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Discussion Starter #22
Primary current on the COP ground and voltage (trigger signal) from ECM.



The other COP have the same signal belong to the cylinder number.
Edited by: homole
 

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Is that taken under load ?? What are the readings from the crank and cam sensors under load ??
 

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Discussion Starter #25
I´ll do it ASAP I have a time. You know, family+childern+dog+garden+job
I think Lambda 1 is important to ECM management, L2 is only for information of the catalyst system efficiency. Or is L2 used when L1 is NG?
 

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Discussion Starter #26
No, this was taken under NO load only idle speed. Normal load on idle speed is between 10-30 % ?
That is the pitty I did not measure all these data when the car was new. But I do not have NDSII and oscilloscope.
Are there any oscilloscope vawes taken form Nissan Note or CR14DE? I did not find it at all.
Edited by: homole
 

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homole said:
I´ll do it ASAP I have a time. You know, family+childern+dog+garden+job <img src="http://www.noteownersclub.co.uk/forum/smileys/smiley17.gif" alt="Tongue" title="Tongue" /> I think Lambda 1 is important to ECM management, L2 is only for information of the catalyst system efficiency. Or is L2 used when L1 is NG?
They are both used along with engine temp maff etc to determine fueling
 

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Both lambda sensors are important, the measurement between to 2 is how the fuelling and emissions are controlled, if a there is alarge difference between the 2lambda(with the lambda in normal operation) it willthrow a fault, a blocked cat will also cause the same sort of issues
common issues with lambda's are the pre heaters give up or the sensor its self goes way out of tolerance

as its up the rev range it could be either the coil pack, cam or crank sensors breaking down under load these some time will not throw a fault code, same goes for the cts if the ecusees the engine is to warm it will cut the fuel back, also if the knock sensor picks up any pinking or detonation the ecu will cut back the fuelling, In the worst case the ecu will go into limp home mode

thinking purely mechanically have you done a compression test
 

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it says itsnot use it but its still monitored and the section you are reading is for a specific fault code
the ecu still needs both lambdas to be in operative to calculatefuel trims and timing advance/retard have you had the emission checked ?? that will give you a clue to what is going on


I have fallen in to the same trap of over thinking issues, next step would be to get a data log from the obd2 under driving condition and go through them
 

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Discussion Starter #31
Hi allWhen I drove from job I tried to disconnect first O2 sensor. No DTC, only the second lambda was leading the ECM and on the first was set up about 0,3-0,4V.

I read some data by scope and here are (all at idle speed, engine warm up, no load, fun/heater OFF, light OFF):
Camshaft vs Crankshaft sensors


Camshaft vs Crankshaft sensors detail


Coil-On-Plug CurrentSupply vs AmplifierEarthVoltage


COP CurrentSupply vs SupplyVoltage


COP CurrentSupply vs TriggerSignal


LambdaSensor (O2) vs heating 2minutes (WarmUpEngine)


LambdaSensor (O2) vs heating detail


I think that the O2 sensor is changing slowly the voltage range, but it works. Maybe the heater is up.
During traveling home I control the O2 S1 and O2 S2 by Torque and they both works.

I have to measure the CoilOnPlugs... Because these signals mentioned above are all OK.



Edited by: homole
 

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that's ruled out a fair bit, you just need them under normal driving conditions to compare them
 

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Discussion Starter #33
Today when I drove home the P0031(pending fault) occurred. It is going to be finnished this issue.
 

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so possible faultyLambda sensor or continuity from the the sensor back to the ecu, check wires especially the earth one for low ohms readings. one person on this forum cured theirs by running a seperate earth lead.
 

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its common for the heater to go on a lambda sensor it could well be a wiring issue as bank1 sensor 1 is pre cat in the manifold and they can suffer from heat soak
At least you have a fault code to work off now
 

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Discussion Starter #36
Hi guysI´m from Czech Republic and I sometimes use the Google translator. After translation of message above I really know what happened exactly.
Now it seems that there is A CAT IN THE MANIFOLD



Edited by: homole
 

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The cat is after the manifold
Sorry. cat is short for catalytic convertor but you know that
 

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BOY, this topic went straight over my head 4 pages back
.
 

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Discussion Starter #40
Hi guysthe problem with loos of power I mentioned above still continues. Sometimes the vehicle runs good, sometimes no. I red some workshop manual and tried to check many components. From past time no ECM light, no DTC codes.
Yesterday I disconnected the vacuum hose from EVAP solenoid valve to intake manifold. And...the engine was running well, no loss, full of power from 1500-5000 revs to the hill. And in idle speed are revs higher (1500) than normal (750).

Is it possible that this valve could do this?
Have you any idea how this valve is working? Is it still under power (11-13V) and open? Or is it the proportionally controlled by ECM?
Do you have the parts catalogue for NOTE and the part number of this valve?
Thanks a lot.


Edited by: homole
 
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