel economy.

IDLE NEUTRAL CONTROL START CONDITION

Idle neutral control is started when all of the following conditions are fulfilled. However, during idle neutral con-
trol, idle neutral control is stopped when any of the following conditions is not met.

NOTE:
Stops or prohibits the idle neutral control when the TCM and ECM detect that the vehicle is in one of the fol-
lowing conditions.
• Engine coolant temperature and CVT fluid temperature are the specified temperature or more, or the speci-

fied temperature or less.

• When a transaxle malfunction occurs.
• When the vehicle detects DTC and is in the fail-safe mode.

IDLE NEUTRAL CONTROL RESUME CONDITION

JSDIA1781GB

Driving environment

: Flat road or road with mild gradient

Selector lever position

: “D” position

Vehicle speed

: 0 km/h (0 MPH)

Accelerator pedal position

: 0.0/8

Brake pedal

: Depressed

Engine speed

: Idle speed

Turn signal lamp/hazard signal lamp

: Not activated

TM-154

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

SYSTEM

When the idle neutral control finishes, if the vehicle is driven at more than the specified speed and the idle
neutral control start conditions are satisfied, the idle neutral control starts again. If the vehicle has a malfunc-
tion, the idle neutral control does not start.

LOCK-UP AND SELECT CONTROL SYSTEM

LOCK-UP AND SELECT CONTROL SYSTEM : System diagram

INFOID:0000000006601836

LOCK-UP AND SELECT CONTROL SYSTEM : System Description

INFOID:0000000006601837

• TCM receives the NORMAL mode signal, ECO mode signal or SPORT mode signal from the multi display

unit through CAN communication.

• TCM sends the recognized control mode to ECM through CAN communication (drive mode select signal).
• With operation on the multi display unit, the mode is changed on the display, but the mode is actually not

changed due to CAN communication malfunction.

• The gear shift line is not changed with the control mode change for the following conditions:
- When the selector lever is at “L” position.
- When the selector lever is at “D” position and S mode is ON.

CONTROL DETAILS OF EACH MODE

JSDIA1866GB

SYSTEM

TM-155

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

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FAIL-SAFE

If CAN communication malfunction occurs between TCM and the multi display unit, the mode when the mal-
function occurs is maintained for approximately 30 seconds and the mode is changed to NORMAL mode
when the accelerator pedal is released.

SHIFT LOCK SYSTEM

SHIFT LOCK SYSTEM : System Description

INFOID:0000000006601838

• The shift lock is the mechanism provided to prevent quick start of a vehicle by incorrect operation of a drive

when the selector lever is in P position.

• Selector lever can be shifted from the P position to another position when the following conditions are satis-

fied.

- Ignition switch is ON.
- Stop lamp switch ON (brake pedal is depressed)
- Press the selector button.

SHIFT LOCK OPERATION AT P POSITION

When brake pedal is not depressed (no selector operation allowed)

When the brake pedal is not depressed with the ignition switch ON,
the shift lock solenoid (A) is OFF (not energized) and the solenoid
rod (B) is extended with spring.
The connecting lock lever (C) is located at the position shown in the
figure when the solenoid rod is extended. It prevents the movement
of the detent rod (D). The selector lever cannot be shifted from the P
position for this reason.

When brake pedal is depressed (selector lever operation allowed)

The shift lock solenoid (A) is turned ON (energized) when the brake
pedal is depressed with the ignition switch ON. The solenoid rod (B)
is compressed with the electromagnetic force. The connecting lock
lever (C) rotates when the solenoid rod is compressed. Therefore,
the detent rod (D) can be moved. The selector lever can be shifted to
other positions for this reason.

P POSITION HOLD MECHANISM (IGNITION SWITCH LOCK)

Control mode

Control

NORMAL mode

Driving mode that automatically selects the shift schedule considering the balance of fuel economy and
driving performance based on the driving condition and driving trend.

SPORT mode

Driving mode that keeps high engine revolution and provides direct feel and acceleration performance
suitable for driving on winding road.

ECO mode

Driving mode that selects the shift schedule with priority on fuel economy which gives low engine revo-
lution.

JSDIA1795ZZ

JSDIA1829ZZ

TM-156

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

SYSTEM

The shift lock solenoid (1) is not energized when the ignition switch
is in any position other than ON. The shift mechanism is locked and
P position is held. The operation cannot be performed from P posi-
tion if the brake pedal is depressed with the ignition switch ON when
the operation system of shift lock solenoid (1) is malfunctioning.
However, the lock lever (A) is forcibly rotated and the shift lock is
released when the shift lock release button (A) is pressed from
above. The selector operation from P position can be performed.

CAUTION:

Use the shift lock release button only when the selector lever
cannot be operated even if the brake pedal is depressed with
the ignition switch ON.

KEY LOCK SYSTEM

KEY LOCK SYSTEM : System Description

INFOID:0000000006601839

KEY LOCK MECHANISM

The key is not set to LOCK when the selector lever is not selected to P position. This prevents the key from
being removed from the key cylinder.

Key lock status

The slider (B) in the key cylinder (A) is moved to the left side of the
figure when the selector lever is in any position other than P position.
The rotator (D) that rotates together with the key (C) cannot be
rotated for this reason. The key cannot be removed from the key cyl-
inder because it cannot be turned to LOCK (E).

Key unlock status

The slider (B) in the key cylinder (A) is moved to the right side of the
figure when the selector lever is in P position and the finger is
removed from the selector button. The rotator (C) can be rotated for
this reason. The key (D) can be removed from the key cylinder
because it can be turned to LOCK (E).

JSDIA1830ZZ

JPDIA0108ZZ

JPDIA0109ZZ

ON BOARD DIAGNOSTIC (OBD) SYSTEM

TM-157

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

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ON BOARD DIAGNOSTIC (OBD) SYSTEM

Diagnosis Description

INFOID:0000000006601573

DESCRIPTION

The CVT system has two self-diagnostic systems.
The first is the emission-related on board diagnostic system (OBD) performed by the TCM in combination with
the ECM. The malfunction is indicated by the MIL (malfunction indicator lamp) and is stored as a DTC in the
ECM memory, and the TCM memory.
The second is the TCM original self-diagnosis performed by the TCM. The malfunction is stored in the TCM
memory. The detected items are overlapped with OBD self-diagnostic items. For detail, refer to

TM-159,

"CONSULT-III Function (TRANSMISSION)"

.

OBD FUNCTION

The ECM provides emission-related on board diagnostic (OBD) functions for the CVT system. One function is
to receive a signal from the TCM used with OBD-related parts of the CVT system. The signal is sent to the
ECM when a malfunction occurs in the corresponding OBD-related part. The other function is to indicate a
diagnostic result by means of the MIL (malfunction indicator lamp) on the instrument panel. Sensors, switches
and solenoid valves are used as sensing elements.
The MIL automatically illuminates in “One or Two Trip Detection Logic” when a malfunction is sensed in rela-
tion to CVT system parts.

ONE OR TWO TRIP DETECTION LOGIC OF OBD

One Trip Detection Logic

If a malfunction is sensed during the first test drive, the MIL will illuminate and the malfunction will be stored in
the ECM memory as a DTC. The TCM is not provided with such a memory function.

Two Trip Detection Logic

When a malfunction is sensed during the first test drive, it is stored in the ECM memory as a 1st trip DTC
(diagnostic trouble code) or 1st trip freeze frame data. At this point, the MIL will not illuminate. — 1st trip
If the same malfunction as that experienced during the first test drive is sensed during the second test drive,
the MIL will illuminate. — 2nd trip
The “trip” in the “One or Two Trip Detection Logic” means a driving mode in which self-diagnosis is performed
during vehicle operation.

OBD DIAGNOSTIC TROUBLE CODE (DTC)

How to Read DTC and 1st Trip DTC

DTC and 1st trip DTC can be read by the following methods.
(

with CONSULT-III or

GST) CONSULT-III or GST (Generic Scan Tool) Examples: P0705, P0720 etc.

These DTC are prescribed by ISO 15031-5.
(CONSULT-III also displays the malfunctioning component or system.)
• 1st trip DTC No. is the same as DTC No.
• Output of the diagnostic trouble code indicates that the indicated circuit has a malfunction. How-

ever, in case of the Mode II and GST, they do not indicate whether the malfunction is still occurring or
occurred in the past and returned to normal.
CONSULT-III can identify them as shown below, therefore, CONSULT-III (if available) is recom-
mended.

- DTC or 1st trip DTC of a malfunction is displayed in SELF-DIAGNOSTIC RESULTS mode for “ENGINE” with

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 has a memory function, which stores the driving condition such as fuel system status, calculated

load value, engine coolant temperature, short term fuel trim, long term fuel trim, engine speed and vehicle
speed at the moment the ECM detects a malfunction.
Data which are stored in the ECM memory, along with the 1st trip DTC, are called 1st trip freeze frame data,
and the data, stored together with the DTC data, are called freeze frame data and displayed on CONSULT-
III or GST. The 1st trip freeze frame data can only be displayed on the CONSULT-III screen, not on the GST.
For details, refer to

EC-83, "CONSULT-III Function"

.

TM-158

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

ON BOARD DIAGNOSTIC (OBD) SYSTEM

Only one set of freeze frame data (either 1st trip freeze frame data or freeze frame data) can be stored in the
ECM. 1st trip freeze frame data is stored in the ECM memory along with the 1st trip DTC. There is no priority
for 1st trip freeze frame data, and it is updated each time a different 1st trip DTC is detected. However, once
freeze frame data (2nd trip detection/MIL on) is stored in the ECM memory, 1st trip freeze frame data is no
longer stored. Remember, only one set of freeze frame data can be stored in the ECM. The ECM has the fol-
lowing priorities to update the data.

Both 1st trip freeze frame data and freeze frame data (along with the DTC) are cleared when the ECM mem-
ory is erased.

How to Erase DTC

• The diagnostic trouble code can be erased by CONSULT-III, GST or ECM DIAGNOSTIC TEST MODE as

described following.

- If the battery cable is disconnected, the diagnostic trouble code will be lost within 24 hours.
- When you erase the DTC, using CONSULT-III or GST is easier and quicker than switching the mode

selector on the ECM.

• The following emission-related diagnostic information is cleared from the ECM memory when erasing DTC

related to OBD. For details, refer to

EC-108, "DTC Index"

.

- Diagnostic trouble codes (DTC)
- 1st trip diagnostic trouble codes (1st trip DTC)
- Freeze frame data
- 1st trip freeze frame data
- System readiness test (SRT) codes
- Test values

How to Erase DTC (With CONSULT-III)

The emission related diagnostic information in the TCM and ECM can be erased by selecting “ALL Erase” in
the “Description” of “FINAL CHECK” mode with CONSULT-III.

How to Erase DTC (With GST)

1.

If the ignition switch stays ON after repair work, be sure to turn ignition switch OFF once. Wait at least 10
seconds and then turn it ON (engine stopped) again.

2.

Select Mode 4 with GST (Generic Scan Tool). For details, refer to

EC-83, "CONSULT-III Function"

.

MALFUNCTION INDICATOR LAMP (MIL)

Description

The MIL is located on the instrument panel.

1.

The MIL will light up when the ignition switch is turned ON with-
out the engine running. This is a bulb check.
• If the MIL does not light up, refer to

EC-436, "Component

Function Check"

.

2.

When the engine is started, the MIL should go off.
If the MIL remains on, the on board diagnostic system has
detected an engine system malfunction.

Priority

Items

1

Freeze frame data

Misfire — DTC: P0300 - P0304
Fuel Injection System Function — DTC: P0171, P0172

2

Except the above items (Includes CVT related items)

3

1st trip freeze frame data

SAT652J

DIAGNOSIS SYSTEM (TCM)

TM-159

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

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DIAGNOSIS SYSTEM (TCM)

CONSULT-III Function (TRANSMISSION)

INFOID:0000000006601574

CONSULT-III can display each diagnostic item using the diagnostic test modes shown below.

FUNCTION

*: “Function Test” can be selected, but do not use it.

WORK SUPPORT MODE

Display Item List

Engine Brake Adjustment

CAUTION:

Mode of “+1”“0”“

−

1”“

−

2”“OFF” can be selected by pressing the “UP”“DOWN” on CONSULT-III screen.

However, do not select mode other than “0” and “OFF”. If the “+1” or “

−

1” or “–2” is selected, that

might cause the irregular driveability.

Check CVT Fluid Deterioration Date

CAUTION:

Touch “CLEAR” after changing CVT fluid, and then erase “CVTF DETERIORATION DATE”.

SELF-DIAGNOSTIC RESULT MODE

Refer to

TM-171, "DTC Index"

.

DATA MONITOR MODE

Display Items List

Conditions

Function

Work Support

This mode enables a technician to adjust some devices faster and more accurately.

Self Diagnostic Results

Retrieve DTC from ECU and display diagnostic items.

Data Monitor

Monitor the input/output signal of the control unit in real time.

CAN Diagnosis

This mode displays a network diagnosis result about CAN by a diagram.

CAN Diagnosis Support Mon-
itor

It monitors the status of CAN communication.

Function Test*

This mode can show results of self-diagnosis of ECU with either “OK” or “NG”. For engines, more prac-
tical tests regarding sensors/switches and/or actuators are available.

ECU Identification

Display the ECU identification number (part number etc.) of the selected system.

Special Function

Other results or histories, etc. that are recorded in ECU are displayed.

Item name

Description

ENGINE BRAKE ADJ.

The engine brake level setting can be canceled.

CONFORM CVTF DETERIORTN

The CVT fluid deterioration level can be checked.

“ENGINE BRAKE LEVEL”

0:

Initial set value (Engine brake level control is activated)

OFF:

Engine brake level control is deactivated.

“CVTF DETERIORATION DATE”

210000 or more:

It is necessary to change CVT fluid.

Less than 210000:

It is not necessary to change CVT fluid.