Nissan Murano Z50 (2005 year). Manual — part 79
PRECAUTIONS
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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.
PBIB1356E
SEF709Y
SEF708Y
EC-20
PREPARATION
Revision: 2005 August
2005 Murano
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
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)
KV10117100
(J-36471-A)
Heated oxygen
sensor wrench
Loosening or tightening heated oxygen sensor with
22 mm (0.87 in) hexagon nut
KV10114400
(J-38365)
Heated oxygen
sensor wrench
Loosening or tightening heated oxygen sensor
a: 22 mm (0.87 in)
(J-44321)
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
S-NT564
S-NT379
S-NT636
LEC642
S-NT825
S-NT826
PREPARATION
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Commercial Service Tools
ABS004A7
Tool name
(Kent-Moore No.)
Description
Leak detector
i.e.: (J-41416)
Locating the EVAP leak
EVAP service port
adapter
i.e.: (J-41413-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: 2005 August
2005 Murano
ENGINE CONTROL SYSTEM
PFP:23710
System Diagram
ABS004A8
PBIB2307E
ENGINE CONTROL SYSTEM
EC-23
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Multiport Fuel Injection (MFI) System
ABS004AB
INPUT/OUTPUT SIGNAL CHART
*1: This sensor is not used to control the engine system. This is used only for the on board diagnosis.
*2: This signals is 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 injector
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
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-24
ENGINE CONTROL SYSTEM
Revision: 2005 August
2005 Murano
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 air
fuel ratio (A/F) sensor 1 in the exhaust manifold to monitor whether the engine operation is rich or lean. The
ECM adjusts the injection pulse width according to the sensor voltage signal. For more information about air
fuel ratio (A/F) sensor 1, refer to
EC-483, "DTC P1271, P1281 A/F SENSOR 1"
. This maintains the mixture
ratio within the range of stoichiometric (ideal air-fuel mixture).
This stage is referred to as the closed loop control condition.
Heated oxygen sensor 2 is located downstream of the three way catalyst (manifold). Even if the switching
characteristics of air fuel ratio (A/F) sensor 1 shift, the air-fuel ratio is controlled to stoichiometric by the signal
from heated oxygen sensor 2.
Open Loop Control
The open loop system condition refers to when the ECM detects any of the following conditions. Feedback
control stops in order to maintain stabilized fuel combustion.
●
Deceleration and acceleration
●
High-load, high-speed operation
●
Malfunction of A/F sensor 1 or its circuit
●
Insufficient activation of A/F sensor 1 at low engine coolant temperature
●
High engine coolant temperature
●
During warm-up
●
After shifting from N to D
●
When starting the engine
MIXTURE RATIO SELF-LEARNING CONTROL
The mixture ratio feedback control system monitors the mixture ratio signal transmitted from A/F sensor 1.
This feedback signal is then sent to the ECM. The ECM controls the basic mixture ratio as close to the theoret-
ical mixture ratio as possible. However, the basic mixture ratio is not necessarily controlled as originally
designed. Both manufacturing differences (i.e., mass air flow sensor hot wire) and characteristic changes dur-
ing operation (i.e., injector clogging) directly affect mixture ratio.
Accordingly, the difference between the basic and theoretical mixture ratios is monitored in this system. This is
then computed in terms of “injection pulse duration” to automatically compensate for the difference between
the two ratios.
“Fuel trim” refers to the feedback compensation value compared against the basic injection duration. Fuel trim
includes short term fuel trim and long term fuel trim.
“Short term fuel trim” is the short-term fuel compensation used to maintain the mixture ratio at its theoretical
value. The signal from A/F sensor 1 indicates whether the mixture ratio is RICH or LEAN compared to the the-
oretical value. The signal then triggers a reduction in fuel volume if the mixture ratio is rich, and an increase in
fuel volume if it is lean.
“Long term fuel trim” is overall fuel compensation carried out long-term to compensate for continual deviation
of the short term fuel trim from the central value. Such deviation will occur due to individual engine differences,
wear over time and changes in the usage environment.
SEF503YB
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, operation of the engine at excessively high speeds or oper-
ation of the vehicle 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
Firing order: 1 - 2 - 3 - 4 - 5 - 6
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.
The ECM receives information such as the injection pulse width and camshaft position sensor signal. Comput-
ing this information, ignition signals are transmitted to the power transistor.
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
●
At low battery voltage
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
EC-26
ENGINE CONTROL SYSTEM
Revision: 2005 August
2005 Murano
●
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.
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 under no load (for example, the shift position is neutral and engine
speed over is 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 be operated until the engine speed reaches 1,500 rpm, then fuel cut will be cancelled.
NOTE:
This function is different from deceleration control listed under “Multiport Fuel Injection (MFI) System”,
.
Sensor
Input Signal to ECM
ECM function
Actuator
Park/neutral position (PNP) switch
Neutral position
Fuel cut con-
trol
Fuel injector
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
AIR CONDITIONING CUT CONTROL
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AIR CONDITIONING CUT CONTROL
PFP:23710
Input/Output Signal Chart
ABS004AD
*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
ABS00E9M
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.
Sensor
Input Signal to ECM
ECM function
Actuator
Air conditioner switch*
1
Air conditioner ON signal
Air conditioner
cut control
Air conditioner relay
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
EC-28
AUTOMATIC SPEED CONTROL DEVICE (ASCD)
Revision: 2005 August
2005 Murano
AUTOMATIC SPEED CONTROL DEVICE (ASCD)
PFP:18930
System Description
ABS004PK
INPUT/OUTPUT SIGNAL CHART
*: This signal is sent to the ECM through CAN communication line
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 (89 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.
NOTE:
Always drive vehicle in safe manner according to traffic conditions and obey all traffic laws.
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 (89
MPH), press SET/COAST switch. (Then SET indicator in combination meter illuminates.)
ACCEL OPERATION
If the RESUME/ACCELERATE switch is pressed during 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, cruise operation will be canceled.
●
CANCEL switch is pressed.
●
More than 2 switches at ASCD steering switch are pressed at the same time (Set speed will be cleared.).
●
Brake pedal is depressed.
●
Selector lever is changed to N, P, R position.
●
Vehicle speed decreased to 13 km/h (8 MPH) lower than the set speed.
●
VDC/TCS system is operated.
●
CVT control system has a malfunction. Refer to
EC-594, "DTC P1700 CVT CONTROL SYSTEM"
When the ECM detects any of the following conditions, the ECM will cancel the cruise operation and inform
the driver by blinking indicator lamp.
●
Engine coolant temperature is slightly higher than the normal operating temperature, CRUISE lamp may
blink slowly.
When the engine coolant temperature decreases to the normal operating temperature, CRUISE lamp will
stop blinking and the cruise operation will be able to work by pressing SET/COAST switch or RESUME/
ACCELERATE switch.
●
Malfunction for some self-diagnoses regarding ASCD control: SET lamp will blink quickly.
If MAIN switch is turned to OFF during ASCD is activated, all of ASCD operations will be canceled and vehicle
speed memory will be erased.
Sensor
Input signal to ECM
ECM function
Actuator
ASCD brake switch
Brake pedal operation
ASCD vehicle speed control
Electric throttle control
actuator
Stop lamp switch
Brake pedal operation
ASCD steering switch
ASCD steering switch operation
Park/Neutral position (PNP)
switch
Gear position
Unified meter and A/C amp.*
Vehicle speed
TCM*
Powertrain revolution
AUTOMATIC SPEED CONTROL DEVICE (ASCD)
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COAST OPERATION
When the SET/COAST switch is pressed during 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 RESUME/ACCELERATE switch is pressed after cancel operation other than pressing MAIN switch
is performed, vehicle speed will return to last set speed. To resume vehicle set speed, vehicle condition must
meet following conditions.
●
Brake pedal is released.
●
CVT selector lever is in other than P and N positions.
●
Vehicle speed is greater than 40 km/h (25 MPH) and less than 144 km/h (89 MPH).
Component Description
ABS004PL
ASCD STEERING SWITCH
Refer to
ASCD BRAKE SWITCH
Refer to
.
STOP LAMP SWITCH
Refer to
and
ELECTRIC THROTTLE CONTROL ACTUATOR
Refer to
and
ASCD INDICATOR
Refer to
EC-30
CAN COMMUNICATION
Revision: 2005 August
2005 Murano
CAN COMMUNICATION
PFP:23710
System Description
ABS00E9H
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
, about CAN communication for detail.
EVAPORATIVE EMISSION SYSTEM
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EVAPORATIVE EMISSION SYSTEM
PFP:14950
Description
ABS004PB
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 and
idling.
PBIB1631E
EC-32
EVAPORATIVE EMISSION SYSTEM
Revision: 2005 August
2005 Murano
EVAPORATIVE EMISSION LINE DRAWING
PBIB1296E
EVAPORATIVE EMISSION SYSTEM
EC-33
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PBIB1385E
EC-34
EVAPORATIVE EMISSION SYSTEM
Revision: 2005 August
2005 Murano
Component Inspection
ABS004PC
EVAP CANISTER
Check EVAP canister as follows:
1.
Block port B .
2.
Blow air into port A and check that it flows freely out of port C .
3.
Release blocked port B .
4.
Apply vacuum pressure to port B and check that vacuum pres-
sure exists at the ports A and C .
5.
Block port A and B .
6.
Apply pressure to port C and check that there is no leakage.
FUEL TANK VACUUM RELIEF VALVE (BUILT INTO FUEL FULLER CAP)
1.
Wipe clean valve housing.
2.
Check valve opening pressure and vacuum.
3.
If out of specification, replace fuel filler cap as an assembly.
CAUTION:
Use only a genuine fuel filler cap as a replacement. If an incor-
rect fuel filler cap is used, the MIL may come on.
EVAP CANISTER PURGE VOLUME CONTROL SOLENOID VALVE
Refer to
and
.
FUEL TANK TEMPERATURE SENSOR
Refer to
and
.
EVAP CANISTER VENT CONTROL VALVE
Refer to
and
.
EVAP CONTROL SYSTEM PRESSURE SENSOR
Refer to
and
.
PBIB1044E
SEF445Y
Pressure:
15.3 - 20.0 kPa (0.156 - 0.204 kg/cm
2
, 2.22
- 2.90 psi)
Vacuum:
−
6.0 to
−
3.3 kPa (
−
0.061 to
−
0.034 kg/cm
2
,
−
0.87 to
−
0.48 psi)
SEF943S
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