1996 Nissan Altima ECU

by jserrano (www.nissanclub.com)

Rev. 0.5
Pin Color Name Symbol Description Signal

This pulse signal drives the base of the ignition power transistor and
switches it ON and OFF. The power transistor will then in turn cycle
1 W Ignition Signal IGN the primary side of the ignition coil ON and OFF.

This ignition signal is a feedback for the ECU to monitor the status of
2 Y/R Ignition Check IGNCK the primary ignition system.

3 L/B Tachometer TACHO This pulse signal drives the tachometer in the instrument cluster.
The ECU will provide this ground to the ECM Relay when the ignition
switch is set to ON (sensed on pin 38). When the ignition switch is
switched OFF, power will drop out from pin 38 and the ECU will then
provide battery voltage to this relay to put the ECU in standby. It take
4 W/G ECM Relay Ground (self-shutoff) SSOFF a few seconds for the ECU to go into standby.
5 N/A ?????? No pinout connection.

This ECU ground comes from two engine grounding points located
6 Black ECM Ground ??????? GND at the topside of the upper intake manifold.
This line is used by the ATCU to inform the ECU when it has
encountered a problem. In which case, the ATCU will set the O/D 1.0 - 8.0V
7 G/OR A/T Check Signal ATCK light while the ECU with set the Check Engine light.

This ECU provided ground enables the fuel pump relay during fuel
pump priming (5 seconds) or while the engine is running. The only
8 B/Y Fuel Pump Relay FPR time is goes to battery voltage is after the fuel pump priming function.
This signal informs the ECU when the A/C liquid tank is under- or Triple-pressure position,
over-pressurized. It also controls the cooling fans operation to ON: 0.1V,
9 LG/R Air conditioning Triple-pressure switch ARCON equalize the pressure buildup. OFF: ~5.0V
 The ECU provided ground goes to various sensors. The original
ground comes from two engine grounding points located at the
10 B ECM Ground GND-I topside of the upper intake manifold.
11
12

The ECU will provide ground to this relay when it needs to operate
the cooling fans at high speed. Also, it will provide battery voltage to
13 LG Cooling Fan Relay (high speed) RFRH this relay when it needs to turn OFF the cooling fans.

The ECU will provide ground to this relay when it needs to operate
the cooling fans at low speed. Also, it will provide battery voltage to
14 LG/R Cooling Fan Relay (low speed) RFRL this relay when it needs to turn OFF the cooling fans.

The ECU will provide ground when both the A/C and blower fan
switches are turned ON. It will provide battery voltage when it needs
15 Y/L Air Conditioner Relay ACRLY to turn OFF the relay.
16
17

This wire turns on the MIL. It flashes when the ECU is set to
diagnostic mode, set to oxygen sensor testing, or the engine is
18 OR Malfunction Indicator Lamp LED-R misfiring. It is normally turned OFF by applying battery voltage.
The ECU provided ground goes to various sensors. The original
ground comes from two engine grounding points located at the
19 B ECM Ground GND-I topside of the upper intake manifold.

The ignition switch provides battery power to this pin to tell the ECU
20 G/B Start Signal STSW to go into START mode.
This signal informs the ECU when the A/C is switched ON (~0.1V).
The ECU response by increasing idle speed to improve idling and A/C switch position,
reduce emissions. During heavy engine load, the ECU will turn OFF ON: 0.1V,
21 LG/B Air Conditioner Switch A/C SW the A/C clutch relay to disengage the A/C clutch. OFF: ~11-14V
Gear selector position,
The ECU senses the ground from this switch when the transmission Neutral: 0.1V,
22 G/OR Park/Neutral Position Switch PNPSW in either in Park or Neutral. not-Neutral: ~5.0V
This DC voltage varies with the position of the throttle plate. The
ECU sends a 5 volts reference to this sensor and then senses how
0.3 - 4.0V
much of it comes back from this line. This voltage represents the
23 W Throttle Position Sensor TVI1 angular degrees of opening (max=90 degrees).
This A/T data transmission line #1 is used in conjunction with DT2 &
DT3 to control the smooth shifting up and down of the AT during 6 - 8V
24 BR/R Automatic Transmission Data Line #1 DT1 hard acceleration and deceleration.
The ECU senses this switch to detect when the steering wheel is Steering wheel position,
turning at low speeds. It will quickly increase the idle to compensate Turning: 0.1V,
25 G/Y Power Steering Pressure Switch PWST for the additional engine load. Straight: ~8.0V
 The vehicle speed sensor is installed in the transaxle. It sends a
signal to the speedometer, which will in turn sends it out to the ECU,
26 Y/G Vehicle Speed Sensor VSP ATCU, and cruise control unit.
27
This DC voltage varies with the intake air temperature. The voltage
Intake Air Temperature Sensor decreases as the intake air temperature rises. This sensor is only 0 - 5.0V
28 L (California only) TA used for diagnostics, never for air/fuel mixture control.
This A/T data transmission line #2 is used in conjunction with DT1 &
DT3 to control the smooth shifting up and down of the AT during 6 - 8V
29 L/R Automatic Transmission Data Line #2 DT2 hard acceleration and deceleration.
This A/T data transmission line #3 is used in conjunction with DT1 &
DT2 to control the smooth shifting up and down of the AT during 0V
30 BR/W Automatic Transmission Data Line #3 DT3 hard acceleration and deceleration.
31
32
This DC voltage varies with the position of the throttle plate and
represents the angular degrees of opening (max=90 degrees). This 0.4 - 3.0V
33 W/R Throttle Position Sensor TVI1 signal is solely provided for the ATCU. .
34
35
36
37

The ignition switch provides battery power to this pin to tell the ECU
38 B/R Ignition Switch IGNSW that the ignition switch is ON or STARTing.
The ECU provided ground goes to various sensors. The original
ground comes from two engine grounding points located at the
39 B ECM Ground GND-C topside of the upper intake manifold.

The pulse signal represents the TDC of all cylinders. The #1 cylinder
is differentiated by a long pulse width. This signal is referred to a
180 signal. It originates from 4 slits of a photo diode/sensor disc
Camshaft Position Sensor (Reference (Optronic) inside the distributor. This wire is also paired up with pin
40 L signal) REF 44.

The pulse signal represents the 1 rotation of the crankshaft. There

Camshaft Position Sensor (Position are 360 slits of a photo diode/sensor disc (Optronic) inside the
41 L signal) POS distributor. This wire is also paired up with pin 45.
42
The ECU provided ground goes to various sensors. The original
ground comes from two engine grounding points located at the
43 B ECM Ground GND-C topside of the upper intake manifold.
 The pulse signal represents the TDC of all cylinders. The #1 cylinder
is differentiated by a long pulse width. This signal is referred to a
180 signal. It originates from 4 slits of a photo diode/sensor disc
Camshaft Position Sensor (Reference (Optronic) inside the distributor. This wire is also paired up with pin
44 L signal) CMP1 40.

The pulse signal represents the 1 rotation of the crankshaft. There

Camshaft Position Sensor (Position are 360 slits of a photo diode/sensor disc (Optronic) inside the
45 L signal) CMP2 distributor. This wire is also paired up with pin 41.
When the ECU enters O2 sensor mixture feedback called closed
loop, it will continuously monitor that this sensor's output voltage
swings between 0 -1 volts. When the engine is running at
stoichiometric (AFR = 14.7), it should swing at least five (5) times
across the centerline of 0.5 volts (500 mV) within ten (10) seconds.
Changes outside these parameters causes the ECU to identify areas
Front Oxygen Sensor (non-CAL) or needing long term fuel trim corrections. This sensor is of the heated
46 W Front Heated Oxygen Sensor (CAL) O2 type only for the California models.
This DC voltage signal carries the representation of the amount of
intake air flow sensed by the MAF hot-wire. The value varies with
0.8 - 3.0V
engine speed and is sent to the ECU for calculating fuel and ignition
47 OR Mass Airflow Sensor QA+ requirements.

0.005 - 0.02V
48 W Mass Airflow Sensor Ground QA- This ground is provided by the ECU solely for the MAF.

Approximately 5.0V
49 R/Y Throttle Position Sensor Power Supply TPSPS This is the 5V reference that the ECU provides to the TPS.
The ECU provided ground goes to various sensors. The original
ground comes from two engine grounding points located at the
50 B ECM Sensor Ground GND-A topside of the upper intake manifold.

This DC voltage varies with the engine coolant temperature. The 0 - 5.0V
51 L/OR Engine Coolant Temperature Sensor TW voltage decreases as the coolant temperature rises.

0 - Approximately 1.0V (for

California models) ---
This signal provides the ECU and indication of the state of the three- ----------------------------------
way catalytic (TWC) converter funtionality.With a fully warmed up 0 - Approximately 2.2V
system this will signal swing and follow what the front oxygen sensor (non-California models)
52 W Rear Heated Oxygen Sensor O2SR is doing.

The CKP provides the ECU a crank rotation signal so that it can
monitor for an engine misfire. It compares the CMP reference signal
to determine which cylinder caused the misfire. This is purely used
53 W Crankshaft Position Sensor RGC/S for diagnostic and do not affect air/fuel mixture control.
 This wire is held steady at about 2.5V. When an audible knock is
heard it will inform the ECU of the event. The level of knock spikes
54 W Knock Sensor KS determine the knock intensity.

The ECU senses the rear window defogger relay to determine when
the defoggers are operating so that it can make adjustments to the
55 L/R Rear Window Defogger Relay R/DEF added electrical load.
This power comes from the ECM relay to energize the ECM, and the
MAF and CMP sensors. It is available when the ignition switch is set
56 OR Power Supply for ECM VB to ON. This wire is also paired with pin 61.
57

This line is used by an Onboard Diagnostic II (OBD2) generic scan Approximately 9V

58 OR Data Link Connector for GST KLINE tools to read out ECU engine operating parameters.
59
60
This power comes from the ECM relay to energize the ECM, and the
MAF and CMP sensors. It is available when the ignition switch is set
61 OR Power Supply for ECM VB to ON. This wire is also paired with pin 56.
The EGR temperature sensor is provided on California engines or
models with manual transmission. It is used to diagnose EGR flow < 1.0V @ 1500 rpm with
62 R/L EGR Temp Sensor EGRTS related issues. EGR valve fully open

Intake Air Temperature Sensor This DC voltage varies with the intake air temperature. The voltage 0 - 5.0V
63 L (non-California models) TA decreases as the coolant temperature rises.

This is the data line used by the ECU to receive serial data from a
64 Y/B CONSULT Data Link Connector (Rx) SCIRX Nissan CONSULT device. ~0.1V

This is the data line used by the ECU to transmit serial data from a
65 Y/R CONSULT Data Link Connector (Tx) SCITX CONSULT device. ~4 - 9V
66
67

This is the data line used by the ECU to clock serial data to and from
68 Y CONSULT Data Link Connector (Clk) SCICL a CONSULT device. ~3.5V
69

This battery power is provided to the ECU at all times. This wire is
70 W Power Supply (Back-up) BATT also paired up with pin 113.

This is the Idle Air Control Valve - Auxiliary Air Control Valve duty
101 SB IACV-AAC Valve ISC cycle signal that controls the idle speed.

102 BR Injector #1 INJ#1 This is the ECU provided pulsewidth signal for injector #1.
 This ECU provided ground enables the EGR/Canister solenoid. This
will in turn let a vacuum signal can pass through it to reach the EGR
valve. This vacuum will also reach the charcoal canister to purge it of
103 LG EGR/Canister Solenoid Control Valve EGR some stored fuel vapors.

104 BR/Y Injector #3 INJ#3 This is the ECU provided pulsewidth signal for injector #3.
105
The ECU provided ground goes to various sensors. The original
ground comes from two engine grounding points located at the
106 B ECM Ground GND-E topside of the upper intake manifold.

107 BR/W Injector #2 INJ#2 This is the ECU provided pulsewidth signal for injector #2.
This ground is provided by the ECU to turn ON the rear oxygen
Rear Heated Oxygen Sensor (non- sensor heater so that the sensor quickly reaches normal operating Approximately 0-0.2V
108 Y California models) O2H+ temperature.

109 BR Injector #4 INJ#4 This is the ECU provided pulsewidth signal for injector #4.

This ground is provided by the ECU to turn ON the rear oxygen Approximately 0-0.2V
Rear Heated Oxygen Sensor sensor heater so that the sensor quickly reaches normal operating
110 Y (California models) O2H+ temperature.
This ground is provided to rear heated oxygen sensor, crankshaft
Rear Oxygen Sensor Heater Ground position sensor, and throttle position sensor to shield the signal wire ~ 0.02-0.07V
111 B (non-California models) O2H- from electrical interference.
The ECU provided ground goes to various sensors. The original
ground comes from two engine grounding points located at the
112 B ECM Ground GND-E topside of the upper intake manifold.

This battery power is provided to the ECU at all times. This wire is
113 W Current Return CRTN also paired up with pin 70.
114

This ground is provided by the ECU to turn ON the rear oxygen

Approximately 0-0.2V
Rear Heated Oxygen Sensor sensor heater so that the sensor quickly reaches normal operating
115 Y (California models) ??? O2H+ temperature.
116
117
The ECU provided ground goes to various sensors. The original
ground comes from two engine grounding points located at the
118 B ECM Ground GND-E topside of the upper intake manifold.
1996 Nissan Altima ECU
Circuit Diagram

Rev. 0.4