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Nissan Liberti 2006, QR20DE DOHS. Vehicle Won’t Start…Diagnostic Errors: Ignition, CKP and CPM Sensors (P1320, P0340, P0335)

Nissan Liberti 2006, QR20DE DOHS. Vehicle Won't Start

NISSAN LIBERTI 2006, QR20DE DOHS. There is nothing special about this car. However, there are moments. First: this model no longer has the SR20DE engine and, accordingly, has a slightly different control system. The car model with this particular engine is in MotorData. But this copy was brought from the domestic market (RHD), so you need to look for the electrical control circuit already by the engine code. And, therefore, the control unit is already different. Is the control box from a different model? There are other models with the same motor in the program, so you need to look at the years, because the earlier ones differ in connectors. This feature has been encountered before.

Actually, that’s not even the problem. There were three vehicles in the diagnostics today. But he made detailed notes specifically for this car for the following reason: the specialists looked at the car, tried to do something with it. The car didn’t start. And a mobile diagnostician “on call” worked with her. Not about this conversation. Talk about a mistake that many people make (I encounter not the first time). On the forums at one time, those who offered such a thing were immediately sent to the ban. Then somehow everything calmed down, tired of reacting. But the rake remained, and someone is constantly stepping on them. Therefore, this recommendation is still circulating on the Internet: swap the sensors in places .. And they find it. And they do. As a result, they confuse themselves and begin to fornicate in three trees. Next in order:

001

P1320, P0340, P0335 – these are diagnostic errors on a car that was pulled on a cable. Well, where do we start?

002

I started with a question to the owner of the car: “Did the diagnostician change the sensors in places”? Received an affirmative answer: yes. Of course, this is not the first time this has happened! If the owner was not around, then for me it was 100% obvious. Both sensors cannot be faulty. And the ignition system code appeared already during the “diagnostic experiments” (I believe that initially there was a malfunction of the crankshaft sensor (CKP).


We look at the current parameters with the ignition on:

003
Here I noted two points at once: – Ignition Timing Correction Value has been introduced. Why in the “minus” I did not understand! Secondly, I noted the error of a lost diagnostician: the engine is turned off, and the speed shows 1213 rpm. Well, it was the client who suggested to me that the diagnostician who tried to resuscitate this car earlier referred to this. This is a normal warm-up RPM (desired, set by “Idle Target RPM”), but not the current engine RPM. Turnovers on the next page of the scanner.

Here I noted two points at once: – Ignition Timing Correction Value has been introduced. Why in the “minus” I did not understand! Secondly, I noted the error of the lost diagnostician: the engine is turned off, and the speed shows 1213 rpm. Well, it was the client who suggested to me that the diagnostician who tried to resuscitate this car earlier referred to this. This is a normal warm-up RPM (desired, set by “Idle Target RPM”), but not the current engine RPM. Turnovers on the next page of the scanner.

004

Here are the Turnovers (Engine RPM parameter) – 0. But the MAF readings (Air Meter B1) – 1.12 volts is a lot … this is a sensor for replacement.
Then I turn the engine over with the starter. I see the engine speed on the scanner. The starter turns fine, but the car won’t start. Checked. I realized that now a couple of minutes and the car will start. I am changing the camshaft sensor. Why? Highlighted above.

005

Here the engine is up and running. The desired RPM and the current RPM are the same. I haven’t removed the ignition timing yet. I want to understand why it was done.

006 1

Here the car is warmed up, took it, idle. The MAF reading is too high. There is another ING SW-ON indicator here. What do you think was on the scroll starter? Who does not understand, go back to the error code P1320, read what it is. Here’s how I explained everything point by point.

Now about the error. If someone else thinks that by swapping the CKP and CMP sensors you can get something at the level of sensations, I answer: no. You can check the operation of the sensors on the scanner and I showed how. If you’re not sure, get an oscilloscope. As a last resort, if you had to move the CKP sensor in place of the CMP and there is no ING indicator in the date, see if you can see the engine speed on the starter scrolling (last resort check). Why is this mistake made on Nissan? The motors of the QG and QR series painfully bribe themselves with similarity, but the similarity is only external. And the sensors are the same. True, the farther, and not everywhere.

Therefore, using the example of this car, I will explain in more detail. This is a transition model. This is where all the insidiousness of NISSAN lies. After all, this model was originally equipped with a motor of the SR20DE series.

007

Here is a screenshot from the MotorData program. And no more with other motors. But in life there is (though not much). And they are quite different. Ignition system, air control (damper) … it’s visual.
Now the schema:

008

The CKP sensor was in the distributor, and not in the usual place for all Nissans. And in our case, we are dealing with individual ignition coils. So, the sensors are in the usual places. But the control algorithm has been refined all the time. Therefore, in order not to climb, I will write deeply like this: – Nissans do not work the same way with these series of engines. Remember there are those that start and run with a CKP sensor that is faulty. There are those who do not care if the camshaft sensor is turned off while the engine is running. I’m not saying how this changes the current parameters. In short, until we came to what we have on new models, a lot of time has passed, and therefore when you get such cars, you need to clearly understand what you are dealing with. And when you understand this, then such a malfunction will not escape you.

009

Ignition Timing 15 BDTC is too much. Therefore, we immediately check one of the possible reasons.

010

Here is one of the coils (2). The output voltage of the coil varies from 0.37 to 2.99 kV. The spark burning time is 2.7-3.0 ms. Turnovers are stable 710. But this is not a spark …. Should be 14-16kV and time 1.3-1.4 ms. Although if it is checked on a candle in the open air, it may seem to someone to be the “norm”. Here is such a LIBERTI. Normal. But they tried to “revive” her … not quite right.

And the control system is struggling, within its competence …. Remained not replaced by MAF, not available. Ride until they bring it. Then we’ll get everything back to normal.

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