Nissan Almera Tino V10 (2001 year). Manual — part 29
Special Service Tools
NLEC0007
Tool number
Tool name
Description
KV10117100
Heated oxygen sensor
wrench
NT379
Loosening or tightening heated oxygen sensor 1
(front) with 22 mm hexagon nut
KV10114400
Heated oxygen sensor
wrench
NT636
Loosening or tightening heated oxygen sensor 2
(rear)
a: 22 mm
Commercial Service Tools
NLEC0008
Tool name
Description
Fuel filler cap adapter
NT653
Checking fuel tank vacuum relief valve opening
pressure
Oxygen sensor thread
cleaner
NT778
Reconditioning the exhaust system threads before
installing a new oxygen sensor. Use with anti-
seize lubricant shown below.
a: 18 mm dia. with pitch 1.5 mm, for Zirconia
Oxygen Sensor
b: 12 mm dia. with pitch 1.25 mm, for Titania
Oxygen Sensor
Anti-seize lubricant (Per-
matex
TM
133AR or
equivalent meeting MIL
specification MIL-A-907)
NT779
Lubricating oxygen sensor thread cleaning tool
when reconditioning exhaust system threads.
PREPARATION
QG18DE
Special Service Tools
EC-25
Engine Control Component Parts Location
NLEC0009
For more details for ECM location, refer to “ELECTRICAL UNIT LOCATION” in EL section.
NEF310A
ENGINE AND EMISSION CONTROL OVERALL SYSTEM
QG18DE
Engine Control Component Parts Location
EC-26
NEF311A
ENGINE AND EMISSION CONTROL OVERALL SYSTEM
QG18DE
Engine Control Component Parts Location (Cont’d)
EC-27
NEF312A
ENGINE AND EMISSION CONTROL OVERALL SYSTEM
QG18DE
Engine Control Component Parts Location (Cont’d)
EC-28
SEF599Y
ENGINE AND EMISSION CONTROL OVERALL SYSTEM
QG18DE
Engine Control Component Parts Location (Cont’d)
EC-29
Circuit Diagram
NLEC0010
MODELS WITH THROTTLE POSITION SWITCH AND SWIRL CONTROL VALVE
NLEC0010S01
YEC649
ENGINE AND EMISSION CONTROL OVERALL SYSTEM
QG18DE
Circuit Diagram
EC-30
MODELS WITHOUT THROTTLE POSITION SWITCH AND SWIRL CONTROL VALVE
NLEC0010S02
YEC871
ENGINE AND EMISSION CONTROL OVERALL SYSTEM
QG18DE
Circuit Diagram (Cont’d)
EC-31
System Diagram
NLEC0011
NEF313A
ENGINE AND EMISSION CONTROL OVERALL SYSTEM
QG18DE
System Diagram
EC-32
Vacuum Hose Drawing
NLEC0012
Refer to “System Diagram” on EC-32 for vacuum control system.
NEF314A
ENGINE AND EMISSION CONTROL OVERALL SYSTEM
QG18DE
Vacuum Hose Drawing
EC-33
System Chart
NLEC0013
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 (front)
+
Ignition switch
+
Throttle position sensor
+
PNP switch
+
Air conditioner switch
+
Knock sensor
+
EGR temperature sensor*1 (where fitted)
+
Battery voltage
+
Power steering oil pressure switch
+
Vehicle speed sensor
+
Intake air temperature sensor
+
Heated oxygen sensor 2 (rear)*2
+
Closed throttle position switch (where fitted)
+
Electrical load
+
Refrigerant pressure sensor
Fuel injection & mixture ratio control
Injectors
Electronic ignition system
Power transistor
Idle air control system
IACV-AAC valve
Intake valve timing control
Intake valve timing control sole-
noid valve
Fuel pump control
Fuel pump relay
On board diagnostic system
Malfunction indicator
(On the instrument panel)
EGR control (where fitted)
EGR volume control valve
(where fitted)
Heated oxygen sensor 1/2 heater (front/
rear) control
Heated oxygen sensor 1/2 heater
(front/rear)
EVAP canister purge flow control
EVAP canister purge volume con-
trol solenoid valve
Cooling fan control
Cooling fan relay
Air conditioning cut control
Air conditioner relay
Swirl control valve control (where fitted)
Swirl control valve control sole-
noid (where fitted)
*1: These sensors are not used to control the engine system. They are used only for the on board diagnosis.
*2: Under normal conditions, this sensor is not for engine control operation.
ENGINE AND EMISSION CONTROL OVERALL SYSTEM
QG18DE
System Chart
EC-34
Multiport Fuel Injection (MFI) System
DESCRIPTION
NLEC0014
Input/Output Signal Chart
NLEC0014S01
Sensor
Input Signal to ECM
ECM func-
tion
Actuator
Crankshaft position sensor (POS)
Engine speed
Fuel injec-
tion & mix-
ture ratio
control
Injector
Camshaft position sensor (PHASE)
Engine speed and cylinder number
Mass air flow sensor
Amount of intake air
Engine coolant temperature sensor
Engine coolant temperature
Heated oxygen sensor 1 (front)
Density of oxygen in exhaust gas
Throttle position sensor
Throttle position
Throttle valve idle position
PNP switch
Gear position
Vehicle speed sensor
Vehicle speed
Ignition switch
Start signal
Air conditioner switch
Air conditioner operation
Knock sensor
Engine knocking condition
Electrical load
Electrical load signal
Battery
Battery voltage
Power steering oil pressure switch
Power steering operation
Heated oxygen sensor 2 (rear)*
Density of oxygen in exhaust gas
* Under normal conditions, this sensor is not for engine control operation.
Basic Multiport Fuel Injection System
NLEC0014S02
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 camshaft position sensor and the mass air
flow sensor.
Various Fuel Injection Increase/Decrease Compensation
NLEC0014S03
In addition, the amount of fuel injected is compensated to improve engine performance under various oper-
ating conditions as listed below.
<Fuel increase>
+
During warm-up
+
When starting the engine
+
During acceleration
+
Hot-engine operation
+
High-load, high-speed operation
<Fuel decrease>
+
During deceleration
+
During high engine speed operation
+
During high vehicle speed operation
+
Extremely high engine coolant temperature
ENGINE AND EMISSION BASIC CONTROL SYSTEM
DESCRIPTION
QG18DE
Multiport Fuel Injection (MFI) System
EC-35
Mixture Ratio Feedback Control (Closed loop control)
NLEC0014S04
SEF336WA
The mixture ratio feedback system provides the best air-fuel mixture ratio for driveability and emission con-
trol. The three way catalyst can then better reduce CO, HC and NOx emissions. This system uses a heated
oxygen sensor 1 (front) 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 the heated
oxygen sensor 1 (front), refer to EC-184. 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 (rear) is located downstream of the three way catalyst. Even if the switching char-
acteristics of the heated oxygen sensor 1 (front) shift, the air-fuel ratio is controlled to stoichiometric by the
signal from the heated oxygen sensor 2 (rear).
Open Loop Control
NLEC0014S05
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 (front) or its circuit
+
Insufficient activation of heated oxygen sensor 1 (front) at low engine coolant temperature
+
High engine coolant temperature
+
During warm-up
+
When starting the engine
Mixture Ratio Self-learning Control
NLEC0014S06
The mixture ratio feedback control system monitors the mixture ratio signal transmitted from the heated oxy-
gen sensor 1 (front). 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 con-
trolled as originally designed. Both manufacturing differences (i.e., mass air flow sensor hot film) and charac-
teristic 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 the heated oxygen sensor 1 (front) 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.
ENGINE AND EMISSION BASIC CONTROL SYSTEM
DESCRIPTION
QG18DE
Multiport Fuel Injection (MFI) System (Cont’d)
EC-36
Fuel Injection Timing
NLEC0014S07
SEF337W
Two types of systems are used.
Sequential Multiport Fuel Injection System
NLEC0014S0701
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
NLEC0014S0702
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
NLEC0014S08
Fuel to each cylinder is cut off during deceleration or operation of the engine at excessively high speeds.
Electronic Ignition (EI) System
DESCRIPTION
NLEC0015
Input/Output Signal Chart
NLEC0015S01
Sensor
Input Signal to ECM
ECM func-
tion
Actuator
Crankshaft position sensor (POS)
Engine speed
Ignition tim-
ing control
Power transistor
Camshaft position sensor (PHASE)
Engine speed and cylinder number
Mass air flow sensor
Amount of intake air
Engine coolant temperature sensor
Engine coolant temperature
Throttle position sensor
Throttle position
Throttle valve idle position
Vehicle speed sensor
Vehicle speed
Ignition switch
Start signal
Knock sensor
Engine knocking
PNP switch
Gear position
Battery
Battery voltage
ENGINE AND EMISSION BASIC CONTROL SYSTEM
DESCRIPTION
QG18DE
Multiport Fuel Injection (MFI) System (Cont’d)
EC-37
System Description
NLEC0015S02
SEF742M
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. This data forms the map shown above.
The ECM receives information such as the injection pulse width, crankshaft position sensor signal and cam-
shaft position sensor signal. Computing this information, ignition signals are transmitted to the power transis-
tor.
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
+
At idle
+
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.
Air Conditioning Cut Control
DESCRIPTION
NLEC0016
Input/Output Signal Chart
NLEC0016S01
Sensor
Input Signal to ECM
ECM func-
tion
Actuator
Air conditioner switch
Air conditioner “ON” signal
Air condi-
tioner cut
control
Air conditioner relay
Throttle position sensor
Throttle valve opening angle
Crankshaft position sensor (POS)
Engine speed
Engine coolant temperature sensor
Engine coolant temperature
Ignition switch
Start signal
Refrigerant pressure sensor
Refrigerant pressure
Vehicle speed sensor
Vehicle speed
Power steering oil pressure switch
Power steering operation
System Description
NLEC0016S02
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.
ENGINE AND EMISSION BASIC CONTROL SYSTEM
DESCRIPTION
QG18DE
Electronic Ignition (EI) System (Cont’d)
EC-38
+
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 the refrigerant pressure is excessively high or low.
Fuel Cut Control (at no load & high engine
speed)
DESCRIPTION
NLEC0017
Input/Output Signal Chart
NLEC0017S01
Sensor
Input Signal to ECM
ECM func-
tion
Actuator
Vehicle speed sensor
Vehicle speed
Fuel cut
control
Injectors
PNP switch
Neutral position
Throttle position sensor
Throttle position
Engine coolant temperature sensor
Engine coolant temperature
Crankshaft position sensor (POS)
Engine speed
Camshaft position sensor (PHASE)
Engine speed and cylinder number
If the engine speed is above 3,950 rpm with no load, (for example, in Neutral and engine speed over 4,000
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 1,150 rpm, then fuel cut is cancelled.
NOTE:
This function is different from deceleration control listed under “Multiport Fuel Injection (MFI) System”,
EC-35.
Evaporative Emission System
DESCRIPTION
NLEC0018
SEF916WA
The evaporative emission system is used to reduce hydrocarbons emitted into the atmosphere from the fuel
system. This reduction of hydrocarbons is accomplished by activated charcoals in the EVAP canister.
The fuel vapor in the sealed fuel tank is led into the EVAP canister which contains activated carbon and the
vapor is stored there when the engine is not operating or when refueling to the fuel tank.
The vapor in the EVAP canister is purged by the air through the purge line to the intake manifold when the
engine is operating.
EVAP canister purge volume control solenoid valve is controlled by ECM. When the engine operates, the flow
ENGINE AND EMISSION BASIC CONTROL SYSTEM
DESCRIPTION
QG18DE
Air Conditioning Cut Control (Cont’d)
EC-39
rate of vapor controlled by EVAP canister purge volume control solenoid valve is proportionally regulated as
the air flow increases.
EVAP canister purge volume control solenoid valve also shuts off the vapor purge line during decelerating and
idling.
SEF917W
INSPECTION
NLEC0019
EVAP Canister
NLEC0019S01
Check EVAP canister as follows:
1.
Block port B. Orally blow air through port A. Check that air
flows freely through port C with check valve resistance.
2.
Block port A. Orally blow air through port B. Check that air
flows freely through port C.
SEF918W
SEF943S
Fuel Tank Vacuum Relief Valve (Built into fuel filler cap)
NLEC0019S03
1.
Wipe clean valve housing.
2.
Check valve opening pressure and vacuum.
Pressure:
16.0 - 20.0 kPa (0.16 - 0.20 bar, 0.163 - 0.204 kg/cm
2
,
2.32 - 2.90 psi)
Vacuum:
−6.0 to −3.5 kPa (−0.060 to −0.035 bar, −0.061 to
−0.036 kg/cm
2
, −0.87 to −0.51 psi)
3.
If out of specification, replace fuel filler cap as an assembly.
Evaporative Emission (EVAP) Canister Purge Volume
Control Solenoid Valve
NLEC0019S07
Refer to EC-337.
Checking EVAP Vapour Lines
NLEC0019S13
1.
Visually inspect vapor lines for leaks, cracks, damage, loose
connections, chafing and deterioration.
2.
Inspect vacuum relief valve of fuel tank filler cap for clogging,
sticking, etc. Refer to next page.
ENGINE AND EMISSION BASIC CONTROL SYSTEM
DESCRIPTION
QG18DE
Evaporative Emission System (Cont’d)
EC-40
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