Nissan Juke (2014 year). Service Repair Manual

EC-54

< 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: 2013 October

2014 JUKE

SYSTEM

EC-55

< SYSTEM DESCRIPTION >

[MR16DDT ]

AUTOMATIC SPEED CONTROL DEVICE (ASCD) : System Diagram

INFOID:0000000009753101

AUTOMATIC SPEED CONTROL DEVICE (ASCD) : System Description

INFOID:0000000009753102

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-58, "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: 2013 October

2014 JUKE

EC-56

< SYSTEM DESCRIPTION >

[MR16DDT ]

SYSTEM

INTEGRATED CONTROL SYSTEM : System Diagram

INFOID:0000000009753103

CVT models

M/T models

INTEGRATED CONTROL SYSTEM : System Description

INFOID:0000000009753104

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: 2013 October

2014 JUKE

SYSTEM

EC-57

< 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:0000000009753105

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: 2013 October

2014 JUKE

EC-58

< SYSTEM DESCRIPTION >

[MR16DDT ]

OPERATION

OPERATION

AUTOMATIC SPEED CONTROL DEVICE (ASCD)

AUTOMATIC SPEED CONTROL DEVICE (ASCD) : Switch Name and Function

INFOID:0000000009753106

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: 2013 October

2014 JUKE

OPERATION

EC-59

< 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: 2013 October

2014 JUKE

DIAGNOSIS SYSTEM (ECM)

EC-61

< SYSTEM DESCRIPTION >

[MR16DDT ]

DIAGNOSIS SYSTEM (ECM)

DIAGNOSIS DESCRIPTION

DIAGNOSIS DESCRIPTION : 1st Trip Detection Logic and Two Trip Detection Logic

INFOID:0000000009753109

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:0000000009753110

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-101, "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-131, "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-101, "DTC Index"

—

Except above

—

Revision: 2013 October

2014 JUKE

EC-62

< 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:0000000009753111

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: 2013 October

2014 JUKE

DIAGNOSIS SYSTEM (ECM)

EC-63

< SYSTEM DESCRIPTION >

[MR16DDT ]

Explanation for Driving Patterns for “Misfire <Exhaust Quality Deterioration>”, “Fuel Injection System”

Driving Pattern B

Refer to

EC-65, "DIAGNOSIS DESCRIPTION : Driving Pattern"

*1: When the same malfunction is de-

tected in two consecutive trips, MIL
will light up.

*2: MIL will turn OFF after vehicle is driv-

en 3 times (pattern B) without any
malfunctions.

*3: When the same malfunction is de-

tected in two consecutive trips, the
DTC and the freeze frame data will be
stored in ECM.

*4: The DTC and the freeze frame data

will not be displayed any longer after
vehicle is driven 80 times (pattern C)
without the same malfunction. (The
DTC and the freeze frame data still
remain in ECM.)

*5: When a malfunction is detected for

the first time, the 1st trip DTC and the
1st trip freeze frame data will be
stored in ECM.

*6: The 1st trip DTC and the 1st trip

freeze frame data will be cleared at
the moment OK is detected.

*7: When the same malfunction is de-

tected in the 2nd trip, the 1st trip
freeze frame data will be cleared.

*8: 1st trip DTC will be cleared when ve-

hicle is driven once (pattern C) with-
out the same malfunction after DTC
is stored in ECM.

JMBIA1417GB

Revision: 2013 October

2014 JUKE

DIAGNOSIS SYSTEM (ECM)

EC-65

< SYSTEM DESCRIPTION >

[MR16DDT ]

Explanation for Driving Patterns Except for “Misfire <Exhaust Quality Deterioration>”, “Fuel Injection
System”

Driving Pattern A

Refer to

EC-65, "DIAGNOSIS DESCRIPTION : Driving Pattern"

Driving Pattern B

Refer to

EC-65, "DIAGNOSIS DESCRIPTION : Driving Pattern"

DIAGNOSIS DESCRIPTION : Driving Pattern

INFOID:0000000009753112

CAUTION:

Always drive at a safe speed.

DRIVING PATTERN A

Driving pattern A means a trip satisfying the following conditions.
• Engine speed reaches 400 rpm or more.
• Engine coolant temperature rises by 20

C (36

F) or more after starting the engine.

• Engine coolant temperature reaches 70

C (158

F) or more.

• The ignition switch is turned from ON to OFF.
NOTE:
• When the same malfunction is detected regardless of driving conditions, reset the counter of driving pattern

• When the above conditions are satisfied without detecting the same malfunction, reset the counter of driving

pattern A.

DRIVING PATTERN B

Driving pattern B means a trip satisfying the following conditions.
• Engine speed reaches 400 rpm or more.
• Engine coolant temperature reaches 70

C (158

F) or more.

• Vehicle speed of 70 – 120 km/h (44 – 75 MPH) is maintained for 60 seconds or more under the control of

closed loop.

• Vehicle speed of 30 – 60 km/h (19 – 37 MPH) is maintained for 10 seconds or more under the control of

closed loop.

• Under the closed loop control condition, the following state reaches 12 seconds or more in total: Vehicle

speed of 4 km/h (2 MPH) or less with idling condition.

• The state of driving at 10 km/h (7 MPH) or more reaches 10 minutes or more in total.
• A lapse of 22 minutes or more after engine start.
NOTE:
• Drive the vehicle at a constant velocity.
• When the same malfunction is detected regardless of driving conditions, reset the counter of driving pattern

• When the above conditions are satisfied without detecting the same malfunction, reset the counter of driving

pattern B.

DRIVING PATTERN C

Driving pattern C means operating vehicle as per the following:
The following conditions should be satisfied at the same time:
Engine speed: (Engine speed in the freeze frame data)

375 rpm

*1: When the same malfunction is de-

tected in two consecutive trips, MIL
will light up.

*2: MIL will turn OFF after vehicle is driv-

en 3 times (pattern B) without any
malfunctions.

*3: When the same malfunction is de-

tected in two consecutive trips, the
DTC and the freeze frame data will be
stored in ECM.

*4: The DTC and the freeze frame data

will not be displayed any longer after
vehicle is driven 40 times (pattern A)
without the same malfunction.
(The DTC and the freeze frame data
still remain in ECM.)

*5: When a malfunction is detected for

the first time, the 1st trip DTC and the
1st trip freeze frame data will be
stored in ECM.

*6: 1st trip DTC will be cleared after vehi-

cle is driven once (pattern B) without
the same malfunction.

*7: When the same malfunction is de-

tected in the 2nd trip, the 1st trip
freeze frame data will be cleared.

Revision: 2013 October

2014 JUKE

EC-66

< SYSTEM DESCRIPTION >

[MR16DDT ]

DIAGNOSIS SYSTEM (ECM)

Calculated load value: (Calculated load value in the freeze frame data) x (1

0.1) [%]

Engine coolant temperature condition:
• When the freeze frame data shows lower than 70

C (158

F), engine coolant temperature should be lower

than 70

C (158

F).

• When the freeze frame data shows higher than or equal to 70

C (158

F), engine coolant temperature should

be higher than or equal to 70

C (158

F).

NOTE:
• When the same malfunction is detected regardless of the above vehicle conditions, reset the counter of driv-

ing pattern C.

• When the above conditions are satisfied without detecting the same malfunction, reset the counter of driving

pattern C.

• The 1st trip DTC will be cleared when C counter is counted once without the same malfunction after DTC is

stored in ECM.

DRIVING PATTERN D

Driving pattern D means a trip satisfying the following conditions.
• The state of driving at 40 km/h (25 MPH) reaches 300 seconds or more in total.
• Idle speed lasts 30 seconds or more.
• A lapse of 600 seconds or more after engine start.
NOTE:
• When the same malfunction is detected regardless of driving conditions, reset the counter of driving pattern

• When the above conditions are satisfied without detecting the same malfunction, reset the counter of driving

pattern D.

DIAGNOSIS DESCRIPTION : System Readiness Test (SRT) Code

INFOID:0000000009753113

System Readiness Test (SRT) code is specified in Service $01 of SAE J1979/ISO 15031-5.
As part of an enhanced emissions test for Inspection & Maintenance (I/M), certain states require the status of
SRT be used to indicate whether the ECM has completed self-diagnosis of major emission systems and com-
ponents. Completion must be verified in order for the emissions inspection to proceed.
If a vehicle is rejected for a State emissions inspection due to one or more SRT items indicating “INCMP”, use
the information in this Service Manual to set the SRT to “CMPLT”.
In most cases the ECM will automatically complete its self-diagnosis cycle during normal usage, and the SRT
status will indicate “CMPLT” for each application system. Once set as “CMPLT”, the SRT status remains
“CMPLT” until the self-diagnosis memory is erased.
Occasionally, certain portions of the self-diagnostic test may not be completed as a result of the customer's
normal driving pattern; the SRT will indicate “INCMP” for these items.
NOTE:
The SRT will also indicate “INCMP” if the self-diagnosis memory is erased for any reason or if the ECM mem-
ory power supply is interrupted for several hours.
If, during the state emissions inspection, the SRT indicates “CMPLT” for all test items, the inspector will con-
tinue with the emissions test. However, if the SRT indicates “INCMP” for one or more of the SRT items the
vehicle is returned to the customer untested.
NOTE:
If permanent DTC is stored or MIL illuminates during the state emissions inspection, the vehicle is also
returned to the customeruntested even though the SRT indicates “CMPLT” for all test items. therefore, it is
important to check SRT (“CMPLT”), DTC (No DTCs) and permanent DTC (No permanent DTC) before the
inspection.

SRT SET TIMING

SRT is set as “CMPLT” after self-diagnosis has been performed one or more times. Completion of SRT is
done regardless of whether the result is OK or NG. The set timing is different between OK and NG results and
is shown in the table below.

Revision: 2013 October

2014 JUKE

DIAGNOSIS SYSTEM (ECM)

EC-67

< SYSTEM DESCRIPTION >

[MR16DDT ]

OK: Self-diagnosis is carried out and the result is OK.

NG: Self-diagnosis is carried out and the result is NG.

—: Self-diagnosis is not carried out.

When all SRT related self-diagnoses show OK results in a single cycle (Ignition OFF-ON-OFF), the SRT will
indicate “CMPLT”.

→

Case 1 above

When all SRT related self-diagnoses show OK results through several different cycles, the SRT will indicate
“CMPLT” at the time the respective self-diagnoses have at least one OK result.

→

Case 2 above

If one or more SRT related self-diagnoses show NG results in 2 consecutive cycles, the SRT will also indicate
“CMPLT”.

→

Case 3 above

The table above shows that the minimum number of cycles for setting SRT as “INCMP” is the number one (1)
for each self-diagnosis (Case 1 & 2) or the number two (2) for one of self-diagnoses (Case 3). However, in
preparation for the state emissions inspection, it is unnecessary for each self-diagnosis to be executed twice
(Case 3) for the following reasons:
• The SRT will indicate “CMPLT” at the time the respective self-diagnoses have one (1) OK result.
• The emissions inspection requires “CMPLT” of the SRT only with OK self-diagnosis results.
• During SRT driving pattern, the 1st trip DTC (NG) is detected prior to “CMPLT” of SRT and the self-diagnosis

memory must be erased from the ECM after repair.

• If the 1st trip DTC is erased, all the SRT will indicate “INCMP”.

NOTE:
SRT can be set as “CMPLT” together with the DTC(s). Therefore, DTC check must always be carried out
prior to the state emission inspection even though the SRT indicates “CMPLT”.

DIAGNOSIS DESCRIPTION : Permanent Diagnostic Trouble Code (Permanent DTC)

INFOID:0000000009753114

Permanent DTC is defined in SAE J1979/ISO 15031-5 Service $0A.
ECM stores a DTC issuing a command of turning on MIL as a permanent DTC and keeps storing the DTC as
a permanent DTC until ECM judges that there is no presence of malfunction.
Permanent DTCs cannot be erased by using the erase function of CONSULT or Generic Scan Tool (GST) and
by disconnecting the battery to shut off power to ECM. This prevents a vehicle from passing the in-use inspec-
tion without repairing a malfunctioning part.
When not passing the in-use inspection due to more than one permanent DTC, permanent DTCs should be
erased, referring to this manual.
NOTE:
• The important items in in-use inspection are that MIL is not ON, SRT test items are set, and permanent

DTCs are not included.

• Permanent DTCs do not apply for regions that permanent DTCs are not regulated by law.

Self-diagnosis result

Example

Diagnosis

Ignition cycle

←

→

OFF

←

→

OFF

←

→

OFF

←

→

All OK

Case 1

P0400

OK (1)

— (1)

OK (2)

— (2)

P0402

OK (1)

— (1)

OK (2)

P1402

OK (1)

OK (2)

— (2)

SRT of EGR

“CMPLT”

Case 2

P0400

OK (1)

— (1)

P0402

— (0)

OK (1)

— (1)

P1402

OK (1)

OK (2)

— (2)

SRT of EGR

“INCMP”

“CMPLT”

NG exists

Case 3

P0400

—

P0402

—

P1402

—

(Consecutive

NG)

(1st trip)

DTC

1st trip DTC

—

1st trip DTC

DTC

(= MIL ON)

SRT of EGR

“INCMP”

“CMPLT”

Revision: 2013 October

2014 JUKE

EC-68

< SYSTEM DESCRIPTION >

[MR16DDT ]

DIAGNOSIS SYSTEM (ECM)

PERMANENT DTC SET TIMING

The setting timing of permanent DTC is stored in ECM with the lighting of MIL when a DTC is confirmed.

DIAGNOSIS DESCRIPTION : Malfunction Indicator Lamp (MIL)

INFOID:0000000009753115

When emission-related ECU detects a malfunction in the emission
control systems components and/or the powertrain control compo-
nents (which affect vehicle emissions), it turns on/blinks MIL to
inform the driver that a malfunction has been detected.
1.

The MIL illuminates when ignition switch is turned ON (engine is
not running).
NOTE:
Check the MIL circuit if MIL does not illuminate. Refer to

EC-

546, "Diagnosis Procedure"

When the engine is started, the MIL should go off.
NOTE:
If MIL continues to illuminate/blink, perform self-diagnoses and
inspect/repair accordingly because an emission-related ECU has detected a malfunction in the emission
control systems components and/or the powertrain control components (which affect vehicle emissions).

On Board Diagnosis Function

INFOID:0000000009753116

ON BOARD DIAGNOSIS ITEM

The on board diagnostic system has the following functions.

BULB CHECK MODE

Description

This function allows damage inspection in the MIL bulb (blown, open circuit, etc.).

Operation Procedure

Turn ignition switch ON.

The MIL on the instrument panel should stay ON.
If it remains OFF, check MIL circuit. Refer to

EC-546, "Diagnosis Procedure"

SRT STATUS MODE

Description

This function allows to read if ECM has completed the self-diagnoses of major emission control systems and
components. For SRT, refer to

EC-66, "DIAGNOSIS DESCRIPTION : System Readiness Test (SRT) Code"

Operation Procedure

Turn ignition switch ON and wait 20 seconds.

SRT status is indicated as shown blow.
• ECM continues to illuminate MIL if all SRT codes are set.

JSBIA1315ZZ

Diagnostic test mode

Function

Bulb check

MIL can be checked.

SRT status

ECM can read if SRT codes are set.

Malfunction warning

If ECM detects a malfunction, it illuminates or blinks MIL to inform the driver that a malfunction has
been detected.

Self-diagnostic results

DTCs or 1st trip DTCs stored in ECM can be read.

Accelerator pedal released po-
sition learning

ECM can learn the accelerator pedal released position. Refer to

EC-143, "Work Procedure"

Throttle valve closed position
learning

ECM can learn the throttle valve closed position. Refer to

EC-144, "Work Procedure"

Idle air volume learning

ECM can learn the idle air volume. Refer to

EC-145, "Work Procedure"

Mixture ratio self-learning value
clear

Mixture ratio self-learning value can be erased. Refer to

EC-148, "Work Procedure"

Revision: 2013 October

2014 JUKE

DIAGNOSIS SYSTEM (ECM)

EC-69

< SYSTEM DESCRIPTION >

[MR16DDT ]

• ECM blinks MIL for about 10 seconds if all SRT codes are not set.

MALFUNCTION WARNING MODE

Description

In this function ECM turns on or blinks MIL when it detects a malfunction in the emission control system com-
ponents and/or the powertrain control components (which affect vehicle emissions) to inform the driver that a
malfunction has been detected.

Operation Procedure

Turn ignition switch ON.

Check that MIL illuminates.
If it remains OFF, check MIL circuit. Refer to

EC-546, "Diagnosis Procedure"

Start engine and let it idle.
• For two trip detection logic diagnoses, ECM turns on MIL when it detects the same malfunction twice in

the two consecutive driving cycles.

• For 1st trip detection logic diagnoses, ECM turns on MIL when it detects a malfunction in one driving

cycle.

• ECM blinks MIL when it detects a malfunction that may damage the three way catalyst (misfire).

SELF-DIAGNOSTIC RESULTS MODE

Description

This function allows to indicate DTCs or 1st trip DTCs stored in ECM according to the number of times MIL is
blinking.

How to Set Self-diagnostic Results Mode

NOTE:
• It is better to count the time accurately with a clock.
• It is impossible to switch the diagnostic mode when an accelerator pedal position sensor circuit has a mal-

function.

• After ignition switch is turned off, ECM is always released from the “self-diagnostic results” mode.
1.

Confirm that accelerator pedal is fully released, turn ignition switch ON and wait 3 seconds.

Repeat the following procedure quickly five times within 5 seconds.
• Fully depress the accelerator pedal.
• Fully release the accelerator pedal.

Wait 7 seconds, fully depress the accelerator pedal and keep it depressed for approx. 10 seconds until the
MIL starts blinking.
NOTE:
Do not release the accelerator pedal for 10 seconds if MIL starts blinking during this period. This blinking
is displaying SRT status and is continued for another 10 seconds.

Fully release the accelerator pedal.
ECM has entered to “Self-diagnostic results” mode.

JMBIA1515GB

Revision: 2013 October

2014 JUKE

Nissan Juke (2014 year). Service Repair Manual - part 82