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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

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

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.

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

Wipe clean valve housing.

Check valve opening pressure and vacuum.

Pressure:

16.0 - 20.0 kPa (0.16 - 0.20 bar, 0.163 - 0.204 kg/cm

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

, −0.87 to −0.51 psi)

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

Visually inspect vapor lines for leaks, cracks, damage, loose
connections, chafing and deterioration.

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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