E - THEORY/OPERATION

1993 Nissan Sentra

1993 ENGINE PERFORMANCE

Nissan Theory & Operation

Altima, Maxima, NX, Pathfinder,

Pickup, Quest, Sentra, 240SX, 300ZX

INTRODUCTION
This article covers basic description and operation of engine
performance-related systems and components. Read this article before
diagnosing vehicles or systems with which you are not completely
familiar.

1993 TERMINOLOGY
Due to federal government requirements, manufacturers may use
names and acronyms for systems and components different than those
used in previous years. The following table will help eliminate
confusion when dealing with these components and systems. Only
relevant components and systems whose names have changed from current
Nissan Motor Co. terminology have been listed. See REVISED TERMINOLOGY
table.

REVISED TERMINOLOGY TABLE

1992 & Earlier 1993

CHECK ENGINE Light ......... Malfunction Indicator Light (MIL)

Camshaft Sensor ............... Camshaft Position (CMP) Sensor
Crankshaft Angle Sensor ...... Cranksaft Position (CKP) Sensor
DIS ................................. Electronic Ignition (EI)
ECU .............................. Engine Control Module (ECM)

AIR INDUCTION SYSTEM

POWER VALVE SYSTEM (MAXIMA)

The power valve system is designed to improve engine torque
and power production by increasing or decreasing intake manifold
induction volume under different driving conditions. A limited
induction volume is desirable at low or medium speed under heavy load.
This will increase intake velocity and improve atomizing of fuel and
combustion efficiency. An increased induction volume is desirable
under heavy load and high speed conditions.
Power valve system consists of power valve (built into
intake manifold), diaphragm type power valve actuator, vacuum surge
tank, power valve solenoid, one-way check valve and connecting vacuum
hoses. See Fig. 1.
Fig. 1: Identifying Power Valve Operation (Maxima)
Courtesy of Nissan Motor Co., U.S.A.

Power Valve
Valve is used to modify the induction passage of the power
valve control system. It is set in the fully closed or fully open
position by the power valve actuator. Power valve actuator is
regulated by the ECM-controlled power valve solenoid. Vacuum for
operating the actuator is stored in a surge tank.

Power Valve Solenoid

Power valve solenoid receives power from the Brown fusible
link in the fuse box. Solenoid is energized when ECM provides a ground
for solenoid through ECM terminal No. 8. For location and
identification of ECM terminals, see L - WIRING DIAGRAMS article. When
ECM activates power valve solenoid, vacuum from surge tank passes
through solenoid to power valve actuator, pulling the power valve
closed.

Surge Tank & One-Way Check Valve

When vehicle is running, manifold vacuum passes through the
one-way check valve into the vacuum storage surge tank. Check valve
holds vacuum in storage tank at a high level regardless of current
manifold vacuum levels. This allows the power valve to remain fully
closed under heavy engine loads when manifold vacuum is insufficient.

SWIRL COMBUSTION VALVE (SCV) SYSTEM (PICKUP 2.4L & 240SX)

 The SCV system is designed to improve engine torque and power
production by increasing or decreasing intake manifold induction
volume under different driving conditions. A limited induction volume
is desirable at low or medium speed under heavy load. This will
increase intake velocity and improve atomizing of fuel and combustion
efficiency. An increased induction volume is desirable under heavy
load and high speed conditions.
SCV system consists of swirl control valve (built into
intake manifold), diaphragm type swirl control valve actuator and
swirl control valve solenoid.

Swirl Control Valve

Valve is used to modify the induction passage of the SCV
system. It is set in the fully closed or fully open position by the
swirl control valve actuator. Valve actuator is regulated by the ECM-
controlled swirl control valve solenoid.

Swirl Control Valve Solenoid

Swirl control valve solenoid receives power from a 10-amp
fuse in relay box. Solenoid is energized when ECM provides a ground
for solenoid through ECM terminal No. 25 (terminal No. 12 on Pickup).
For location and identification of ECM terminals, see appropriate
L - WIRING DIAGRAMS article. When ECM activates solenoid, manifold
vacuum passes through solenoid to swirl control valve actuator,
pulling swirl control valve closed.

TURBOCHARGER (300ZX TURBO)

Turbocharger system uses twin turbochargers and twin air-to-
air intercoolers. A wastegate system is used to control maximum boost
pressure. The wastegate is controlled by a solenoid valve.

Wastegate Control Solenoid Valve

Wastegate control solenoid valve changes vacuum source to
wastegate valve actuator to achieve suitable turbo boost pressure.
When detonation occurs, the solenoid valve turns off and opens
wastegate valve, which lowers turbo boost pressure.

VALVE TIMING CONTROL SYSTEM (MAXIMA VE30DE, NX 1.6L,

SENTRA 1.6L & 300ZX)

Valve timing control system consists of intake camshaft

pulley and advance/retard mechanism, valve timing control solenoid and
oil control valve. See Fig. 2. Valve timing control is used to
increase engine performance by advancing or retarding the intake
camshaft.
Intake valve opening and closing points are controlled by
the ECM according to engine operating conditions. This affects the
overall torque curve by allowing more favorable torque applications at
low-to-medium speeds. Inputs from the coolant temperature, throttle
position and mass airflow sensors, as well as engine RPM and gear
position, are used by ECM to determine operation.

Valve Timing Control Solenoid

Oil pressure, applied through valve timing control solenoid,
is used to adjust camshaft pulley position. At idle or high speed,
valve timing control solenoid is off, valve timing is retarded and
valve overlap is decreased. At low-to-medium speed, valve timing
control solenoid is on, valve timing is advanced and valve overlap is
increased. This results in increased torque at lower engine RPM.
Fig. 2: Valve Timing Control System Component ID (300ZX Shown;
Others Similar)
Courtesy of Nissan Motor Co., U.S.A.

COMPUTERIZED ENGINE CONTROLS

The Electronic Concentrated Control System (ECCS) is a
computerized emission, ignition, and fuel control system. A single
Engine Control Module (ECM) uses input voltage signals received from
various input components to control output.
ECM compares each input signal to the appropriate parameter
preprogrammed in ECM and adjusts output voltage signals accordingly.
This allows optimum vehicle performance under various conditions.
Voltage to ECM and components requiring battery voltage is supplied by
a safety relay and/or a main relay. Safety relay is used to prevent
damage to ECM in the event of reverse polarity at the battery cables.

ENGINE CONTROL MODULE (ECM)

The ECM consists of a microcomputer, inspection lights
(except Quest), diagnostic mode selector, connectors and wiring for
voltage signal input, voltage signal output, and power supply. The
unit is not serviceable and should not be opened. Inspection lights
are provided on side of unit for self-diagnostic checks. The ECM
contains memory and logic circuits, enabling it to interpret sensor
inputs and control various engine systems. To locate ECM, see ECM
LOCATIONS table.

ECM LOCATIONS TABLE

Application Location

Altima ............................... Under Center Console

Maxima, NX & Sentra ................. Behind Center Console
Pathfinder & Pickup .................. Under Passenger Seat
Quest ...................... Behind Center Instrument Panel
240SX .................... Behind Passenger-Side Kick Panel
300ZX .................................... Behind Glove Box





























































NOTE: Components are grouped into 2 categories. The first category
is INPUT DEVICES, which are components that control or
produce voltage signals monitored by the ECM. The second
category is OUTPUT SIGNALS, which are components controlled
by the ECM.

INPUT DEVICES
Vehicles are equipped with different combinations of input
devices. Not all devices are used on all models. Input signals
include:

A/C Switch
Informs ECM when A/C system is on. ECM responds by increasing
idle speed to improve idling and reduce emissions. During heavy engine
load, ECM will also open the A/C clutch relay to disengage A/C clutch.

A/C Thermo Control Amplifier

Informs ECM of A/C system evaporator outlet temperature.
Input helps determine cooling fan operation.

Air Temperature Sensor

The air temperature sensor is located in the air cleaner box.
Sensor monitors temperature of incoming air. Sensor is a thermistor
and increases (cold) or decreases (hot) its resistance in response to
temperature changes. The air temperature sensor controls ignition
timing when intake air temperature is extremely high to prevent engine
knock (detonation).

Battery Voltage Compensation

Injector pulse width is directly affected by battery voltage.
As battery voltage drops, so does injector pulse width, causing a lean
air/fuel mixture. To compensate, ECM monitors battery voltage and
increases injector pulse width if voltage drops. This monitored
voltage is also used with other input values to calculate idle speed
and is a factor for determining ignition timing.

Crankshaft Position (CKP) Sensor

The CKP sensor monitors engine speed and piston position. The
CKP sensor, which is built into the distributor, has a rotor plate and
a wave-forming circuit. The rotor plate has 360 small outer slits (one
degree apart) to determine CKP and 4 (4-cylinder) or 6 (V6) larger
inner signal slits, 90 (4-cylinder) or 60 (V6) degrees apart, to
determine engine speed. See Fig. 6. The signal slit for cylinder No. 1
is the largest inner signal slit to allow ECM to determine TDC for
cylinder No. 1.
When the signal rotor plate passes the space between the
Light Emitting Diode (LED) and photo diode, the slits in the signal
rotor plate alternately cut the light from LED to the photo diode.
This causes a pulsating voltage, which is converted into an on-off
pulse by the wave-forming circuit and sent to the ECM. ECM uses this
signal to control fuel injection, ignition timing and other functions.
 Engine Coolant Temperature (ECT) Sensor
ECT sensor is installed in the coolant inlet housing or
intake manifold coolant passage. Sensor senses changes in temperature
by monitoring the resistance of a thermistor. As temperature
increases, thermistor resistance decreases.
Sensor sends temperature information to ECM for air/fuel
mixture, timing and idle speed control. During warm-up from cold
start, ECM increases fuel enrichment to maintain engine performance.
As engine temperature increases, the ECM gradually decreases fuel
enrichment until engine reaches normal operating temperature.

EGR Temperature Sensor (California Models)

EGR temperature sensor, located near EGR valve, detects
temperature of exhaust gases passing through EGR valve. Sensor has a
thermistor which changes its resistance value in response to changes
in exhaust gas temperature. As temperature of exhaust gases increases,
resistance of sensor decreases. ECM analyzes these changes in
resistance and adjusts output voltage signals to EGR solenoid
accordingly.

Fuel Temperature Sensor

Fuel temperature sensor is built into fuel rail. When fuel
temperature is more than specified, ECM turns on Pressure Regulator
Valve (PRV) control solenoid to increase fuel pressure.

Ignition Switch
ECM detects when ignition switch is in ON or START position.
When ECM receives voltage signal for START position, it will actuate
injectors and compute and initiate ignition timing sequence and other
functions, including EGR control override during start-up.

Inhibitor Switch (A/T Models)

Switch is located on transmission/transaxle. Switch notifies
ECM when transmission/transaxle is in Park or Neutral and signals ECM
of increased engine load when vehicle is in gear. This signal is used
to calculate required changes in idle speed, ignition timing and
injector operation.

Knock Sensor (KS)

Basic ignition timing is preprogrammed. Detonation sensor
detects engine knocking, converts knocking vibration into voltage
signal and transmits signal to the ECM. Information is used by ECM to
adjust ignition timing accordingly to eliminate detonation.

Mass Airflow Sensor

Mass airflow sensor is located in main air intake duct. The
sensor uses a hot-wire type sensing element. Incoming air passing
through the airflow sensor causes the hot wire to cool. As a result,
ECM must apply additional current to maintain hot wire at the
precalibrated temperature. The ECM measures airflow by monitoring the
amount of additional current required to maintain hot wire at the
precalibrated temperature.
If airflow sensor output current is outside normal
operational range, a malfunction in airflow sensor is indicated. ECM
will go to throttle position sensor for information on driving
condition. During this period, ECM will limit engine speed to less
than 2000 or 3000 RPM, depending on model. This will inform the driver
that the vehicle is driving under fail-safe conditions and needs
attention.
Since the hot wire is exposed to atmospheric contaminants,
the ECM is programmed to clean the hot-wire each time the ignition is
cycled off. This is accomplished by heating the hot wire to 1832 F
(1000 C) for one second after ignition has been turned off for 5
seconds. This function will not occur if engine speed has not exceeded
1500 RPM, vehicle speed has not exceeded 12 MPH, engine has stalled
with ignition on, or engine is overheated.

Neutral Switch (M/T Models)

Switch is located on transmission/transaxle. Switch notifies
ECM when transmission/transaxle is in Neutral and signals ECM of
increased load when vehicle is in gear. Information is used to
calculate required changes in idle speed, ignition timing and injector
operation.

Oxygen Sensor
Sensor monitors the amount of unburned oxygen in the exhaust
gases. When heated in the presence of exhaust gases, sensor provides a
voltage signal which is used to adjust air/fuel mixture to obtain
optimum combustion. Two types of oxygen sensor are used: heated (3-
wires) and non-heated (one-wire). The heating circuit quickly brings
sensor to operating temperature.
A rich exhaust gas mixture causes sensor voltage to drop; a
lean exhaust gas mixture causes voltage to increase. The ECM monitors
the return signal from sensor and adjusts the air/fuel mixture
according to this return signal.

Power Steering Oil Pressure Switch

Switch is attached to the power steering high pressure line.
Switch monitors the power steering load and sends signal to the ECM.
When oil pressure exceeds a predetermined amount, ECM sends a voltage
signal to idle speed control valve to increase idle speed.

Throttle Position (TP) Sensor & Idle Switch

The TP sensor has a potentiometer which varies output voltage
in response to changes in throttle position. This information is
relayed to ECM in form of an input voltage signal on the 3-terminal TP
sensor harness. TP sensor also has the ability to inform ECM of the
rate of changes taking place in throttle plate movement. TP sensor is
attached to throttle body housing and is actuated by movement of the
accelerator pedal.
The idle switch is an integral part of the TP sensor. Switch
is closed at idle and open during all other conditions. Switch is used
to inform the ECM when the throttle is closed for fuel-cut on
deceleration. Switch also has a full throttle position used only on
vehicles equipped with an automatic transmission control unit.

Vehicle Speed Sensor (VSS)

Provides ECM with vehicle speed signal. VSS consists of a
reed switch installed in speedometer unit. Reed switch transforms
vehicle speed into pulsed signal.

OUTPUT SIGNALS
Vehicles are equipped with different combinations of ECM-
controlled components. Not all components listed below are used on
every vehicle. For theory and operation on each output component,
refer to the indicated system.

A/C Clutch
See MISCELLANEOUS CONTROLS.

Air-Cut Valve
See IDLE SPEED under FUEL SYSTEM.

Air Injection Valve (AIV) Control

See AIR INJECTION under EMISSION SYSTEMS.
 Air Regulator
See IDLE SPEED under FUEL SYSTEM.

Mass Airflow Sensor Self-Cleaning

See MASS AIRFLOW SENSOR under INPUT DEVICES.

Automatic Transmission/Transaxle Control Unit (ATCU)

See TRANSMISSION/TRANSAXLE CONTROLS under MISCELLANEOUS
CONTROLS.

Auxiliary Air Control (AAC) Valve

See IDLE SPEED under FUEL SYSTEM.

Canister Purge Control

See FUEL EVAPORATION SYSTEM under EMISSION SYSTEMS.

Cooling Fan Motor

See COOLING FAN under MISCELLANEOUS CONTROLS.

Cooling Fan Relay

See COOLING FAN under MISCELLANEOUS CONTROLS.

Exhaust Gas Recirculation (EGR) Control

See EXHAUST GAS RECIRCULATION (EGR) SYSTEM under EMISSION
SYSTEMS.

Fast Idle Control Device (FICD) Solenoid

See IDLE SPEED under FUEL SYSTEM.

Fuel Injector
See FUEL CONTROL under FUEL SYSTEM.

Fuel Pump Control Module (300ZX)

See FUEL DELIVERY under FUEL SYSTEM.

Fuel Pump Relay

See FUEL DELIVERY under FUEL SYSTEM.

Idle Speed Control

See IDLE SPEED under FUEL SYSTEM.

Ignition Timing Control

See IGNITION TIMING CONTROL SYSTEM under IGNITION SYSTEM.

Power Valve Solenoid

See POWER VALVE SYSTEM (MAXIMA) under AIR INDUCTION SYSTEM.

Power Transistor & Ignition Coil(s)

See DISTRIBUTOR IGNITION (DI) SYSTEM under IGNITION SYSTEM.

Pressure Regulator Control Solenoid

See FUEL DELIVERY under FUEL SYSTEM.

Swirl Control Valve Solenoid

See SWIRL COMBUSTION VALVE (SCV) SYSTEM (PICKUP 2.4L & 240SX)
under AIR INDUCTION SYSTEM.

Valve Timing Control

See VALVE TIMING CONTROL SYSTEM (MAXIMA VE30DE, NX 1.6L,
SENTRA 1.6L & 300ZX) under AIR INDUCTION SYSTEM.

Wastegate Control Solenoid Valve

 See TURBOCHARGER (300ZX TURBO) under AIR INDUCTION SYSTEM.

FUEL SYSTEM

FUEL DELIVERY
Fuel Pump
The electric in-tank fuel pump is turned on by the ECM. Fuel
pump is activated when ECM supplies the missing voltage or ground
signal through the fuel pump relay. Fuel pump will be energized by the
ECM for up to 5 seconds when ignition is first turned on, during
cranking and during running. Fuel pump will be de-energized about one
second after engine stops.

Fuel Pump Control Module (300ZX)

When fuel pump relay is activated, battery voltage is
directed through the relay to fuel pump control module and fuel pump.
See FUEL PUMP RELAY (300ZX). The fuel pump control module adjusts the
voltage supplied to fuel pump according to engine conditions. Fuel
pump control module supplies about 14 volts to fuel pump under
following conditions:

* One second after ignition switch is turned to ON position.

* During engine cranking.
* 
Thirty 
seconds after engine starts at temperatures greater than
122 F (50 C).  
* Engine temperature is less than 50 F (10 C).
* Engine is running under heavy load condition.

Under conditions other than those listed, fuel pump control

module limits fuel pump voltage to about 8 volts.

Fuel Pump Relay (Except Maxima & 300ZX)

Fuel pump relay receives current from battery or from the
ignition switch when switch is in the ON position. Relay is energized
when a ground is supplied at ECM terminal No. 104. This causes relay
contacts to close, delivering battery voltage to the in-tank fuel
pump.

Fuel Pump Relay (Maxima)

On VG30E engine, fuel pump receives battery voltage through a
10-amp fuse. Ground circuit for fuel pump is provided directly from
ECM during engine cranking. When vehicle is running, ground is
provided through fuel pump relay. If ECM detects a fuel pump circuit
failure, it will energize the fuel pump through a back-up circuit.
On VE30DE engine, the ECM operates the fuel pump for 5
seconds after ignition is turned on. The ECM controls the fuel pump
relay, which in turn controls the fuel pump. If the ECM receives 120-
degree signal from crank angle sensor, it knows that engine is running
and causes the fuel pump to remain on. If 120-degree signal from crank
angle sensor is not received, ECM stops fuel pump operation.

Fuel Pump Relay (300ZX)

Fuel pump relay receives battery voltage through a fusible
link. Ground circuit for fuel pump relay is provided through ECM. When
fuel pump relay is activated, battery voltage is directed through
relay to fuel pump control module and then fuel pump. See FUEL PUMP
CONTROL MODULE (300ZX).

Fuel Pressure Regulator

Fuel is delivered to the injector from the in-tank electric
fuel pump. Fuel pressure at the injector is regulated by the fuel
pressure regulator, located in the fuel return line between the
injector and the fuel tank. The pressure regulator is a sealed unit
divided into 2 chambers (fuel and spring) by a diaphragm. The fuel
chamber receives fuel through the inlet side from the injector fuel
rail. The spring chamber is connected to intake manifold vacuum.
A vacuum-operated diaphragm inside the regulator maintains
fuel pressure at a specific range, taking into consideration changes
in engine load. At idle, intake manifold vacuum is high, causing the
diaphragm to be pulled down, allowing excessive fuel to be returned to
the fuel tank. As the throttle is depressed, intake manifold vacuum
decreases, allowing diaphragm regulator spring to overcome manifold
vacuum, causing diaphragm to block fuel returning to fuel tank. This
causes an increase in fuel pressure.

Pressure Regulator Control Solenoid

When the pressure regulator control solenoid is energized,
vacuum to the fuel pressure regulator is blocked, causing fuel
pressure to increase. ECM energizes the pressure regulator control
 the  vehicle is started. When coolant
solenoid for 30 seconds each time
temperature is greater than 172 F (78 C) and engine speed is less than
2500 RPM or engine load is light, ECM will energize the pressure
regulator control solenoid for up to 3 minutes. This improves hot
engine start.

FUEL CONTROL
Feedback System
ECM calculates base injection pulse width by processing
signals from the CKP sensor and mass airflow sensor. After receiving
signals from sensors detecting engine conditions, ECM adds fuel
enrichment (preprogrammed into the control unit) to the base injection
width to obtain optimum fuel mixture for all operating conditions.
Fuel enrichment is always available during warm-up, starting, off
idle, heavy load and when engine temperature is great.
Fuel injection system incorporates mixture ratio feedback.
It is designed to maintain a precise mixture ratio. Through input
signals from the oxygen sensor, ECM can adjust air/fuel ratio to
optimally control exhaust emissions and engine performance. This
function takes place during closed loop operation. ECM continuously
monitors itself to stay within an acceptable emissions output range.
However, this feedback system can be overridden and will operate in
open loop when one or more of the following conditions exist:

* Starting.
* Engine and/or oxygen sensor cold.
* Driving at high speeds or under heavy load.
* Idling.
* Oxygen sensor monitors a too rich condition for over 10 seconds.
* Fuel shutoff solenoid is activated.
* Vehicle is decelerating.
* EGR temperature sensor is malfunctioning.

Fuel Injector
The fuel injector is a small elaborate solenoid. The ECM
sends a duration signal to the injector, which in turn opens to high
pressure fuel supplied by the fuel pump.

Sequential Fuel Injection (SFI)

SFI vehicles can operate in one of 2 injection modes:
simultaneous or sequential. In simultaneous injection mode, fuel is
injected into all cylinders at same time. In sequential injection
mode, injectors are triggered in spark plug firing order. Fuel
injection operates in sequential mode under most conditions. Fuel
injection will shift from sequential to simultaneous mode under
following conditions: when engine speed
 is less than 300 RPM, when
engine temperature is less than 140 F (60 C), and during starting.
If mass airflow sensor malfunctions, ECM will enter fail-safe
mode. In fail-safe mode, fuel injection is determined from internal
default tables based on throttle position. During fail-safe mode,
engine speed is limited to less than 2000 or 3000 RPM, depending on
model. When the engine reaches this maximum RPM, it will not go
faster, indicating the fail-safe system is in effect and vehicle needs
servicing.

IDLE SPEED
Idle Speed Control
ECM controls engine idle speed according to engine operating
conditions and component/model application. ECM will send a signal to
adjust and compensate for idle speed under the following conditions
(if applicable on system): from starting to 20 seconds after start,
low battery voltage, headlights on, heater switch on, A/C switch on,
rear defogger on, power steering oil pressure switch on, radiator fan
switch on, during deceleration and when vehicle is moving at idle. ECM
will also send voltage signal to one or more of the following
components as applicable:

* Altima, NX & Sentra - AAC Valve, IAC Valve, Fast Idle Control
Device (FICD), Air Regulator
* Maxima - AAC Valve, Air-Cut Valve
* Pathfinder & Pickup - AAC Valve, Air Regulator (3.0L), Air Cut
Valve
* 240SX - AAC Valve, Air Regulator
* 300ZX - AAC Valve, Fast Idle Control Device (FICD), Air Regulator

Auxiliary Air Control (AAC) Valve (Solenoid Type)

The ECM processes signals received from sensors to determine
the optimum idle speed under varying engine conditions. The ECM senses
engine condition and determines the best idle speed with regard to
coolant temperature and transmission/transaxle gear position. ECM will
then send an electrical on-off signal corresponding to the difference
between actual and optimum idle speed. AAC solenoid then regulates the
amount of by-passing air. ECM controls AAC solenoid by varying the
electrical signal "on" time.

Auxiliary Air Control (AAC) Valve (Motor Type)

ECM processes signals received from sensors to determine
optimum idle speed for various engine conditions. AAC valve is a
stepper motor with 4 windings. Windings are energized to extend or
retract AAC plunger to increase or decrease air by-passed around
throttle plate. When plunger retracts, idle speed increases. When
plunger extends, idle speed decreases. AAC valve is mounted on idle
air adjusting unit. See Fig. 3.

Fig. 3: Idle Air Adjusting Unit ID (300ZX Shown; Other Models

Similar)
Courtesy of Nissan Motor Co., U.S.A.
 Air-Cut Valve
The air-cut valve is mounted under the Auxiliary Air Control
(AAC) valve. Air-cut valve sensing unit is exposed to coolant flow. As
coolant temperature gradually increases, the air-cut door will begin
closing to limit maximum airflow through AAC, eliminating possible
dieseling in the event of AAC failure.

Air Regulator
The air regulator provides an air by-pass when engine is cold
for fast idle during warm-up. A bimetallic heater and rotary shutter
valve control the rate of air by-pass. See Fig. 4. When the bimetallic
heater and shutter are cold, air by-pass port is open. As engine
starts and an electrical current is permitted to flow through the
bimetallic heater, it warms up and closes the air by-pass port. The
air regulator and fuel pump are both energized by the fuel pump relay.

Fast Idle Control Device (FICD) Solenoid

FICD increases the idle speed for a few seconds when vehicle
is first started and when A/C compressor is engaged.

Fig. 4: Air Regulator ID (NX 1.6L, Pathfinder, Pickup 3.0L,

Sentra 1.6L, 240SX & 300ZX)
Courtesy of Nissan Motor Co., U.S.A.

IGNITION SYSTEM
NOTE: All models use a Light Emitting Diode (LED) Crankshaft
Position (CKP) sensor. For additional information on
operation, see INPUT DEVICES under COMPUTERIZED ENGINE
CONTROLS.

ELECTRONIC IGNITION (EI) SYSTEM

The distributorless type ignition system uses one coil per
cylinder. Individual coils are plugged directly onto spark plugs. See
Fig. 5. A crank angle sensor (mounted on front of left exhaust
camshaft) monitors engine speed and piston location. Signals created
by the crank angle sensor are sent to the ECM for processing. ECM then
delivers ignition signals to the power transistor to control ignition
by triggering the appropriate ignition coil. Power for ignition coils
is supplied from ignition switch through the power transistor relay.

Fig. 5: Identifying Direct Ignition System (300ZX)

Courtesy of Nissan Motor Co., U.S.A.

DISTRIBUTOR IGNITION (DI) SYSTEM

A crank angle sensor mounted inside the distributor monitors
engine speed and piston location. See Fig. 6. Signals created by the
crank angle sensor are sent to the ECM.

Power Transistor & Ignition Coil(s)

Power transistor uses ignition signals received from ECM to
trigger ignition coil. Power for ignition coil(s) is supplied through
the ignition switch.
Fig. 6: Distributor & Crank Angle Sensor Component ID (Direct
Ignition Crank Angle Sensor Is Similar)
Courtesy of Nissan Motor Co., U.S.A.

IGNITION TIMING CONTROL SYSTEM

 The ignition system controls ignition timing by matching
vehicle operating conditions to preprogrammed timing advance and
retard specifications. These parameters are stored in the ECM memory.
The ECM uses input from the crank angle, coolant and various other
sensors to determine advance requirements.
Ignition timing is controlled by the ECM according to engine
operating conditions. Optimum ignition timing for various driving
conditions is preprogrammed and stored in the ECM. ECM receives and
processes electrical signals from various sensors to determine present
driving conditions. ECM will then select optimum timing signal for the
present conditions and send voltage signal to the power transistor to
control timing advance and detonation retard operation (if equipped).

Ignition Timing Retard

See KNOCK SENSOR (KS) under INPUT DEVICES under COMPUTERIZED
ENGINE CONTROLS.

EMISSION SYSTEMS

AIR INJECTION
Pulsed Secondary Air Injection (PAIR) System
The air injection system is designed to send secondary air to
exhaust manifold in response to vacuum caused by exhaust system
pulsation. When secondary air is injected into the exhaust manifold,
continued burning of HC and CO in the exhaust system is allowed.
Tailpipe emissions of hydrocarbons (HC) and carbon monoxide (CO) are
reduced.

PAIR Solenoid
PAIR system operation is controlled by on/off switching of
PAIR solenoid. ECM monitors engine operation and switches solenoid
position depending on input received from various system sensors. PAIR
solenoid will be activated by ECM when vehicle is in the following
conditions:
  
* Idling
 or running at temperatures between 59 F (15 C) and 140 F
(60 C).  
* Idling at temperatures greater than 158 F (70 C).
* Decelerating.

FUEL EVAPORATION SYSTEM

The fuel evaporation system is used to reduce emissions of
hydrocarbons (HC) into the atmosphere. The system consists of a sealed
fuel tank, vacuum relief filler cap, charcoal canister, purge control
valve, fuel-check valve, canister purge and vacuum signal lines, and
vapor vent lines. Fuel vapor from the sealed fuel tank is stored in
the activated charcoal canister when the engine is not running. Fuel
vapor is retained in the canister until purged by air drawn through
the bottom of the canister to the intake manifold during engine
operation.
When engine is running at idle, purge control valve is
closed and only a small amount of stored vapor flows into the intake
manifold through the constant purge orifice. As engine speed increases
and the throttle vacuum rises higher, the purge control valve opens
and vapors are drawn into the intake manifold through the main purge
orifice and the constant purge orifice. See Figs. 7, 8 and 9.

Canister Purge Control

Ported purge signal is regulated by the ECM using a
combination EGR and canister purge control solenoid.

Fig. 7: Fuel Evaporation System ID (Altima & 240SX)

Courtesy of Nissan Motor Co., U.S.A.

Fig. 8: Fuel Evaporation System ID (Maxima, Pathfinder, Pickup,

Quest & 300ZX)
Courtesy of Nissan Motor Co., U.S.A.
Fig. 9: Fuel Evaporation System ID (NX & Sentra)
Courtesy of Nissan Motor Co., U.S.A.

EXHAUST GAS RECIRCULATION (EGR) SYSTEM

EGR Control
To reduce tailpipe emissions of NOx (oxides of nitrogen), an
exhaust gas recirculation system is incorporated within the Electronic
Concentrated Control System (ECCS). A portion of exhaust gases from
the exhaust manifold is returned to the intake manifold and then the
combustion chamber to be reburned. This is controlled by the EGR
valve, EGR control solenoid valve and backpressure transducer (some
models). EGR system does not operate under some or all of the
following conditions:

* Engine starting.
* Throttle valve switch on.
* Heavy engine load.
* Low engine temperature.
* High engine temperature at high engine speeds.

Under these conditions, ECM energizes the control solenoid

to pull the plunger downward, allowing control vacuum to bleed off to
atmosphere. California models are also equipped with EGR temperature
sensor located near the EGR valve. This sensor is used to determine
when EGR is actually occurring. If sensor indicates a low exhaust gas
temperature when EGR action is commanded, ECM can determine if an EGR
fault is present.

EGR Backpressure Transducer

A backpressure transducer is installed in the EGR valve
vacuum hose. During periods of low exhaust backpressure, when EGR is
not desirable, the transducer allows EGR vacuum signal to bleed off to
atmosphere. When backpressure increases, internal diaphragm of
transducer is lifted to block off vacuum bleed, allowing vacuum to
operate EGR diaphragm.

SELF-DIAGNOSTIC SYSTEM
NOTE: For additional information, see G - TESTS W/ CODES article.

Except Quest
Two types of self-diagnostic systems are used: single LED and
dual LED. Self-diagnostic system is located on the ECM. For system
application, see SELF-DIAGNOSTIC SYSTEM table. For ECM locations, see
ENGINE CONTROL MODULE (ECM) under COMPUTERIZED ENGINE CONTROLS.

Quest
Trouble codes are retrieved from ECM through MIL (CHECK
ENGINE light) located on instrument panel. MIL is used with Diagnostic
Test Connector (DTC). DTC is a 4-terminal connector located near the
starter.

SELF-DIAGNOSTIC SYSTEM TABLE

Application MIL LED Colors (No.)

Altima, NX, Sentra,

240SX & 300ZX ...... Calif. & Fed. ........... Red (1)
Maxima
VE30DE ............. Calif. & Fed. ........... Red (1)
VG30E .............. Calif. & Fed. ... Red & Green (2)
Pathfinder .......... Calif. & Fed. ... Red & Green (2)
Pickup
2.4L .................. Calif. ....... Red & Green (2)
3.0L ............... Calif. & Fed. ... Red & Green (2)

SELF-DIAGNOSTIC SYSTEM (SINGLE LED - 2 MODES)

NOTE: Switching modes is not possible to when the engine is
running. ECM will switch back to MODE I when ignition is
turned off.

Self-diagnostic system will operate in one of 2 modes. On

Quest,modes are changed by connecting and removing jumper wire between
DTC terminals "A" and "B". On all other models, modes are manually
changed using screwdriver through access port on ECM. To change mode,
turn ignition on but DO NOT start engine. Turn screwdriver fully
clockwise. Wait at least 2 seconds, then turn screwdriver fully
counterclockwise. Inspection light will begin to flash.

Mode I (Malfunction Warning)

This is the normal vehicle operating mode in which engine
must be running. On California models, if a malfunction occurs, Red
LED and CHECK ENGINE light will glow, indicating an ECCS malfunction
has occurred and a code has been stored. On Federal models, codes are
stored and Red LED will glow only when ECM Central Processing Unit
(CPU) malfunctions.

Mode II (Self-Diagnostics)
When mode is accessed, codes stored in ECM memory will be
flashed by the CHECK ENGINE light and the Red LED on the side of the
ECM (if equipped). Long flashes (.6 second) represent the first digit
of the code. Short flashes (.3 second) represent the second digit of
the code. For example: 3 long flashes followed by 5 short flashes of
the Red LED (or CHECK ENGINE light) would indicate a Code 35.

Mode II (Oxygen Sensor Monitor)

In this mode (engine running), both Red LED and CHECK ENGINE
light are used to monitor air/fuel mixture feedback control. For
results to be valid, vehicle must be in closed loop. In closed loop,
Red LED will indicate if system is running rich (light off), lean
(light on) or at ideal air/fuel ratio (blinking simultaneously with
CHECK ENGINE light).
If 2 oxygen sensors are used, the left sensor is monitored
first. To switch to right sensor, turn screwdriver fully clockwise
with engine running. Wait at least 2 seconds, then turn screwdriver
fully counterclockwise.

SELF-DIAGNOSTIC SYSTEM (DUAL LED - 5 MODES)

The self-diagnostic system is capable of detecting ECCS
malfunctions and storing current and intermittent trouble codes. All
codes are available for interpretation unless codes have been cleared
or ignition has been cycled on-off 50 times since the malfunction last
occurred.
Self-diagnostic system will be operated in one of 5 modes.
Modes are manually changed using screwdriver through access port on
ECM. To enter or change mode, turn screwdriver fully clockwise.
Inspection lights will begin to flash. When desired mode has been
entered, turn screwdriver fully counterclockwise. Red LED and Green
LED perform different functions in different modes.

Mode I
This is the normal vehicle operating mode. Green LED will
indicate loop status. If Green LED is not blinking, vehicle is in open
loop or a fault exists with the oxygen sensor or sensor circuit. If
Green LED is blinking, vehicle is in closed loop. If a malfunction
occurs, Red LED and CHECK ENGINE light (if equipped) will glow,
indicating an ECCS malfunction has occurred.

Mode II
Both Red LED and Green LED are used to monitor air/fuel
mixture feedback control. Green LED will function as described in MODE
I. If vehicle is in open loop, Red LED and Green LED will remain on or
off. In order for results to be valid, vehicle must be in closed loop.
In closed loop, Red LED remains off if system is running rich, comes
on if system is running lean and blinks simultaneously with Green LED
if system is at the ideal air/fuel ratio.

Mode III
When mode is accessed, codes stored in ECM memory will be
flashed by the Green LED and Red LED on the side of the ECM. Red LED
will flash the first digit of the code; Green LED will flash the
second digit of the code. For example: 3 flashes of the Red LED
followed by 5 flashes of the Green LED indicates Code 35.

Mode IV
This mode is used for checking ECCS switch status. When the
idle switch or starter switch is activated, the Red LED will come on
and go off as the status changes. For vehicle speed sensor status,
Green LED will remain off when vehicle speed is less than 12 MPH and
come on when vehicle speed is greater than 12 MPH.

Mode V
 This mode represents a real-time diagnostic test of the crank
angle sensor, ignition signal, mass airflow output signal and fuel
pump (Maxima). This mode is accessed for an in-bay running test of
vehicle. Red and Green LEDs must be monitored carefully during this
test; pay special attention to number of flashes before each pause.
The malfunction code will be displayed only once and will not
be stored in memory. If Red LED blinks on and off uniformly, a fault
in the crank angle sensor is indicated. If the Green LED flashes 2
times before a pause, it indicates a fault in the mass airflow sensor.
If the Red LED blinks 3 times before a pause, a fault in the fuel pump
circuit is indicated. If the Green LED blinks 4 times before a pause,
a fault in the ignition signal is indicated.

CHECK ENGINE LIGHT

Except Pickup 2.4L (Federal)
All applicable vehicles are equipped with a CHECK ENGINE
light on the instrument panel. Light comes on as a bulb check when the
ignition switch is turned to the ON position. Light also comes on when
systems related to the emission controls are malfunctioning during
normal vehicle operation (MODE I). For additional information, see
appropriate G - TESTS W/ CODES article.

MISCELLANEOUS CONTROLS
NOTE: Although not true engine performance-related systems, some
controlled devices may affect driveability if they
malfunction.

A/C CLUTCH
If A/C is turned on while engine is at idle, ECM will signal
the Auxiliary Air Control (AAC) to increase idle speed. During hard
acceleration, ECM cuts off the A/C power relay circuit to disengage
A/C clutch for several seconds to aid acceleration.

COOLING FAN
Cooling Fan Motor
Cooling fan motor(s) is controlled by the ECM through the
cooling fan relay(s). ECM will compensate idle speed when cooling fan
is on.

Cooling Fan Relay

On models with multiple relays, one relay operates under
normal or low speed operation and other operates under high speed or
extra load conditions (A/C on). A third relay is sometimes used for
operating the 2-speed cooling fan motor at high speed.

TRANSMISSION/TRANSAXLE CONTROLS
Some A/T models are equipped with an electronic Automatic
Transmission/Transaxle Control Unit (ATCU). ATCU receives input
signals from the ignition coil (RPM signal), idle switch (on-off
signal), throttle sensor (variable signal) and full throttle switch
(on-off signal). Based on these values, the ATCU calculates optimum
timing and duration to energize shift solenoids, overrun clutch
solenoid and lock-up solenoid. ATCU also indicates when Overdrive (OD)
is engaged by illuminating the OD indicator light.