2011 G37x Sedan FSM links

2011 G37x Sedan FSM links
(Factory Service Manual)

I cant upload >100MB zip, so rename the .doc to .zip to open**

Alternate link on Google Drive (also renamed to .doc), entire manual collection
https://docs.google.com/document/d/1CqknAof2RVEH0-PB2EggYpc_CxXK3l7D/edit?usp=sharing&ouid=108832589919852687507&rtpof=true&sd=true

To open as .ZIP from .DOC

  • Open CMD terminal in the folder where you downloaded the file, run the second command
    • rename 2011_G37_Sedan_FSM.zip 2011_G37_Sedan_FSM.doc
    • rename 2011_G37_Sedan_FSM.doc 2011_G37_Sedan_FSM.zip

To install Front/Rear Swift Lowering Springs

  • Use the 2010-2013 Sedan Manual
  • Reference sections FSU and RSU
    • Front and Rear Suspension
  • Search Keyword “AWD” for G37x specific procedures
  • Torque
    • white for ft-lb, black for inch-lb (!!!)
  • Use PDF “FWD” for index

Its not a Honda FSM, but sufficient guidance is provided. Exercise in extreme patience to download all of those………..

All the forum links are broken but if you click long enough, you can get here:
https://www.nicoclub.com/infiniti-service-manuals

  • https://infinitig37.com/2013-Infiniti-G37-Sedan-FSM.html
    Confirmed

Youtube

  • Removal of front strut
    https://youtu.be/WuOCy6yJ_uk?si=mlAL6miZu3i5ipJ0

INDEX:
Accelerator Control System
Automatic Drive Positioner
Audio, Visual and Navigation System
Body Control System
Brake System
Brake Control System
Body Repair Manual
Cruise Control System
Charging System
Clutch System
Engine Cooling System
Defogger
Door and Lock
Driveline
Engine Control System
Engine Mechanical
Exhaust System
Exterior Lighting System
Exterior
Front Axle
Fuel System
Front Suspension
Intro – Table of Contents
General Information
Glass and Window System
Heater and Air Conditioning System
Heater and Air Conditioning Control System
Horn
Interior Lighting System
Interior
Instrument Panel
LAN System
Engine Lubrication System
Maintenance
Mirrors
Meter, Warning Lamp and Indicator
Parking Brake System
Power Control System
Power Supply, Ground and Circuit Elements
Power Window Control System
Power Outlet
Rear Axle
Roof
Rear Suspension
Seat Belt
Seat Belt Control System
Seat
Security Control System
Sonar System
SRS Airbag
SRS Airbag Control System
Steering System
Steering Control System
Starting System
Transaxle and Transmission
Ventilation System
Warning Chime System
Road Wheels and Tires
Wiper and Washer

-methods

Repair Succeed

1989 Toyota 4Runner SR5 3.0L is repaired and back in service.

  • Don’t change it in and out of two-wheel drive on the freeway
  • Don’t change it in and out of two-wheel drive while in reverse, in compound low, backing uphill, with a trailer, with the wheels at the stops

-Schindler

88-89, Toyota 4Runner SR5 – Automatic Locking Front Hubs

This is the odd-ball 3.0L V6 with a 5spd Manual and Automatic Locking Hubs. We are in the middle of swapping a CV Axle and found a bone dry AutoLocker. AFAICT these were only available on the SR5.

Source: Wikipedia
https://en.wikipedia.org/wiki/Toyota_4Runner#First_generation_(N60;_1983)

There is a bit of a black hole around the Automatic Locking hubs. The Forums H A T E them and youtube only skirts it well. You can find the information but only in out of context content… like…

  • Dude wants to replace the rotors, topic covered
  • Dude wants to swap to manual, topic covered
  • Dude wants to scrap/salvage, topic covered

Here is a 1988 hard-link ripped from the WBM which was ripped from elsewhere. Basically non-searchable but the FSM fo’sho. At some point someone purged the earth of all these FSM’s. Greedy fools I suspect.

Here is the 85, thanks to the WBM. Dont say their name here or someone will no doubt try and delete that too.

I am over here doing my Schindler Jumping Jacks… realizing that I am not 26 anymore and my skills have atrophied.

Youtube Playlist of Debugging the LOUD CLICKING at the Passenger Front that only appears in 2WD, not 4WD… including an Axle Swap that (as of time of writing) may or may not have been required…. on the way to… possibly great differential sorrow… lol

Beware that is a “Playlist” and not a video, it actually goes on for HOURS AND HOURS lol… including a nice fail-sequence where I try to Impact Wrench on 2′ of Extensions. There is a special bonus where I whale the axle out with a 4lb hammer (BEFORE) relieving the axle retention rings….. sigh.

Anyhow – Link Dumping here this morning.

TSTART – 0750 PDT
LEARNINGS BLOCK

  • The searchable 1985 FSM likely wont have it because this only existed in limited models
    • TBD the exact range of vehicles that got the Auto Hub
  • It must work by unwinding outward while spun
    • No way the Axle could move in and out
    • We found the teeth that Engauge and the spring that holds them back
    • We know you are supposed to disengage by dropping back to 2WD and rolling in reverse 10′
    • The CV Joint is different than I am familiar with, more will be revealed with that. Boot was torn but internals finger-felt fine
    • The axle has a retaining ring (expected) with a toothed washer
      • I fuggered that up because on a Honda its a ring that compresses
      • I hit the axle with a 4lb hammer and launched the Ring and toothed washer into the 4.2″ deep dust in the driveway
      • I recovered the stackup…. and built it up on the bench… 99.9996% sure the washer goes to the inside and the ring to the outside BUT YOU DONT KNOW BECAUSE THIS ONE HAS MUCHO CLAPTRAP’O … right after that Ring. Like… The washer very well COULD go after the ring… Unless… Next Assembly has a hole bigger than the

D I N G

Whatever the Axle Lock Ring is pushing against (engine side), confirm that a Washer would be required there and show why it would be toothed.

RESUME

OK
I realize now that last night was lost to searching the 1985 FSM and not the 1988, my fail. Cost me 4hrs, no big deal

Looks like Page 1468 has a blowup… but not the parts we are after

TIME
Here is the procedure that I wanted to verify

Presumably the “Spacer” is the toothed washer and the snapring is obvious. Pulled from the AXLE section of the FA section, not the Hub section (DUH).

-Schindler

EDIT: Test Procedure

DCS33-33M15 Repair Links

These are hard links to the datasheets

PlayList (incomplete at time of writing)
https://www.youtube.com/playlist?list=PLGuJySJ3giZf-cSHU4QRpOkUkSAR6Jh5F

ES necro-Thread
https://endless-sphere.com/sphere/threads/sorensen-dcs-series-modification-and-repair-thread.95184/page-6#post-1814269

ORIGINAL – including component values



UPDATED – including later year models



M15 Option


Sufficient detail provided in attached links. TL;DR the main fuse is blown as a 10W resistor is cooked.

-Schindler

Ford Th!nk City – Video Dump

Here is the Playlist for the Think.

(That is a PLAY LIST, not a Video – so multiple videos)

Some folks think “hey, why so much off-topic?”
Well… that is the actual reality of hacking together extinct platforms. The actual meat and potatoes can only be had once you

  • Climb up the hill
  • Hack thru the bushes
  • Fight back the bugs
  • …..

For instance… the #1 issue with most high voltage Electrified machines is actually failure of the 12V lead acid system! … so… posting the entire adventure is actually more informative than just cooking it down into a YouTube BS video.

  • It is tedious work
  • You will spend more time jumpstarting the lead acid than then 420V traction pack
  • You will spend more time fooling with old keys, J1772 chargers, unbolted seats, dog barf…

Reality

-Schindler

Some of Yesterdays Data

Today I am going to collect data in a more methodical way, but here is a sample of what I picked up yesterday.

You have to be careful with many of the entries. Things are often miss-marked. For instance, Maximum Charge Current very well may be to 10^-1, so if it reads out 392A they may mean 39.2A. Very common practice to offset by orders of magnitude while packing into CAN.

OFTEN… The Software Engineer on the other end does not know their Electrical Rules of Thumb and they miss something like mA, uA, Amps.

Sorry for the rude dump, I have just learned to post up at least SOME of the data before it is lost to “the Schindler Archive”. I have terabytes of projects like this. If I dont share the data then I cant help the next guy.

Often…
The next guy is ME!

Lol… Nobody searches the 4,800 posts of Schindler Engineering more than I do. This is my notebook 😉

When you clear errors and they hold you get this above on next scan. That is a big YEA!

When you clear X errors and X-3 come back, you get a different message alerting you to the fact that some errors were not cleared.

Above shows returning errors. Below shows variants of state

Each system is unique in their vocabulary, but fundamentally they all operate the same.

Inactive
0
Percent
Decimal

Picture all of this being packed into CAN messages and then unpacked. What do they call this one? CAN-FD iirc? Back in the day we had to hand pack all of this. It was true horror.

You have to know which module various messages are coming from. That is not displayed but selected from the Home Screen. After a while, you will know which module generated data.

Before that point, inundation with details. Some excruciatingly important, most CRUFT.

J1772 now reading a much more sane 57F. It looks like the transaction requested 16A of service. We are drawing around 600mA at 122V

122V * 0.6A = 73.2W
Ohms Law

Ok, so we are cooking off ~70W somewhere. That is actually quite a bit of power, far more than some relay coils is my guess.

You never know WHAT they decided to do in the decision tree, so malfunctions in something like the restraint system SHOULD BE CORRECTED! I could totally see some overzealous firmware engineer disabling drive in the event that the restraint system is malfunctioning.

Word to the Wise….

PLUG EVERYTHING IN, EVEN IF ((YOU)) DONT THINK IT IS IMPORTANT
GUYS LIKE ((ME)) PUT HOOKS IN THINGS
YOU HAVE BEEN WARNED

A system like this may have 42 “Faults” that it will cite as reason for not motoring. There very well may be 17 more which are silent killers. FAFO. Time is Money.

My guess is that the BMS Master is talking. I never did see long lists of String Voltages, but they do not always expose that at the User Level. There may be a lower level tool specifically for Unit Testing the Battery Sub-System.

Wonder if that really is the 575th battery of that year. Could be. It was a really small production run.

Ack
That is a hot bag right there above. We also see some UnderVoltage faults on string B, which implies a string A. I am sticking with my guess that some of the batteries drifted under after a long sit.

I am just peeling off random screen shots. This is not a complete package.

The machine is never going to tell you what the problem is. It is only going to supply data for you to use in determining what the problem is. OBDII in more modern vehicles has become so refined that it will even suggest Part Numbers for Replacement!

This… Not so much

So all the flags associated with charging are set. That may be an interesting place to start looking. I often warn non-firmware programmers of the issue of cascading

IF
One is over-worked, under-paid, and rush

THEN
One does not do a good job parsing errors

ONE
Just grabs a pre-existing error and throws it!!!

Firmware Engineers do this all the time and they have no idea how far down a rabbit hole it sends some folks. Let me explain more clearly

  • Say I have 25 errors which are highly specific
  • I have a new use case where I need to generate a 26th error
  • I am in a hurry and I have 200 things to do before end of quarter….
  • It takes me 20 minutes to go thru the complete process of forming a new 26th error
  • Instead I just throw an existing error. Sometimes with context and sometimes not
  • THIS MEANS
  • That you may get a Generic Error for something specific
  • FAR MORE DISTURBING
  • You may get a Specific Error that is missleading

Read that last line again
I said
YOU MAY GET A SPECIFIC ERROR THAT IS MISSLEADING

Happens
I know because I have done it, many times

I am interested in all this “On Demand Self Test” stuff for certain. 2012 eh? This plastic lego-box is what Ford was putting out while Tesla was rolling out a Model S?

What a fantastic joke

Yes, I see that it is far lighter and more efficient… but one can not use the same term to describe a Model S and a Ford Th!nk City. They are not both EV’s

I had the Ford Think NEV… I would say this City is not far from an NEV. That whole Idea took an absolute HOT SHIT and died. Nissan Leaf was the only one that got close to something viable.

Anyhow, off to my Day Job
I mean my Night Job
I mean… I am looking for a job

This is how I look for work

I just go DO WORK then people come and offer compensation to do work that is in their interest. I am a total sell-sword. I can think your product is disgusting and still force myself to get behind the Quality of it.

  • If it sucks…
  • At least let it suck with some class

-Schindler

BHoLT Project #042 – Update on the Ford Th!nk

Previous Updates

Day 1 Recap
https://schindlerengineering.com/public/2024/05/05/troubleshooting-extinct-platforms/
https://schindlerengineering.com/public/2024/05/05/codiac-godiag-j2534-vs-ford-thnk-city/

Today started with jumpstarting the 12V system using “TruckNutz”

Day 2
There are two running assumptions on why we cant charge with J1772

Player 1 (not me)
He thinks the BMS module is “bad”

Player 2 (me)
He thinks the car just sat too long and the battery resting voltage sagged below the BMS limits.

I want an excuse to break THIS bad boi out

Observations
* The J1772 charger is reporting Freezing conditions at 64F and it is dumping about 60W
* The dashboard linked above (someone elses rig) has a CEL, we actually dont have that! We just have a dead battery notification
* I experienced something similar with a Ford Transport EV – wont take a charge – on that one it was a dead board… but its comms software package actually worked

Links and Updates

Facebook Group: https://www.facebook.com/groups/27279972050/posts/10159593703302051/

GitHub Clues
https://github.com/hrmnc/J2534DllLoader?fbclid=IwZXh0bgNhZW0CMTEAAR1bGf-2pobhlRQ_kIJsdEwF1nr5k6R0IMor7OqipVihfZPwOi9BLlwDjAQ_aem_AYvd7uko3VHw07ls7TJjKX91rrC34wllo7hrDi-AFBDIZ86vw0MJ31Twtwr3-6RwZvhVutdrX5O0uCJmNtupG3IP

Forum in Norwegian (from the YouTube Video)
https://elbilforum.no/index.php?board=29.20

  • I have the Factory Software
  • I have the Aftermarket Dongle
  • I have the PEAK Dongle

We know the XML above guides the Factory Software tool to its “Resource”. Supposedly newer software can work magically, I have not seen that happen yet.

The values entered above are Known Incorrect (KI) – an earlier attempt. Today was written off to BHoLT because … even tho I performed a full factory re-install on the software, the damn bugger did not blow out these files!

SO

All of my troubleshooting today was lost time. PassThruName was set wrong for the PEAK dongle (grrr). I remedied that by absolutely blowing the ASS out of the install with the DELETE button in the file system. SO… when I re-install again, we should get some clean XML.

Lets do that now

That installs first, for a clean un-install you have to blow that out. One shows up as Omnitek and the other one LTD

Still dont know what that window means. It pops up during a CLEAN install. If you dont get that pop-up, dirty install. Anyhow, it will spin forever until you ACK that NAG.

Then you get to install this smoking hot pile of shit. I call it that because it is missing the most critical tool that any Diag software has

  • UNIT TEST

    Just some kind of window to tell me a few binaries
  • The Hardware is connected or not
  • The Vehicle is connected via the hardware

    Right?
    Somebody missed that one, I guess its not a problem if you run the Proprietary Hardware that we dont have

Ok, maybe I just had a bad cache on the last open, because even after DELETING the files and re-installing mine popped with the stale data. I deleted that out of Sublime, now I see the above, which is Factory

<!--<add key="PassThruName" value="OCII Interface" />-->
<add key="PassThruName" value="3G VCI"/>
<add key="PassThruVersion" value="DashTwo" />

So somehow we need to aim that pointer at the dongle, YES?

That can be understood here

https://www.peak-system.com/PCAN-PassThru-API.405.0.html?&L=1

Ok, so we are pointing at an Abstraction

Excellent, if we can just add to this a Virtual Machine or a Legacy WIN7 laptop and some poorly hacked DB9 jumpers we will be at starting point -001

Get your sack frosted with some virus laden links over here… using the above search terms
https://mhhauto.com/Thread-think-city-electric-car-vci-interface

Bah Bugger it all

PEAK drivers installed but no Pass-Thru
Not for GOAG or PEAK
So… I imagine that is the hangup

Now we have at least a little bit more installed over here in the Registry. Earlier hacks worked by drawing the name out of the Registry and placing that in the XML

KEYSTONE

  • This is a KEY WORD
  • HKEY_LOCAL_MACHINE\SOFTWARE\PassThruSupport.04.04

So “PassThruSupport.04.04 is generic. It can hold inside of it PEAK – PCAN as well as GODIAG

AH HA

Frost your nads with a bit more Virus Packed goodness here…
https://mega.nz/file/9csFybqb#SFqJjf4WQydz3Q3CrsctirxmUzL2F9D0E9X7lE7FowM

Yea, just keep clicking those links, LOL
Eventually I will get’cha

uh hu
You know I install all that shit

They give you that, which you can RawDawg with, … that is probably only good for confirming your hardware cabling (like CAN_HI, CAN_LO, GND)

  • If you see good hex
  • It MAY be wired correctly

BINGO

Super Obvious now

  • The XML is pointing at the PassThru
  • The PasThru has keywords in it

Off to try it again

PAUSE
OMFG I missed this link before

KEYSTONE

https://hrmnc.github.io/2023/11/16/Installing-Think-Diagnostics.html

Ok, I did a clean install THREE TIMES and my XML is still differing. They are claiming version 2.2.5 and I pulled from their link. Resultant install is

and about half the time I get scripting errors. Probably because it cant find the hardware. I do not always get the errors.

Grrrrrr……

-Schindler

Background Check?

Yes this is P.Schindlers NSFW flash-blog. It used to be my contracting website, but hopefully those days are in the past.

You can find me most active on:

I do not care for any of those platforms, as I am really more of a forum sort of guy.
https://en.wikipedia.org/wiki/Internet_forum

If you really want to find me, seek user “methods” on the forums, or just call (831) 334-0165 and I may answer the phone. For email use Patrick@SchindlerEngineering.com

-Schindler