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Nissan Juke (2012 year). Service Repair Manual - part 77

SYSTEM

EC-49

< SYSTEM DESCRIPTION >

[MR16DDT ]

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.

Turbocharger

Boost control actuator

Turbocharger boost control solenoid
valve

Recirculation valve

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

2012 JUKE

SYSTEM

EC-51

< SYSTEM DESCRIPTION >

[MR16DDT ]

*: 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

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

MWI-

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

2012 JUKE

SYSTEM

EC-53

< SYSTEM DESCRIPTION >

[MR16DDT ]

*: 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

2012 JUKE

SYSTEM

EC-55

< SYSTEM DESCRIPTION >

[MR16DDT ]

*: 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

2012 JUKE

SYSTEM

EC-57

< SYSTEM DESCRIPTION >

[MR16DDT ]

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

Clutch pedal operation

ASCD steering switch

ASCD steering switch operation

Transmission range switch

Gear position

Park/neutral position (PNP) switch

Combination meter

CAN commu-
nication

Vehicle speed signal

TCM

CAN commu-
nication

Output shaft revolution signal

Revision: 2011 October

2012 JUKE

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

2012 JUKE

SYSTEM

EC-59

< SYSTEM DESCRIPTION >

[MR16DDT ]

• 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"

, about CAN com-

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

CRUISE indicator

CANCEL switch

ACCEL/RES switch

COAST/SET switch

ASCD MAIN switch

On the combination meter

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 >

[MR16DDT ]

• 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

GI-51,

"Description"

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 >

[MR16DDT ]

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

EC-102, "DTC Index"

. These items are

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

EC-120, "Work Flow"

. Then perform DTC Confirma-

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-

Blinking

Illuminat-

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

EC-102, "DTC Index"

—

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

Freeze frame data

Misfire — DTC: P0300 – P0304
Fuel Injection System Function — DTC: P0171

Except the above items

1st trip freeze frame data

Items

Fuel Injection System

Misfire

Other

MIL (turns OFF)

3 (pattern B)

DTC, Freeze Frame Data (no display)

80 (pattern C)

40 (pattern A)

1st Trip DTC (clear)

1 (pattern C), *1

1 (pattern B)

1st Trip Freeze Frame Data (clear)

*1, *2

1 (pattern B)

Revision: 2011 October

2012 JUKE

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