Content .. 79 80 81 82 ..

Nissan Juke (2014 year). Service Repair Manual - part 81

EC-38

< SYSTEM DESCRIPTION >

[MR16DDT ]

SYSTEM

DIRECT INJECTION GASOLINE SYSTEM : System Diagram

INFOID:0000000009753077

DIRECT INJECTION GASOLINE SYSTEM : System Description

INFOID:0000000009753078

INPUT/OUTPUT SIGNAL CHART

JPBIA5479GB

Revision: 2013 October

2014 JUKE

SYSTEM

EC-39

< SYSTEM DESCRIPTION >

[MR16DDT ]

*1: This sensor is not used to control the engine system under normal conditions.

*2: CVT models

*3: M/T models

*4: ECM determines the start signal status by the signals of engine speed and battery voltage.

SYSTEM DESCRIPTION

The adoption of the direct fuel injection method enables more accurate adjustment of fuel injection quantity by
injecting atomized high-pressure fuel directly into the cylinder. This method allows high-powered engine, low
fuel consumption, and emissions-reduction.
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, intake air, fuel rail pressure and boost) from the crankshaft position sensor,
camshaft position sensor, mass air flow sensor, fuel rail pressure sensor and the turbocharger boost 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.

• During warm-up
• When starting the engine
• During acceleration
• Hot-engine operation
• When selector lever position is changed from N to D (CVT models)
• High-load, high-speed operation

• During deceleration
• During high engine speed operation

Sensor

Input signal to ECM

ECM func-

tion

Actuator

Crankshaft position sensor (POS)

Engine speed

Fuel injection
& mixture ra-
tio control

Fuel injector

Camshaft position sensor (PHASE)

Camshaft position

Mass air flow sensor

Amount of intake air

Intake air temperature sensor 1

Intake air temperature

Engine coolant temperature sensor

Engine coolant temperature

Air fuel ratio (A/F) sensor 1

Density of oxygen in exhaust gas

Fuel rail pressure sensor

Fuel rail pressure

Throttle position sensor

Throttle position

Accelerator pedal position sensor

Accelerator pedal position

Battery

Battery voltage

Knock sensor

Engine knocking condition

Heated oxygen sensor 2

Density of oxygen in exhaust gas

Transmission range switch

Gear position

Park/neutral position (PNP) switch

G sensor

Inclination angle

Turbocharger boost sensor

Turbocharger boost

ABS actuator and electric unit (control unit)

CAN commu-
nication

• Wheel speed signal
• VDC/TCS operation command

BCM

CAN commu-
nication

A/C ON signal

Combination meter

CAN commu-
nication

Vehicle speed signal

Revision: 2013 October

2014 JUKE

EC-40

< SYSTEM DESCRIPTION >

[MR16DDT ]

SYSTEM

FUEL INJECTION CONTROL

Stratified-charge Combustion

Stratified-charge combustion is a combustion method which enables extremely lean combustion by injecting
fuel in the latter half of a compression process, collecting combustible air-fuel around the spark plug, and form-
ing fuel-free airspace around the mixture.
Right after a start with the engine cold, the catalyst warm-up is accelerated by stratified-charge combustion.

Homogeneous Combustion

Homogeneous combustion is a combustion method that fuel is injected during intake process so that combus-
tion occurs in the entire combustion chamber, as is common with conventional methods.
As for a start except for starts with the engine cold, homogeneous combustion occurs.

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 better reduce CO, HC and NOx emissions. This system uses A/F sen-
sor 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 A/F sensor 1, refer to

EC-28, "Air Fuel Ratio (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 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 (CVT models)
- 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., fuel 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.

PBIB2793E

Revision: 2013 October

2014 JUKE

SYSTEM

EC-41

< SYSTEM DESCRIPTION >

[MR16DDT ]

“Long-term fuel trim” is overall fuel compensation carried out over time to compensate for continual deviation
of the “short-term fuel trim” from the central value. Continual deviation will occur due to individual engine differ-
ences, wear over time and changes in the usage environment.

FUEL INJECTION TIMING

Sequential Direct Injection Gasoline System

Fuel is injected into each cylinder during each engine cycle accord-
ing to the ignition order.

STRATIFIED-CHARGE START CONTROL

The use of the stratified-charge combustion method enables emissions-reduction when starting the engine
with engine coolant temperature between 5

C (41

F) and 40

C (104

F).

FUEL SHUT-OFF

Fuel to each cylinder is shut-off during deceleration, operation of the engine at excessively high speed or oper-
ation of the vehicle at excessively high speed.

FUEL PRESSURE CONTROL

FUEL PRESSURE CONTROL : System Diagram

INFOID:0000000009753079

FUEL PRESSURE CONTROL : System Description

INFOID:0000000009753080

INPUT/OUTPUT SIGNAL CHART

JPBIA4704GB

JPBIA4920GB

Revision: 2013 October

2014 JUKE

EC-42

< SYSTEM DESCRIPTION >

[MR16DDT ]

SYSTEM

*: ECM determines the start signal status by the engine speed signal and battery voltage.

System Description

Low fuel pressure control

• The low fuel pressure pump is controlled by ECM. The pumped fuel passes through the fuel filter and is sent

to the high pressure fuel pump.

• Low fuel pressure is adjusted by the fuel pressure regulator.

High fuel pressure control

The high pressure fuel pump raises the pressure of the fuel sent from the low pressure fuel pump. Actuated by
the exhaust camshaft, the high pressure fuel pump activates the high pressure fuel pump solenoid based on a
signal received from ECM, and adjusts the amount of discharge by changing the timing of closing the inlet
check valve to control fuel rail pressure.

ELECTRIC IGNITION SYSTEM

Sensor

Input signal to ECM

ECM function

Actuator

Crankshaft position sensor (POS)

Engine speed

Fuel rail pres-
sure control

High pressure fuel pump

Exhaust valve timing control position sensor

Camshaft position

Fuel rail pressure sensor

Fuel rail pressure

Engine coolant temperature sensor

Engine coolant temperature

Throttle position sensor

Throttle position

Accelerator pedal position sensor

Accelerator pedal position

Battery

Battery voltage

JPBIA4706GB

Revision: 2013 October

2014 JUKE

SYSTEM

EC-43

< SYSTEM DESCRIPTION >

[MR16DDT ]

ELECTRIC IGNITION SYSTEM : System Diagram

INFOID:0000000009753081

ELECTRIC IGNITION SYSTEM : System Description

INFOID:0000000009753082

INPUT/OUTPUT SIGNAL CHART

*1: CVT models

*2: M/T models

*3: ECM determines the start signal status by the signals of engine speed and battery voltage.

SYSTEM DESCRIPTION

Firing order: 1 - 3 - 4 - 2

JPBIA4921GB

Sensor

Input Signal to ECM

ECM func-

tion

Actuator

Crankshaft position sensor (POS)

Engine speed

Piston position

Ignition tim-
ing control

Ignition coil (with power tran-
sistor)

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

Turbocharger boost sensor

Turbocharger boost

Intake air temperature sensor 2

Intake air temperature

Transmission range switch

Gear position

Park/neutral position (PNP) switch

Battery

Battery voltage

Knock sensor

Engine knocking condition

Combination meter

CAN commu-
nication

Vehicle speed signal

Revision: 2013 October

2014 JUKE

EC-44

< SYSTEM DESCRIPTION >

[MR16DDT ]

SYSTEM

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 (PHASE) sig-
nal. Computing 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
• 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.

INTAKE VALVE TIMING CONTROL

INTAKE VALVE TIMING CONTROL : System Diagram

INFOID:0000000009753083

INTAKE VALVE TIMING CONTROL : System Description

INFOID:0000000009753084

INPUT/OUTPUT SIGNAL CHART

JPBIA4760GB

Sensor

Input signal to ECM

ECM function

Actuator

Crankshaft position sensor (POS)

Engine speed and piston position

Intake valve tim-
ing control

Intake valve timing con-
trol solenoid valve

Camshaft position sensor (PHASE)

Engine oil temperature sensor

Engine oil temperature

Engine coolant temperature sensor

Engine coolant temperature

Combination meter

CAN commu-
nication

Vehicle speed

Revision: 2013 October

2014 JUKE

SYSTEM

EC-45

< SYSTEM DESCRIPTION >

[MR16DDT ]

SYSTEM DESCRIPTION

This mechanism hydraulically controls cam phases continuously with the fixed operating angle of the intake-
valve.
The ECM receives signals such as crankshaft position, camshaft position, engine speed, and engine coolant-
temperature. Then, the ECM sends ON/OFF pulse duty signals to the intake valve timing (IVT) control sole-
noid valve depending on driving status. This makes it possible to control the shut/open timing of the intake
valve to increase engine torque in low/mid speed range and output in high-speed range.

EXHAUST VALVE TIMING CONTROL

EXHAUST VALVE TIMING CONTROL : System Diagram

INFOID:0000000009753085

EXHAUST VALVE TIMING CONTROL : System Description

INFOID:0000000009753086

INPUT/OUTPUT SIGNAL CHART

JPBIA5034GB

JPBIA4761GB

Revision: 2013 October

2014 JUKE

EC-46

< SYSTEM DESCRIPTION >

[MR16DDT ]

SYSTEM

SYSTEM DESCRIPTION

This mechanism hydraulically controls cam phases continuously with the fixed operating angle of the exhaust
valve.
The ECM receives signals such as crankshaft position, camshaft position, engine speed, and engine oil tem-
perature. Then, the ECM sends ON/OFF pulse duty signals to the exhaust valve timing (EVT) control solenoid
valve depending on driving status. This makes it possible to control the shut/open timing of the exhaust valve
to increase engine torque and output in a range of high engine speed.

TURBOCHARGER BOOST CONTROL

Sensor

Input signal to ECM

ECM function

Actuator

Crankshaft position sensor (POS)

Engine speed and piston position

Exhaust valve
timing control

Exhaust valve timing control
solenoid valve

Camshaft position sensor (PHASE)

Engine oil temperature sensor

Engine oil temperature

Exhaust valve timing control position
sensor

Exhaust valve timing signal

Combination meter

CAN commu-
nication

Vehicle speed signal

JPBIA5035GB

Revision: 2013 October

2014 JUKE

SYSTEM

EC-47

< SYSTEM DESCRIPTION >

[MR16DDT ]

TURBOCHARGER BOOST CONTROL : System Diagram

INFOID:0000000009753087

TURBOCHARGER BOOST CONTROL : System Description

INFOID:0000000009753088

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: 2013 October

2014 JUKE

EC-48

< SYSTEM DESCRIPTION >

[MR16DDT ]

SYSTEM

ENGINE PROTECTION CONTROL AT LOW ENGINE OIL PRESSURE

ENGINE PROTECTION CONTROL AT LOW ENGINE OIL PRESSURE : System Dia-
gram

INFOID:0000000009753089

ENGINE PROTECTION CONTROL AT LOW ENGINE OIL PRESSURE : System De-
scription

INFOID:0000000009753090

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: 2013 October

2014 JUKE

SYSTEM

EC-49

< 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:0000000009753091

FUEL FILLER CAP WARNING SYSTEM : System Description

INFOID:0000000009753092

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: 2013 October

2014 JUKE

EC-50

< 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-

19, "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:0000000009753093

AIR CONDITIONING CUT CONTROL : System Description

INFOID:0000000009753094

INPUT/OUTPUT SIGNAL CHART

JSBIA0320GB

Revision: 2013 October

2014 JUKE

SYSTEM

EC-51

< 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:0000000009753095

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: 2013 October

2014 JUKE

EC-52

< SYSTEM DESCRIPTION >

[MR16DDT ]

SYSTEM

COOLING FAN CONTROL : System Description

INFOID:0000000009753096

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:0000000009753097

STARTER MOTOR DRIVE CONTROL : System Description

INFOID:0000000009753098

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: 2013 October

2014 JUKE

SYSTEM

EC-53

< 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:0000000009753099

EVAPORATIVE EMISSION SYSTEM : System Description

INFOID:0000000009753100

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: 2013 October

2014 JUKE

Content .. 79 80 81 82 ..