Modern vehicle diagnostics can be complex, often requiring more than just a generic OBD2 scanner. For Nissan and Infiniti vehicles, the Consult 2 system has long been recognized as a powerful tool, offering capabilities that many aftermarket scanners simply can’t match, particularly when it comes to in-depth system analysis and the intricacies of the Controller Area Network (CAN).
Understanding the limitations of some universal scanners is crucial. While they might suffice for basic engine checks, systems like Active Headlight, ADP, or 4WAS, and body control modules often require a more specialized approach. This is where a Car Scanner With Consult 2 compatibility excels. The original Consult II system often includes a “CII converter” box, which highlights its role in bridging with the vehicle’s communication networks, especially in models from around 2001.5 onwards where CAN systems became more prevalent.
The Consult 2’s strength lies in its ability to deeply interact with the CAN network. While the standard Diagnostic Link Connector (DLC) provides access to both high and low CAN networks as a passive interface, connecting with Consult allows technicians to actively decipher and monitor the data flow across the entire vehicle network. This comprehensive view is invaluable for diagnosing complex issues that span multiple vehicle systems. Although aftermarket scan tools are improving, many still lag behind in fully interpreting the proprietary Nissan/Infiniti CAN data, often due to price point and development focus. For serious diagnostic work on these brands, tools like the Snap-On Modis, while capable, often mirror functionalities that Consult 2 inherently provides for Nissan and Infiniti.
It’s increasingly clear that automotive technicians need a strong grasp of networking and IT concepts. Modern vehicles, like the M56 and new QX models mentioned, incorporate sophisticated electronic architectures. Relying solely on basic aftermarket scanners for advanced diagnostics can lead to inaccurate assessments due to slower data stream rates inherent in many J protocol software devices. This slower refresh rate can make decisive diagnoses challenging, potentially leading to guesswork instead of precise troubleshooting.
For fundamental engine diagnostics, traditional tools like a Digital Multimeter (DMM) or oscilloscope remain highly effective. In many cases, monitoring raw sensor data directly, as the Engine Control Module (ECM) perceives it, is a direct and reliable method. Every input and output signal can theoretically be monitored using these classic techniques. For many vehicle owners and even technicians, investing in a quality autoranging DMM with microvolt sensitivity (essential for O2 sensor analysis) and some training in its use can be incredibly beneficial for a range of diagnostic tasks.
