Nissan Juke (2014 year). Service Repair Manual

SYSTEM

TM-177

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

• The lock-up applied gear range was expanded by locking up the

torque converter at a lower vehicle speed than conventional A/T
models.

• If the CVT fluid temperature is low or the vehicle is in fail-safe

mode due to malfunction, lock-up control is prohibited.

TORQUE CONVERTER CLUTCH AND SELECT CONTROL VALVE CONTROL

Lock-up Released

In the lock-up released state, the torque converter clutch control valve is set into the unlocked state by the
torque converter clutch solenoid valve and the lock-up apply pressure is drained.
In this way, the torque converter clutch piston is not coupled.

Lock-up Applied

In the lock-up applied state, the torque converter clutch control valve is set into the locked state by the torque
converter clutch solenoid valve and lock-up apply pressure is generated.
In this way, the torque converter clutch piston is pressed and coupled.

Select Control

When shifting between “N” (“P”)

⇒

“D” (“R”), optimize the operating pressure on the basis of the throttle posi-

tion, the engine speed, and the secondary pulley (output) revolution speed to lessen the shift shock.

SHIFT CONTROL SYSTEM

SHIFT CONTROL SYSTEM : System Diagram

INFOID:0000000009752536

NOTE:
• The gear ratio is set for each position separately.
• Paddle shifter is applied to NISMO RS models.

SHIFT CONTROL SYSTEM : System Description

INFOID:0000000009752537

• To select the gear ratio that can give the driving force to meet driver's intent or vehicle situation, the vehicle

driving condition such as vehicle speed or accelerator pedal position is detected and the most appropriate
gear ratio is selected and the shifting method before reaching the speed is determined. The information is

JPDIA0312GB

JSDIA5167GB

Revision: 2013 October

2014 JUKE

TM-178

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

SYSTEM

output to the primary pressure solenoid valve to control the line pressure input/output to the primary pulley,
to determine the primary pulley (movable pulley) position and to control the gear position.

• The gear ratio is set for each position separately.

“D” POSITION

Gear shifting is performed in all shifting ranges from the lowest to the
highest gear ratio.

“M” POSITION

When the selector lever or paddle shifter is put in the manual shift gate side, the fixed changing gear line is
set. By moving the selector lever to + side or - side, the manual mode switch is changed over, and shift change
like M/T becomes possible following the changing gear set line step by step.
• Except for NISMO RS

• For NISMO RS

Manual Mode Information

The TCM transmits the manual mode shift refusal signal to the combination meter if the TCM refuses the tran-
saxle from the driving status of vehicle when the selector lever shifts to “UP (+ side)” or “DOWN (

−

side)” side.

The combination meter blinks shift position indicator on the combination meter and sounds the buzzer to indi-

JSDIA2456GB

SCIA1953E

SCIA4582E

JSDIA5168GB

Revision: 2013 October

2014 JUKE

SYSTEM

TM-179

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

cate the driver that the shifting is not performed when receiving this signal. However, the TCM does not trans-
mit the manual mode shift refusal signal in the conditions as per the following.
• When the selector lever or the paddle shifter shifts to “DOWN (

−

side)” side while driving in M1.

• When the selector lever or the paddle shifter shifts to “UP (+ side)” side while driving in M6 (M8

*: NISMO RS models

BLIPPING CONTROL

Using engine torque, the blipping control enables a faster and more responsive gear shifting by compensating
inertia torque generated from the rotational change during gear shifting in real time.

Operation

• The blipping control is activated when the driver shifts up/down the transaxle in manual mode or when the

transaxle is shifted up/down in “D” position SPORT mode.
NOTE:
The blipping control is not activated when the vehicle is in the following conditions:
• When CAN communication is abnormal.
• During the retard inhibit signal transmission from ECM within the engine-CVT integrated control.
• Engine coolant temperature is less than 20

C (68

F).

• CVT fluid temperature is more than 120

C (248

F).

• Vehicle speed is less than 20 km/h (12 MPH).
• When ABS, TCS or VDC is active.
• During wheel spin.

• ECM selects blipping control or normal shift control according to the gear position, the selector lever posi-

tion, etc.

• The blipping control is activated when ECM judges it controllable after receiving a control permit signal from

TCM.

• ECM controls engine torque, based on generated inertia torque.

HILL CLIMBING AND DESCENDING CONTROL

If a downhill is detected with the accelerator pedal is released, the system performs downshift to increase the
engine brake force so that vehicle may not be accelerated more than necessary. If a climbing hill is detected,
the system improves the acceleration performance in re-acceleration by limiting the gear shift range on the
high side.
NOTE:

JSDIA2841GB

Revision: 2013 October

2014 JUKE

SYSTEM

TM-181

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

INTEGRATED CONTROL SYSTEM : System Description

INFOID:0000000009752539

• TCM receives the NORMAL mode signal, ECO mode signal or SPORT mode signal from the multi display

unit through CAN communication.

• TCM sends the recognized control mode to ECM through CAN communication (drive mode select signal).
• With operation on the multi display unit, the mode is changed on the display, but the mode is actually not

changed due to CAN communication malfunction.

• When the selector lever is in any position other than D position, the gear shift line is not changed according

to changes in the control mode.

CONTROL DETAILS OF EACH MODE

FAIL-SAFE

If CAN communication malfunction occurs between TCM and the multi display unit, the mode when the mal-
function occurs is maintained for approximately 30 seconds and the mode is changed to NORMAL mode
when the accelerator pedal is released.

SHIFT LOCK SYSTEM

SHIFT LOCK SYSTEM : System Description

INFOID:0000000009752540

• The shift lock is the mechanism provided to prevent quick start of a vehicle by incorrect operation of a drive

when the selector lever is in P position.

• Selector lever can be shifted from the P position to another position when the following conditions are satis-

fied.

- Ignition switch is ON.
- Stop lamp switch ON (brake pedal is depressed)
- Press the selector button.

SHIFT LOCK OPERATION AT P POSITION

When brake pedal is not depressed (no selector operation allowed)

When the brake pedal is not depressed with the ignition switch ON,
the shift lock solenoid (A) is OFF (not energized) and the solenoid
rod (B) is extended with spring.
The connecting lock lever (C) is located at the position shown in the
figure when the solenoid rod is extended. It prevents the movement
of the detent rod (D). The selector lever cannot be shifted from the P
position for this reason.

When brake pedal is depressed (selector lever operation allowed)

Control mode

Control

NORMAL mode

Driving mode that automatically selects the shift schedule considering the balance of fuel economy and
driving performance based on the driving condition and driving trend.

SPORT mode

Keeps high engine speed and provides direct feel and acceleration performance suitable for driving on
winding road. This driving mode also provides a rhythmical feel obtained by A/T like shifting, and pro-
duces sporty driving.

ECO mode

Driving mode that selects the shift schedule with priority on fuel economy which gives low engine revo-
lution.

JSDIA2338ZZ

Revision: 2013 October

2014 JUKE

TM-182

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

SYSTEM

The shift lock solenoid (A) is turned ON (energized) when the brake
pedal is depressed with the ignition switch ON. The solenoid rod (B)
is compressed with the electromagnetic force. The connecting lock
lever (C) rotates when the solenoid rod is compressed. Therefore,
the detent rod (D) can be moved. The selector lever can be shifted to
other positions for this reason.

P POSITION HOLD MECHANISM (IGNITION SWITCH LOCK)

The shift lock solenoid (A) is not energized when the ignition switch
is in any position other than ON. The shift mechanism is locked and
P position is held. The operation cannot be performed from P posi-
tion if the brake pedal is depressed with the ignition switch ON when
the operation system of shift lock solenoid is malfunctioning. How-
ever, the lock lever (B) is forcibly rotated and the shift lock is
released when the shift lock release button (C) is pressed from
above. The selector operation from P position can be performed.

CAUTION:

Use the shift lock release button only when the selector lever
cannot be operated even if the brake pedal is depressed with the ignition switch ON.

KEY LOCK SYSTEM

KEY LOCK SYSTEM : System Description

INFOID:0000000009752541

KEY LOCK MECHANISM

The key is not set to LOCK when the selector lever is not selected to P position. This prevents the key from
being removed from the key cylinder.

Key lock status

The slider (B) in the key cylinder (A) is moved to the left side of the
figure when the selector lever is in any position other than P position.
The rotator (D) that rotates together with the key (C) cannot be
rotated for this reason. The key cannot be removed from the key cyl-
inder because it cannot be turned to LOCK (E).

Key unlock status

The slider (B) in the key cylinder (A) is moved to the right side of the
figure when the selector lever is in P position and the finger is
removed from the selector button. The rotator (C) can be rotated for
this reason. The key (D) can be removed from the key cylinder
because it can be turned to LOCK (E).

JSDIA2339ZZ

: Detent rod

JSDIA2340ZZ

JPDIA0108ZZ

JPDIA0109ZZ

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ON BOARD DIAGNOSTIC (OBD) SYSTEM

TM-183

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

ON BOARD DIAGNOSTIC (OBD) SYSTEM

Diagnosis Description

INFOID:0000000009752542

DESCRIPTION

The CVT system has two self-diagnostic systems.
The first is the emission-related on board diagnostic system (OBD-II) performed by the TCM in combination
with the ECM. The malfunction is indicated by the MIL (malfunction indicator lamp) and is stored as a DTC in
the ECM memory, and the TCM memory.
The second is the TCM original self-diagnosis performed by the TCM. The malfunction is stored in the TCM
memory. The detected items are overlapped with OBD-II self-diagnostic items. For detail, refer to

TM-185,

"CONSULT Function"

OBD-II FUNCTION

The ECM provides emission-related on board diagnostic (OBD-II) functions for the CVT system. One function
is to receive a signal from the TCM used with OBD-related parts of the CVT system. The signal is sent to the
ECM when a malfunction occurs in the corresponding OBD-related part. The other function is to indicate a
diagnostic result by means of the MIL (malfunction indicator lamp) on the instrument panel. Sensors, switches
and solenoid valves are used as sensing elements.
The MIL automatically illuminates in “One or Two Trip Detection Logic” when a malfunction is sensed in rela-
tion to CVT system parts.

ONE OR TWO TRIP DETECTION LOGIC OF OBD-II

One Trip Detection Logic

If a malfunction is sensed during the first test drive, the MIL will illuminate and the malfunction will be stored in
the ECM memory as a DTC. The TCM is not provided with such a memory function.

Two Trip Detection Logic

When a malfunction is sensed during the first test drive, it is stored in the ECM memory as a 1st trip DTC
(diagnostic trouble code) or 1st trip freeze frame data. At this point, the MIL will not illuminate. — 1st trip
If the same malfunction as that experienced during the first test drive is sensed during the second test drive,
the MIL will illuminate. — 2nd trip
The “trip” in the “One or Two Trip Detection Logic” means a driving mode in which self-diagnosis is performed
during vehicle operation.

OBD-II DIAGNOSTIC TROUBLE CODE (DTC)

How to Read DTC and 1st Trip DTC

DTC and 1st trip DTC can be read by the following methods.
(

with CONSULT or

GST) CONSULT or GST (Generic Scan Tool) Examples: P0705, P0720 etc.

These DTC are prescribed by SAE J2012.
(CONSULT also displays the malfunctioning component or system.)
• 1st trip DTC No. is the same as DTC No.
• Output of the diagnostic trouble code indicates that the indicated circuit has a malfunction. How-

ever, in case of the Mode II and GST, they do not indicate whether the malfunction is still occurring or
occurred in the past and returned to normal.
CONSULT can identify them as shown below, therefore, CONSULT (if available) is recommended.

- DTC or 1st trip DTC of a malfunction is displayed in SELF-DIAGNOSTIC RESULTS mode for “ENGINE” with

CONSULT. Time data indicates how many times the vehicle was driven after the last detection of a DTC.

- If the DTC is being detected currently, the time data will be “0”.
- If a 1st trip DTC is stored in the ECM, the time data will be “1t”.

Freeze Frame Data and 1st Trip Freeze Frame Data

• The ECM has a memory function, which stores the driving condition such as fuel system status, calculated

load value, engine coolant temperature, short term fuel trim, long term fuel trim, engine speed and vehicle
speed at the moment the ECM detects a malfunction.
Data which are stored in the ECM memory, along with the 1st trip DTC, are called 1st trip freeze frame data,
and 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, not on the GST. For
details, refer to

EC-71, "CONSULT Function"

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

Revision: 2013 October

2014 JUKE

TM-184

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

ON BOARD DIAGNOSTIC (OBD) SYSTEM

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.

Both 1st trip freeze frame data and freeze frame data (along with the DTC) are cleared when the ECM mem-
ory is erased.

How to Erase DTC

• The diagnostic trouble code can be erased by CONSULT, GST or ECM DIAGNOSTIC TEST MODE as

described following.

- If the battery cable is disconnected, the diagnostic trouble code will be lost within 24 hours.
- When you erase the DTC, using CONSULT or GST is easier and quicker than switching the mode

selector on the ECM.

• The following emission-related diagnostic information is cleared from the ECM memory when erasing DTC

related to OBD-II. For details, refer to

EC-101, "DTC Index"

- Diagnostic trouble codes (DTC)
- 1st trip diagnostic trouble codes (1st trip DTC)
- Freeze frame data
- 1st trip freeze frame data
- System readiness test (SRT) codes
- Test values

How to Erase DTC (With CONSULT)

The emission related diagnostic information in the TCM and ECM can be erased by selecting “ALL Erase” in
the “Description” of “FINAL CHECK” mode with CONSULT.

How to Erase DTC (With GST)

If the ignition switch stays ON after repair work, be sure to turn ignition switch OFF once. Wait at least 10
seconds and then turn it ON (engine stopped) again.

Select Mode 4 with GST (Generic Scan Tool).

MALFUNCTION INDICATOR LAMP (MIL)

Description

The MIL is located on the instrument panel.

The MIL will light up when the ignition switch is turned ON with-
out the engine running. This is a bulb check.
• If the MIL does not light up, refer to

EC-546, "Component

Function Check"

When the engine is started, the MIL should go off.
If the MIL remains on, the on board diagnostic system has
detected an engine system malfunction.

Priority

Items

Freeze frame data

Misfire — DTC: P0300 - P0304
Fuel Injection System Function — DTC: P0171, P0172

Except the above items (Includes CVT related items)

1st trip freeze frame data

JSBIA1315ZZ

Revision: 2013 October

2014 JUKE

DIAGNOSIS SYSTEM (TCM)

TM-185

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

DIAGNOSIS SYSTEM (TCM)

CONSULT Function

INFOID:0000000009752543

APPLICATION ITEMS

SELF DIAGNOSTIC RESULTS

Refer to

TM-198, "DTC Index"

DATA MONITOR

NOTE:
The following table includes information (items) inapplicable to this vehicle. For information (items) applicable
to this vehicle, refer to CONSULT display items.

X: Application

: Optional selection

Conditions

Function

All DTC Reading

Display all DTCs or diagnostic items that all ECUs are recording and judging.

Work Support

This mode enables a technician to adjust some devices faster and more accurately.

Self Diagnostic Results

Retrieve DTC from ECU and display diagnostic items.

Data Monitor

Monitor the input/output signal of the control unit in real time.

CAN Diagnosis

This mode displays a network diagnosis result about CAN by a diagram.

CAN Diagnosis Support Mon-
itor

It monitors the status of CAN communication.

ECU Identification

Display the ECU identification number (part number etc.) of the selected system.

CALIB DATA

The calibration data status of TCM can be checked.

Monitored item (Unit)

(Unit)

Monitor item selection

Remarks

MAIN

SIGNALS

ECU IN-

PUT SIG-

NALS

VSP SENSOR

(km/h or mph)

Displays the vehicle speed calculated from the CVT out-
put shaft speed.

ESTM VSP SIG

(km/h or mph)

Displays the vehicle speed signal (ABS) received
through CAN communication.

PRI SPEED SEN

(rpm)

Displays the primary pulley speed calculated from the
pulse signal of the primary speed sensor.

ENG SPEED SIG

(rpm)

Displays the engine speed received through CAN com-
munication.

SEC HYDR SEN

(V)

Displays the signal voltage of the secondary pressure
sensor.

PRI HYDR SEN

(V)

• Displays the signal voltage of the primary pressure

sensor.

• It is displayed although not equipped.

ATF TEMP SEN

(V)

Displays the signal voltage of the CVT fluid temperature
sensor.

VIGN SEN

(V)

Displays the battery voltage applied to TCM.

VEHICLE SPEED

(km/h or mph)

Vehicle speed recognized by the TCM.

PRI SPEED

(rpm)

Displays the primary pulley speed recognized by TCM.

SEC SPEED

(rpm)

Displays the secondary pulley speed recognized by
TCM.

ENG SPEED

(rpm)

Displays the engine speed recognized by TCM.

SLIP REV

(rpm)

Displays the speed difference between the input shaft
speed of CVT and the engine speed.

Revision: 2013 October

2014 JUKE

TM-186

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

DIAGNOSIS SYSTEM (TCM)

GEAR RATIO

Displays the pulley gear ratio calculated from primary
pulley speed/secondary pulley speed.

G SPEED

(G)

Displays the acceleration and deceleration speed of the
vehicle calculated from vehicle speed change.

ACC PEDAL OPEN

(0.0/8)

Displays the estimated throttle position received through
CAN communication.

SEC PRESS

(MPa)

Displays the secondary pressure calculated from the sig-
nal voltage of the secondary pressure sensor.

PRI PRESS

(MPa)

• Displays the primary pressure calculated from the sig-

nal voltage of the primary pressure sensor.

• It is displayed although not equipped.

ATFTEMP COUNT

Means CVT fluid temperature. Actual oil temperature (

numeric value is converted. Refer to

TM-189

DSR REV

(rpm)

Displays the target primary pulley speed calculated from
processing of gear shift control.

DGEAR RATIO

Displays the target gear ratio.

DSTM STEP

(step)

Displays the target number of steps of the step motor,
calculated from processing of gear shift control.

STM STEP

(step)

Displays the actual number of steps of the step motor,
calculated from processing of gear shift control.

LU PRS

(MPa)

Displays the target oil pressure of the torque converter
clutch solenoid valve calculated from oil pressure pro-
cessing of gear shift control.

LINE PRS

(MPa)

Displays the target oil pressure of the line pressure sole-
noid valve calculated from oil pressure processing of
gear shift control.

TGT SEC PRESS

(MPa)

Displays the target oil pressure of the secondary pres-
sure solenoid valve calculated from oil pressure process-
ing of gear shift control.

ISOLT1

(A)

Displays the command current from TCM to the torque
converter clutch solenoid valve.

ISOLT2

(A)

Displays the command current from TCM to the line pres-
sure solenoid valve.

ISOLT3

(A)

Display the command current from TCM to the second-
ary pressure solenoid valve.

SOLMON1

(A)

Monitors the command current from TCM to the torque
converter clutch solenoid valve and displays the moni-
tored value.

SOLMON2

(A)

Monitors the command current from TCM to the line
pressure solenoid valve and displays the monitored val-
ue.

SOLMON3

(A)

Monitors the command current from TCM to the second-
ary pressure solenoid valve and displays the monitored
value.

BRAKE SW

(On/Off)

Displays the reception status of the stop lamp switch sig-
nal received through CAN communication.

FULL SW

(On/Off)

• Displays the reception status of the wide open throttle

position signal received through CAN communication.

• It is displayed although not equipped.

IDLE SW

(On/Off)

Displays the reception status of the closed throttle posi-
tion signal received through CAN communication.

Monitored item (Unit)

(Unit)

Monitor item selection

Remarks

MAIN

SIGNALS

ECU IN-

PUT SIG-

NALS

Revision: 2013 October

2014 JUKE

DIAGNOSIS SYSTEM (TCM)

TM-187

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

SPORT MODE SW

(On/Off)

• Displays the reception status of the sport mode switch

signal received through CAN communication.

• It is displayed although not equipped.

STRDWNSW

(On/Off)

• Displays the operation status of the paddle shifter

(down switch).

• NISMO RS models.

STRUPSW

(On/Off)

• Displays the operation status of the paddle shifter (up

switch).

• NISMO RS models.

DOWNLVR

(On/Off)

Displays the operation status of the selector lever (down
switch).

UPLVR

(On/Off)

Displays the operation status of the selector lever (up
switch).

NONMMODE

(On/Off)

Displays if the selector lever position is not at the manual
shift gate.

MMODE

(On/Off)

Displays if the selector lever position is at the manual
shift gate.

INDLRNG

(On/Off)

• Displays the transmission status of the shift position (L

position) signal transmitted through CAN communica-
tion.

• It is displayed although not equipped.

INDDRNG

(On/Off)

Displays the transmission status of the shift position (D
position) signal transmitted through CAN communica-
tion.

INDNRNG

(On/Off)

Displays the transmission status of the shift position (N
position) signal transmitted through CAN communica-
tion.

INDRRNG

(On/Off)

Displays the transmission status of the shift position (R
position) signal transmitted through CAN communica-
tion.

INDPRNG

(On/Off)

Displays the transmission status of the shift position (P
position) signal transmitted through CAN communica-
tion.

CVT LAMP

(On/Off)

Displays the transmission status of the CVT indicator sig-
nal transmitted through CAN communication.

SPORT MODE IND

(On/Off)

• Displays the transmission status of the S mode indica-

tor signal transmitted through CAN communication.

• It is displayed although not equipped.

MMODE IND

(On/Off)

Displays the transmission status of the manual mode sig-
nal transmitted through CAN communication.

SMCOIL D

(On/Off)

Displays the energizing status of step motor coil “D”.

SMCOIL C

(On/Off)

Displays the energizing status of step motor coil “C”.

SMCOIL B

(On/Off)

Displays the energizing status of step motor coil “B”.

SMCOIL A

(On/Off)

Displays the energizing status of step motor coil “A”.

LUSEL SOL OUT

(On/Off)

Displays the command value from TCM to the lock-up
select solenoid valve.

LUSEL SOL MON

(On/Off)

Monitors the command value from TCM to the lock-up
select solenoid valve and displays the monitored value.

VDC ON

(On/Off)

Displays the reception status of the VDC operation signal
received through CAN communication.

Monitored item (Unit)

(Unit)

Monitor item selection

Remarks

MAIN

SIGNALS

ECU IN-

PUT SIG-

NALS

Revision: 2013 October

2014 JUKE

TM-188

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

DIAGNOSIS SYSTEM (TCM)

WORK SUPPORT

Engine Brake Adjustment

TCS ON

(On/Off)

Displays the reception status of the TCS operation signal
received through CAN communication.

ABS ON

(On/Off)

Displays the reception status of the ABS operation signal
received through CAN communication.

ACC ON

(On/Off)

It is displayed although not equipped.

RANGE

Displays the gear position recognized by TCM.

M GEAR POS

Display the target gear of manual mode

D POSITION SW

(On/Off)

Displays the operation status of the transmission range
switch (D position).

N POSITION SW

(On/Off)

Displays the operation status of the transmission range
switch (N position).

L POSITION SW

(On/Off)

Displays the operation status of the transmission range
switch (L position).

P POSITION SW

(On/Off)

Displays the operation status of the transmission range
switch (P position).

R POSITION SW

(On/Off)

Displays the operation status of the transmission range
switch (R position).

DRIVE MODE STATS

(On/Off)

• Displays the drive mode status recognized by TCM.
• Only vehicle with Integrated Control System are dis-

played.

SNOW MODE

(On/Off)

• Display the drive mode (SNOW switch status) of Inte-

grated Control System received through CAN commu-
nication.

• Only vehicle with Integrated Control System are dis-

played.

• It is displayed although not equipped.

ECO MODE

(On/Off)

• Display the driving mode (ECO switch status) of Inte-

grated Control System received through CAN commu-
nication.

• Only vehicle with Integrated Control System are dis-

played.

NORMAL MODE

(On/Off)

• Display the driving mode (AUTO switch status) of Inte-

grated Control System received through CAN commu-
nication.

• Only vehicle with Integrated Control System are dis-

played.

SPORT MODE

(On/Off)

• Display the driving mode (SPORT switch status) of In-

tegrated Control System received through CAN com-
munication.

• Only vehicle with Integrated Control System are dis-

played.

CVT-A

(On/Off)

—

This monitor item does not use.

CVT-B

(On/Off)

—

This monitor item does not use.

Monitored item (Unit)

(Unit)

Monitor item selection

Remarks

MAIN

SIGNALS

ECU IN-

PUT SIG-

NALS

Item name

Description

ENGINE BRAKE ADJ.

The engine brake level setting can be canceled.

CONFORM CVTF DETERIORTN

The CVT fluid deterioration level can be checked.

Revision: 2013 October

2014 JUKE

DIAGNOSIS SYSTEM (TCM)

TM-189

< SYSTEM DESCRIPTION >

[CVT: RE0F10B]

CAUTION:

Mode of “+1”“0”“

−

1”“

−

2”“OFF” can be selected by pressing the “UP”“DOWN” on CONSULT screen.

However, do not select mode other than “0” and “OFF”. If the “+1” or “

−

1” or “–2” is selected, that

might cause the irregular driveability.

Check CVT Fluid Deterioration Date

CAUTION:

Touch “CLEAR” after changing CVT fluid, and then erase “CVTF DETERIORATION DATE”.

ATFTEMP COUNT Conversion Table

INFOID:0000000009752544

Diagnostic Tool Function

INFOID:0000000009752545

OBD-II SELF-DIAGNOSTIC PROCEDURE (WITH GST)

Refer to

EC-60, "GST (Generic Scan Tool)"

“ENGINE BRAKE LEVEL”

Initial set value (Engine brake level control is activated)

OFF:

Engine brake level control is deactivated.

“CVTF DETERIORATION DATE”

210000 or more:

It is necessary to change CVT fluid.

Less than 210000:

It is not necessary to change CVT fluid.

ATFTEMP COUNT

Temperature

C (

ATFTEMP COUNT

Temperature

C (

–30 (–22)

177

90 (194)

–20 (–4)

183

95 (203)

–10 (14)

190

100 (212)

–5 (23)

196

105 (221)

0 (32)

201

110 (230)

5 (41)

206

115 (239)

10 (50)

210

120 (248)

15 (59)

214

125 (257)

20 (68)

218

130 (266)

25 (77)

221

135 (275)

30 (86)

224

140 (284)

35 (95)

227

145 (293)

40 (104)

229

150 (302)

45 (113)

231

155 (311)

104

50 (122)

233

160 (320)

114

55 (131)

235

165 (329)

124

60 (140)

236

170 (338)

134

65 (149)

238

175 (347)

143

70 (158)

239

180 (356)

152

75 (167)

241

190 (374)

161

80 (176)

243

200 (392)

169

85 (185)

—

Revision: 2013 October

2014 JUKE

TM-190

< ECU DIAGNOSIS INFORMATION >

[CVT: RE0F10B]

TCM

ECU DIAGNOSIS INFORMATION

TCM

Reference Value

INFOID:0000000009752546

VALUES ON THE DIAGNOSIS TOOL

NOTE:
The following table includes information (items) inapplicable to this vehicle. For information (items) applicable
to this vehicle, refer to CONSULT display items.

Item name

Condition

Display value (Approx.)

VSP SENSOR

During driving

Approximately matches the speedometer
reading.

ESTM VSP SIG

During driving

Approximately matches the speedometer
reading.

PRI SPEED SEN

During driving (lock-up ON)

Approximately matches the engine speed.

ENG SPEED SIG

Engine running

Closely matches the tachometer reading.

SEC HYDR SEN

• Selector lever: “N” position
• At idle

Approx. 0.8 V

ATF TEMP SEN

CVT fluid: Approx. 20

C (68

Approx. 2.01 – 2.05 V

CVT fluid: Approx. 50

C (122

Approx. 1.45 – 1.50 V

CVT fluid: Approx. 80

C (176

Approx. 0.90 – 0.94 V

VIGN SEN

Ignition switch: ON

10 – 16 V

VEHICLE SPEED

During driving

Approximately matches the speedometer
reading.

PRI SPEED

During driving (lock-up ON)

Approximately matches the engine speed.

SEC SPEED

During driving

48 X Approximately matches the speed-
ometer reading.

ENG SPEED

Engine running

Closely matches the tachometer reading.

SLIP REV

During driving

engine speed

−

primary speed

GEAR RATIO

During driving

2.349 – 0.394

G SPEED

Vehicle stopped

Approx. 0.00 G

During acceleration

The value changes to the positive side
along with acceleration.

During deceleration

The value changes to the positive side
along with deceleration.

ACC PEDAL OPEN

Released accelerator pedal - Fully depressed acceler-
ator pedal

0.0/8 – 8.0/8

SEC PRESS

• After engine warm up
• Selector lever: “N” position
• At idle

Approx. 1.6 MPa

ATFTEMP COUNT

CVT fluid: Approx. 20

C (68

CVT fluid: Approx. 50

C (122

104

CVT fluid: Approx. 80

C (176

161

DSR REV

During driving

The value changes to the positive side
along with deceleration.

DGEAR RATIO

During driving

The value changes to the positive side
along with deceleration.

DSTM STEP

During driving

0 step – 182 step

STM STEP

During driving

0 step – 182 step

Revision: 2013 October

2014 JUKE

TCM

TM-191

< ECU DIAGNOSIS INFORMATION >

[CVT: RE0F10B]

LU PRS

• Engine started
• Vehicle is stopped.

Approx.

−

0.400 MPa

• Selector lever: “D” position
• Accelerator pedal position: 1/8 or less
• Vehicle speed: 20 km/h (12 MPH) or more

Approx. 0.400 MPa

LINE PRS

• After engine warm up
• Selector lever: “N” position
• At idle

Approx. 0.750 MPa

• After engine warm up
• Selector lever: “N” position
• Depress the accelerator pedal fully

Approx. 4.930 – 5.430 MPa

TGT SEC PRESS

• After engine warm up
• Selector lever: “N” position
• At idle

Approx. 0.700 MPa

ISOLT1

Lock-up “OFF”

Approx. 0.0 A

Lock-up “ON”

Approx. 0.7 A

ISOLT2

Release your foot from the accelerator pedal

Approx. 0.8 A

Press the accelerator pedal all the way down

Approx. 0.0 A

ISOLT3

Secondary pressure low - Secondary pressure high

Approx. 0.8 – 0.0 A

SOLMON1

Lock-up “OFF”

Approx. 0.0 A

Lock-up “ON”

Approx. 0.7 A

SOLMON2

• Selector lever: “N” position
• At idle

Approx. 0.8 A

When stalled

Approx. 0.3 – 0.6 A

SOLMON3

• Selector lever: “N” position
• At idle

Approx. 0.6 – 0.7 A

When stalled

Approx. 0.4 – 0.6 A

BRAKE SW

Depressed brake pedal

Released brake pedal

Off

FULL SW

Always

Off

IDLE SW

Released accelerator pedal

Fully depressed accelerator pedal

Off

SPORT MODE SW

Always

Off

STRDWNSW

Paddle shifter (Down) is pulled

Other than the above

Off

STRUPSW

Paddle shifter (Up) is pulled

Other than the above

Off

DOWNLVR

Selector lever: - side

Other than the above

Off

UPLVR

Selector lever: + side

Other than the above

Off

NONMMODE

Manual shift gate position (neutral, +side, -side)

Off

Other than the above

MMODE

Manual shift gate position (neutral)

Other than the above

Off

INDLRNG

Always

Off

INDDRNG

Selector lever in “D” position

When setting selector lever to other positions

Off

Item name

Condition

Display value (Approx.)

Revision: 2013 October

2014 JUKE

TM-192

< ECU DIAGNOSIS INFORMATION >

[CVT: RE0F10B]

TCM

INDNRNG

Selector lever in “N“ position

When setting selector lever to other positions

Off

INDRRNG

Selector lever in “R” position

When setting selector lever to other positions

Off

INDPRNG

Selector lever in “P” position

When setting selector lever to other positions

Off

CVT LAMP

Approx. 2 seconds after ignition switch ON

Other conditions

Off

SPORT MODE IND

Always

Off

MMODE IND

In manual mode

Other conditions

Off

SMCOIL D

During driving

Changes On

⇔

Off

SMCOIL C

During driving

Changes On

⇔

Off

SMCOIL B

During driving

Changes On

⇔

Off

SMCOIL A

During driving

Changes On

⇔

Off

LUSEL SOL OUT

Selector lever: “P”, “N” positions

Wait at least for 5 seconds with the selector lever in
“R”, “D” positions

Off

LUSEL SOL MON

Selector lever: “P”, “N” positions

Wait at least for 5 seconds with the selector lever in
“R”, “D” positions

Off

VDC ON

ESP is activated

Other conditions

Off

TCS ON

TCS is activated

Other conditions

Off

ABS ON

ABS is activated

Other conditions

Off

ACC ON

Always

Off

RANGE

Selector lever in “N” or “P” position

N·P

Selector lever in “R” position

Selector lever in “D” position

M GEAR POS

Gear position: M1

Gear position: M2

Gear position: M3

Gear position: M4

Gear position: M5

Gear position: M6

Gear position: M7

Gear position: M8

D POSITION SW

Selector lever in “D” position

Other than the above position

Off

N POSITION SW

Selector lever in “N“ position

Other than the above position

Off

L POSITION SW

Always

Off

Item name

Condition

Display value (Approx.)

Revision: 2013 October

2014 JUKE

Nissan Juke (2014 year). Service Repair Manual - part 252