Nissan Juke (2012 year). Service Repair Manual — part 77
SYSTEM
EC-49
< SYSTEM DESCRIPTION >
[MR16DDT ]
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TURBOCHARGER BOOST CONTROL : System Diagram
INFOID:0000000007576958
TURBOCHARGER BOOST CONTROL : System Description
INFOID:0000000007576959
INPUT/OUTPUT SIGNAL CHART
SYSTEM DESCRIPTION
Depending on driving conditions, the ECM performs ON/OFF duty control of the turbocharger boost control
solenoid valve and controls the boost by adjusting the pressure to the diaphragm of the boost control actuator.
When driving conditions demand an increase in boost, the ECM prolongs the ON time of the turbocharger
boost control solenoid valve and moves the boost control valve towards the closing direction by reducing the
pressure in the diaphragm of the boost control actuator. The emission gas to the turbine wheel is then
increased. When driving conditions demand a decrease in boost, the ECM shortens the ON time of the turbo-
charger boost control solenoid valve and moves the boost control valve towards the opening position by
increasing the pressure in the diaphragm of the boost control actuator. The emission bypassing to the turbine
wheel is then increased. Thus, by performing the most optimal boost control, the ECM improves engine output
and response.
NOTE:
The boost varies depending on the vehicle and driving conditions.
BOOST CONTROL ACTUATOR LINE DRAWING
JPBIA5244GB
Sensor
Input signal to ECM
ECM function
Actuator
Crankshaft position sensor (POS)
Engine speed
Turbocharger boost
control
Turbocharger boost control
solenoid valve
↓
Boost control actuator
Camshaft position sensor (PHASE)
Mass air flow sensor
Amount of intake air
Intake air temperature sensor 1
Intake air temperature
Engine coolant temperature sensor
Engine coolant temperature
Throttle position sensor
Throttle position
Accelerator pedal position sensor
Accelerator pedal position
Turbocharger boost sensor
Turbocharger boost
Intake air temperature sensor 2
Intake air temperature
Revision: 2011 October
2012 JUKE
EC-50
< SYSTEM DESCRIPTION >
[MR16DDT ]
SYSTEM
ENGINE PROTECTION CONTROL AT LOW ENGINE OIL PRESSURE
ENGINE PROTECTION CONTROL AT LOW ENGINE OIL PRESSURE : System Dia-
gram
INFOID:0000000007576960
ENGINE PROTECTION CONTROL AT LOW ENGINE OIL PRESSURE : System De-
scription
INFOID:0000000007576961
INPUT/OUTPUT SIGNAL CHART
SYSTEM DESCRIPTION
• The engine protection control at low engine oil pressure warns the driver of a decrease in engine oil pres-
sure by the oil pressure warning lamp a before the engine becomes damaged.
• When detecting a decrease in engine oil pressure at an engine speed less than 1,000 rpm, ECM transmits
an oil pressure warning lamp signal to the combination meter.The combination meter turns ON the oil pres-
sure warning lamp, according to the signal.
1.
Turbocharger
2.
Boost control actuator
3.
Turbocharger boost control solenoid
valve
4.
Recirculation valve
5.
Turbocharger boost sensor
(with intake air temperature sensor 2)
: Vehicle front
JPBIA4717ZZ
JPBIA4922GB
Sensor
Input signal to ECM
ECM function
Actuator
Engine oil pressure sensor
Engine pressure
Engine protection control
• Oil pressure warning lamp
signal
• FUel cut control
Combination meter
• Oil pressure warning lamp
Crankshaft position sensor
(POS)
Engine speed
Engine oil temperature sensor
Engine oil temperature
Revision: 2011 October
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SYSTEM
EC-51
< SYSTEM DESCRIPTION >
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*: When detecting a normal engine oil pressure, ECM turns OFF the oil pressure warning lamp.
FUEL FILLER CAP WARNING SYSTEM
FUEL FILLER CAP WARNING SYSTEM : System Diagram
INFOID:0000000007576962
FUEL FILLER CAP WARNING SYSTEM : System Description
INFOID:0000000007576963
INPUT/OUTPUT SIGNAL CHART
Input
*: This signal is sent to the ECM via the CAN communication line.
Output
*: This signal is sent to the combination meter via the CAN communication line.
SYSTEM DESCRIPTION
The fuel filler cap warning system alerts the driver to the prevention of the fuel filler being left uncapped and
malfunction occurrences after refueling, by turning ON the fuel filler cap warning display on the combination
meter.
ECM judges a refueled state, based on a fuel level signal transmitted from the combination meter.
When a very small leak is detected through the EVAP leak diagnosis performed after judging the refueled
state, ECM transmits a fuel filler cap warning display signal (request for display ON) to the combination meter
via CAN communication.
When receiving the signal, the combination meter turns ON the fuel filler cap warning display.
CAUTION:
Check fuel filler cap installation condition when the fuel filler cap warning display turns ON.
Reset Operation
Decrease in engine oil
pressure
Engine speed
Combination meter
Oil pressure warning lamp
Detection
Less than 1,000 rpm
ON*
1,000 rpm or more
ON
Unit/Sensor
Input signal to ECM
ECM function
EVAP control system pressure sensor
Pressure in purge line
Fuel filler cap warning control
Combination meter
Fuel level
Fuel filler cap warning reset signal
*
JSBIA0797GB
Unit
Output signal
Actuator
ECM
Fuel filler cap warning display signal
*
Combination meter
Revision: 2011 October
2012 JUKE
EC-52
< SYSTEM DESCRIPTION >
[MR16DDT ]
SYSTEM
The fuel filler cap warning lamp tunes OFF, according to any condition listed below:
• Reset operation is performed by operating the meter control switch on the combination meter. Refer to
18, "Switch Name and Function"
- When the reset operation is performed, the combination meter transmits a fuel filler cap warning reset signal
to ECM via CAN communication. ECM transmits a fuel filler cap warning display signal (request for display
OFF) to the combination meter via CAN communication. When receiving the signal, the combination meter
turns OFF the fuel filler cap warning display.
• EVAP leak diagnosis result is normal.
• Fuel refilled.
• DTC erased by using CONSULT.
NOTE:
MIL turns ON if a malfunction is detected in leak diagnosis results again at the trip after the fuel filler cap warn-
ing display turns ON/OFF.
AIR CONDITIONING CUT CONTROL
AIR CONDITIONING CUT CONTROL : System Diagram
INFOID:0000000007576964
AIR CONDITIONING CUT CONTROL : System Description
INFOID:0000000007576965
INPUT/OUTPUT SIGNAL CHART
JSBIA0320GB
Revision: 2011 October
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SYSTEM
EC-53
< SYSTEM DESCRIPTION >
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*: 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.
COOLING FAN CONTROL
COOLING FAN CONTROL : System Diagram
INFOID:0000000007576966
Sensor
Input Signal to ECM
ECM function
Actuator
Crankshaft position sensor (POS)
Engine speed
*
Air conditioner
cut control
IPDM E/R
↓
Air conditioner relay
↓
Compressor
Camshaft position sensor (PHASE)
Engine coolant temperature sensor
Engine coolant temperature
Accelerator pedal position sensor
Accelerator pedal position
Battery
Battery voltage
*
Refrigerant pressure sensor
Refrigerant pressure
EPS control unit
CAN commu-
nication
EPS operation signal
Combination meter
CAN commu-
nication
Vehicle speed signal
BCM
CAN commu-
nication
A/C ON signal
JPBIA4759GB
Revision: 2011 October
2012 JUKE
EC-54
< SYSTEM DESCRIPTION >
[MR16DDT ]
SYSTEM
COOLING FAN CONTROL : System Description
INFOID:0000000007576967
INPUT/OUTPUT SIGNAL CHART
*: The ECM determines the start signal status by the signals of engine speed and battery voltage.
SYSTEM DESCRIPTION
ECM controls cooling fan speed corresponding to vehicle speed, engine coolant temperature, A/C ON signal
and refrigerant pressure.
Cooling fan control signal is sent to IPDM E/R from ECM by CAN communication line. Then, IPDM E/R sends
ON/OFF pulse duty signal to cooling fan control module. Corresponding to this ON/OFF pulse duty signal,
cooling fan control module gives cooling fan motor operating voltage to cooling fan motors. Cooling fan speed
is controlled by duty cycle of cooling fan motor operating voltage sent from cooling fan control module.
STARTER MOTOR DRIVE CONTROL
STARTER MOTOR DRIVE CONTROL : System Diagram
INFOID:0000000007576968
STARTER MOTOR DRIVE CONTROL : System Description
INFOID:0000000007576969
INPUT/OUTPUT SIGNAL CHART
Sensor
Input signal to ECM
ECM function
Actuator
Crankshaft position sensor (POS)
Engine speed
*
Cooling fan
control
IPDM E/R
↓
Cooling fan control mod-
ule
↓
Cooling fan motor
Camshaft position sensor (PHASE)
Engine coolant temperature sensor
Engine coolant temperature
Refrigerant pressure sensor
Refrigerant pressure
Battery
Battery voltage
*
Combination meter
CAN commu-
nication
Vehicle speed signal
BCM
CAN commu-
nication
A/C ON signal
A/C evaporator temper-
ature*
Target A/C evaporator
temperature*
Blower fan ON signal*
JPBIA4762GB
Revision: 2011 October
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SYSTEM
EC-55
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*: With Intelligent Key system
SYSTEM DESCRIPTION
When rapid deceleration occurs during engine runs or idle speed decreases due to heavy load conditions,
ECM detects a decrease in idle speed and restarts the engine to secure reliability in handleability by transmit-
ting a cranking request signal to IPDM E/R for activating the starter motor under the following conditions:
• Selector lever: P or any position other than N
• Idle switch: ON (Accelerator pedal not depressed)
• Brake switch: ON (Brake pedal depressed)
Models with no Intelligent Key System transmit a control signal directly to IPDM E/R. On the other hand, mod-
els with the Intelligent Key System transmit a control signal to IPDM E/R by way of BCM via CAN communica-
tion.
IPDM E/R detects an operating state of the starter motor relay and the starter motor control relay and trans-
mits a feed back signal to ECM via CAN Communication.
EVAPORATIVE EMISSION SYSTEM
EVAPORATIVE EMISSION SYSTEM : System Diagram
INFOID:0000000007576970
EVAPORATIVE EMISSION SYSTEM : System Description
INFOID:0000000007576971
INPUT/OUTPUT SIGNAL CHART
Sensor
Input signal to ECM
ECM function
Actuator
Crankshaft position sensor (POS)
• Engine speed
• Piston position
Starter motor
drive control
• BCM
*
• IPDM E/R
(Starter relay & start-
er control relay)
Camshaft position sensor (PHASE)
Engine coolant temperature sensor
Engine coolant temperature
Accelerator pedal position sensor
Accelerator pedal position
Transmission range switch
Gear position
Stop lamp switch
Brake pedal position
Combination meter
CAN commu-
nication
Vehicle speed signal
JPBIA4896GB
Revision: 2011 October
2012 JUKE
EC-56
< SYSTEM DESCRIPTION >
[MR16DDT ]
SYSTEM
*: ECM determines the start signal status by the signals of engine speed and battery voltage.
SYSTEM DESCRIPTION
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 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.
AUTOMATIC SPEED CONTROL DEVICE (ASCD)
Sensor
Input signal to ECM
ECM function
Actuator
Crankshaft position sensor (POS)
• Engine speed*
• Piston position
EVAP canister
purge flow control
EVAP canister purge vol-
ume control solenoid valve
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
(Mixture ratio feedback signal)
Throttle position sensor
Throttle position
Accelerator pedal position sensor
Accelerator pedal position
Battery
Battery voltage*
Fuel tank temperature sensor
Fuel temperature in fuel tank
EVAP control system pressure sensor
Pressure in purge line
Combination meter
CAN
commu-
nication
Vehicle speed
PBIB3639E
Revision: 2011 October
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SYSTEM
EC-57
< SYSTEM DESCRIPTION >
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AUTOMATIC SPEED CONTROL DEVICE (ASCD) : System Diagram
INFOID:0000000007576972
AUTOMATIC SPEED CONTROL DEVICE (ASCD) : System Description
INFOID:0000000007576973
INPUT/OUTPUT SIGNAL CHART
*1: M/T models
*2: CVT models
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 (90 MPH).
ECM controls throttle angle of electric throttle control actuator to regulate engine speed.
Operation status of ASCD is indicated by CRUISE indicator and SET indicator in combination meter. If any
malfunction occurs in ASCD system, it automatically deactivates control.
Refer to
EC-60, "AUTOMATIC SPEED CONTROL DEVICE (ASCD) : Switch Name and Function"
for ASCD
operating instructions.
NOTE:
Always drive vehicle in safe manner according to traffic conditions and obey all traffic laws.
INTEGRATED CONTROL SYSTEM
JPBIA4713GB
Sensor
Input signal to ECM
ECM function
Actuator
Brake pedal position switch
Brake pedal operation
ASCD vehicle speed
control
Electric throttle control
actuator
Stop lamp switch
Clutch pedal position switch
*1
Clutch pedal operation
ASCD steering switch
ASCD steering switch operation
Transmission range switch
*2
Gear position
Park/neutral position (PNP) switch
*1
Combination meter
CAN commu-
nication
Vehicle speed signal
TCM
*2
CAN commu-
nication
Output shaft revolution signal
Revision: 2011 October
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EC-58
< SYSTEM DESCRIPTION >
[MR16DDT ]
SYSTEM
INTEGRATED CONTROL SYSTEM : System Diagram
INFOID:0000000007576974
CVT models
M/T models
INTEGRATED CONTROL SYSTEM : System Description
INFOID:0000000007576975
CVT models
System Description
TCM transmits a drive mode select signal to ECM via CAN communication, according to a NORMAL mode
signal, SPORT mode signal, or ECO mode signal received from the multi display unit via CAN communication.
ECM controls torque and throttle opening angle characteristics appropriate for each mode, based on a
received drive mode select signal.
NOTE:
• Because of the multi display unit operation, the display may indicate that the mode is switching. However,
the mode may not actually switch due to CAN communication error.
• When a CAN communication error occurs between ECM and TCM, the mode switches to NORMAL mode.
M/T models
System Description
ECM controls torque and throttle opening angle characteristics appropriate for each mode, based on a NOR-
MAL mode signal, SPORT mode signal, or ECO mode signal received from the multi display unit via CAN
communication.
NOTE:
• Because of the multi display unit operation, the display may indicate that the mode is switching. However,
the mode may not actually switch due to CAN communication error.
JPBIA4714GB
JPBIA4763GB
Revision: 2011 October
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SYSTEM
EC-59
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• When a CAN communication error occurs between ECM and the multi display unit, the mode switches to
NORMAL mode.
Control By Mode
CAN COMMUNICATION
CAN COMMUNICATION : System Description
INFOID:0000000007576976
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.
Refer to
LAN-28, "CAN COMMUNICATION SYSTEM : CAN Communication Signal Chart"
munication for detail.
Mode
Control
NORMAL mode
Offers a better balance of fuel economy and traveling performance.
SPORT mode
Allows throttle opening angle change and torque control for obtaining reality and acceleration perfor-
mance appropriate to a winding run.
ECO mode
Allows throttle opening angle change and torque control for assisting better fuel efficiency.
Revision: 2011 October
2012 JUKE
EC-60
< SYSTEM DESCRIPTION >
[MR16DDT ]
OPERATION
OPERATION
AUTOMATIC SPEED CONTROL DEVICE (ASCD)
AUTOMATIC SPEED CONTROL DEVICE (ASCD) : Switch Name and Function
INFOID:0000000007576977
SWITCHES AND INDICATORS
SET SPEED RANGE
ASCD system can be set the following vehicle speed.
SWITCH OPERATION
SET OPERATION
Press MAIN switch. (The CRUISE indicator in combination meter illuminates.)
When vehicle speed reaches a desired speed between approximately 40 km/h (25 MPH) and 144 km/h (90
MPH), press COAST/SET switch.
ACCELERATE OPERATION
If the ACCEL/RES switch is pressed during the cruise control driving, increase the vehicle speed until the
switch is released or vehicle speed reaches maximum speed controlled by the system.
And then ASCD will keep the new set speed.
CANCEL OPERATION
• When any of following conditions exist, the cruise operation is canceled.
- CANCEL switch is pressed
- ASCD MAIN switch is pressed (Set speed is cleared)
- More than 2 switches at ASCD steering switch are pressed at the same time (Set speed is cleared)
- Brake pedal is depressed
- Clutch pedal is depressed or gear position is changed to neutral position. (M/T models)
- Selector lever is changed to N, P or R position (CVT models)
- Vehicle speed decreased to 13 km/h (8 MPH) lower than the set speed
- TCS system is operated
1.
CRUISE indicator
2.
CANCEL switch
3.
ACCEL/RES switch
4.
COAST/SET switch
5.
ASCD MAIN switch
A.
On the combination meter
B.
On the steering wheel
JPBIA4897ZZ
Minimum speed (Approx.)
Maximum speed (Approx.)
40 km/h (25 MPH)
144 km/h (90 MPH)
Item
Function
CANCEL switch
Cancels the cruise control driving.
ACCEL/RES switch
• Resumes the set speed.
• Increases speed incrementally during cruise control driving.
COAST/SET switch
• Sets desired cruise speed.
• Decreases speed incrementally during cruise control driving.
ASCD MAIN switch
Master switch to activate the ASCD system.
Revision: 2011 October
2012 JUKE
OPERATION
EC-61
< SYSTEM DESCRIPTION >
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• When the ECM detects any of the following conditions, the ECM cancels the cruise operation and informs
the driver by blinking CRUISE indicator lamp.
- Engine coolant temperature is slightly higher than the normal operating temperature, CRUISE indicator lamp
is blinked slowly.
NOTE:
Engine coolant temperature decreases to the normal operating temperature, CRUISE indicator lamp stop
blinking and the cruise operation is able to work.
- Malfunction for some self-diagnoses regarding ASCD control: CRUISE indicator will blink quickly.
• When ASCD MAIN switch is turned to OFF during the cruise control driving, all of ASCD operations is can-
celed and vehicle speed memory is erased.
COAST OPERATION
When the COAST/SET switch is pressed during the cruise control driving, decrease vehicle set speed until the
switch is released. And then ASCD will keep the new set speed.
RESUME OPERATION
• When the ACCEL/RES switch is pressed after the cancel operation other than pressing ASCD MAIN switch
is performed, vehicle speed is return to last set speed. To resume vehicle set speed, vehicle condition must
meet following conditions.
- Brake pedal is released
- Clutch pedal is released (M/T models)
- Selector lever is in other than P and N positions (CVT models)
- Vehicle speed is greater than 40 km/h (25 MPH) and less than 144 km/h (90 MPH)
Revision: 2011 October
2012 JUKE
EC-62
< SYSTEM DESCRIPTION >
[MR16DDT ]
ON BOARD DIAGNOSTIC (OBD) SYSTEM
ON BOARD DIAGNOSTIC (OBD) SYSTEM
Diagnosis Description
INFOID:0000000007576978
This system is an on board diagnostic system that records exhaust emission-related diagnostic information
and detects a sensors/actuator-related malfunction. A malfunction is indicated by the malfunction indicator
lamp (MIL) and stored in control module memory as a DTC. The diagnostic information can be obtained with
the diagnostic tool (GST: Generic Scan Tool).
GST (Generic Scan Tool)
INFOID:0000000007576979
When GST is connected with a data link connector equipped on the vehicle side, it will communicate with the
control module equipped in the vehicle and then enable various kinds of diagnostic tests. Refer to
NOTE:
Service $0A is not applied for regions where it is not mandated.
Revision: 2011 October
2012 JUKE
DIAGNOSIS SYSTEM (ECM)
EC-63
< SYSTEM DESCRIPTION >
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DIAGNOSIS SYSTEM (ECM)
DIAGNOSIS DESCRIPTION
DIAGNOSIS DESCRIPTION : 1st Trip Detection Logic and Two Trip Detection Logic
INFOID:0000000007576980
When a malfunction is detected for the first time, 1st trip DTC and 1st trip Freeze Frame data are stored in the
ECM memory. The MIL will not illuminate at this stage. <1st trip>
If the same malfunction is detected again during the next drive, the DTC and Freeze Frame data are stored in
the ECM memory, and the MIL illuminates. The MIL illuminates at the same time when the DTC is stored.
<2nd trip> The “trip” in the “Two Trip Detection Logic” means a driving mode in which self-diagnosis is per-
formed during vehicle operation. Specific on board diagnostic items will cause the ECM to illuminate or blink
the MIL, and store DTC and Freeze Frame data, even in the 1st trip, as shown below.
×
: Applicable
—: Not applicable
DIAGNOSIS DESCRIPTION : DTC and Freeze Frame Data
INFOID:0000000007576981
DTC AND 1ST TRIP DTC
The 1st trip DTC (whose number is the same as the DTC number) is displayed for the latest self-diagnostic
result obtained. If the ECM memory was cleared previously, and the 1st trip DTC did not recur, the 1st trip DTC
will not be displayed.
If a malfunction is detected during the 1st trip, the 1st trip DTC is saved in the ECM memory. The MIL will not
light up (two trip detection logic). If the same malfunction is not detected in the 2nd trip (meeting the required
driving pattern), the 1st trip DTC is cleared from the ECM memory. If the same malfunction is detected in the
2nd trip, both the 1st trip DTC and DTC are saved in the ECM memory and the MIL lights up. In other words,
the DTC is stored in the ECM memory and the MIL lights up when the same malfunction occurs in two consec-
utive trips. If a 1st trip DTC is stored and a non-diagnostic operation is performed between the 1st and 2nd
trips, only the 1st trip DTC will continue to be stored. For malfunctions that blink or light up the MIL during the
1st trip, the DTC and 1st trip DTC are stored in the ECM memory.
For malfunctions in which 1st trip DTCs are displayed, refer to
required by legal regulations to continuously monitor the system/component. In addition, the items monitored
non-continuously are also displayed on CONSULT.
1st trip DTC is specified in Service $07 of SAE J1979/ISO 15031-5. 1st trip DTC detection occurs without illu-
minating the MIL and therefore does not warn the driver of a malfunction.
When a 1st trip DTC is detected, check, print out or write down and erase (1st trip) DTC and Freeze Frame
data as specified in Work Flow procedure Step 2, refer to
tion Procedure or Component Function Check to try to duplicate the malfunction. If the malfunction is dupli-
cated, the item requires repair.
FREEZE FRAME DATA AND 1ST TRIP FREEZE FRAME DATA
The ECM records the driving conditions such as fuel system status, calculated load value, engine coolant tem-
perature, short term fuel trim, long term fuel trim, engine speed, vehicle speed, absolute throttle position, base
fuel schedule and intake air temperature at the moment a malfunction is detected.
Data which are stored in the ECM memory, along with the 1st trip DTC, are called 1st trip freeze frame data.
The data, stored together with the DTC data, are called freeze frame data and displayed on CONSULT or
GST. The 1st trip freeze frame data can only be displayed on the CONSULT screen.
Items
MIL
DTC
1st trip DTC
1st trip
2nd trip
1st trip
displaying
2nd trip
displaying
1st trip
displaying
2nd trip
display-
ing
Blinking
Illuminat-
ed
Blinking
Illuminat-
ed
Misfire (Possible three way catalyst
damage) — DTC: P0300 – P0304
is being detected
×
—
—
—
—
—
×
—
Misfire (Possible three way catalyst
damage) — DTC: P0300 – P0304
is being detected
—
—
×
—
—
×
—
—
One trip detection diagnoses (Re-
fer to
.)
—
×
—
—
×
—
—
—
Except above
—
—
—
×
—
×
×
—
Revision: 2011 October
2012 JUKE
EC-64
< SYSTEM DESCRIPTION >
[MR16DDT ]
DIAGNOSIS SYSTEM (ECM)
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.
For example, the EGR malfunction (Priority: 2) was detected and the freeze frame data was saved in the 2nd
trip. After that when the misfire (Priority: 1) is detected in another trip, the freeze frame data will be updated
from the EGR malfunction to the misfire. The 1st trip freeze frame data is updated each time a different mal-
function is detected. There is no priority for 1st trip freeze frame data. However, once freeze frame data is
stored in the ECM memory, 1st trip freeze data is no longer stored (because only one freeze frame data or 1st
trip freeze frame data can be stored in the ECM). If freeze frame data is stored in the ECM memory and freeze
frame data with the same priority occurs later, the first (original) freeze frame data remains unchanged in the
ECM memory.
Both 1st trip freeze frame data and freeze frame data (along with the DTCs) are cleared when the ECM mem-
ory is erased.
DIAGNOSIS DESCRIPTION : Counter System
INFOID:0000000007576982
RELATIONSHIP BETWEEN MIL, 1ST TRIP DTC, DTC, AND DETECTABLE ITEMS
• When a malfunction is detected for the first time, the 1st trip DTC and the 1st trip freeze frame data are
stored in the ECM memory.
• When the same malfunction is detected in two consecutive trips, the DTC and the freeze frame data are
stored in the ECM memory, and the MIL will come on.
• The MIL will turn OFF after the vehicle is driven 3 times (driving pattern B) with no malfunction. The drive is
counted only when the recorded driving pattern is met (as stored in the ECM). If another malfunction occurs
while counting, the counter will reset.
• The DTC and the freeze frame data will be stored until the vehicle is driven 40 times (driving pattern A) with-
out the same malfunction recurring (except for Misfire and Fuel Injection System). For Misfire and Fuel Injec-
tion System, the DTC and freeze frame data will be stored until the vehicle is driven 80 times (driving pattern
C) without the same malfunction recurring. The “TIME” in “SELF-DIAGNOSTIC RESULTS” mode of CON-
SULT will count the number of times the vehicle is driven.
• The 1st trip DTC is not displayed when the self-diagnosis results in OK for the 2nd trip.
COUNTER SYSTEM CHART
For details about patterns B and C under “Fuel Injection System” and “Misfire”, see “EXPLANATION FOR
DRIVING PATTERNS FOR “MISFIRE <EXHAUST QUALITY DETERIORATION>”, “FUEL INJECTION SYS-
TEM”.
For details about patterns A and B under Other, see “EXPLANATION FOR DRIVING PATTERNS FOR “MIS-
FIRE <EXHAUST QUALITY DETERIORATION>”, “FUEL INJECTION SYSTEM”.
• *1: Clear timing is at the moment OK is detected.
• *2: Clear timing is when the same malfunction is detected in the 2nd trip.
Relationship Between MIL, DTC, 1st Trip DTC and Driving Patterns for “Misfire <Exhaust Quality De-
terioration>”, “Fuel Injection System”
Priority
Items
1
Freeze frame data
Misfire — DTC: P0300 – P0304
Fuel Injection System Function — DTC: P0171
2
Except the above items
3
1st trip freeze frame data
Items
Fuel Injection System
Misfire
Other
MIL (turns OFF)
3 (pattern B)
3 (pattern B)
3 (pattern B)
DTC, Freeze Frame Data (no display)
80 (pattern C)
80 (pattern C)
40 (pattern A)
1st Trip DTC (clear)
1 (pattern C), *1
1 (pattern C), *1
1 (pattern B)
1st Trip Freeze Frame Data (clear)
*1, *2
*1, *2
1 (pattern B)
Revision: 2011 October
2012 JUKE
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