Group 11a

11A-1
GROUP 11A
ENGINE
MECHANICAL
CONTENTS
GENERAL DESCRIPTION. . . . . . . . . 11A-2 BASE ENGINE . . . . . . . . . . . . . . . . . . 11A-3

11A-2 ENGINE MECHANICAL
GENERAL DESCRIPTION
GENERAL DESCRIPTION
M2112000101162
This model is equipped with a newly developed 4B11 • MIVEC (MITSUBISHI INNOVATIVE VALVE TIM-
engine. It is a 4-cylinder, double overhead camshaft ING ELECTRONIC CONTROL SYSTEM) for
(DOHC) engine with a 2.0-L cylinder displacement. both the intake and exhaust valves
This engine has adopted the following features: • Cylinder block made of an aluminum alloy
• Valve train with direct-acting valve tappets
• Silent timing chain
MAIN SPECIFICATIONS
Descriptions Specifications
Engine type 4B11
Bore × stroke mm (in) 86 (3.4) × 86 (3.4)
Total displacement cm3 (cu in) 1,998 (121.9)
Combustion chamber Pent-roof type
Number of cylinders 4
Valve mechanism Type DOHC
Intake valve 8
Exhaust valve 8
Compression ratio 10.0
Valve timing Intake valve Opens (BTDC) 3° −28° <California>
0° −25° <except California>
Closes (ABDC) 45° −20° <California>
Exhaust valve Opens (BBDC) 41° −21° <California>
Closes (ATDC) 3° −23° <California>
Maximum output kW/r/min (HP/r/min) 107/6,000 (143/6,000) <California>
113/6,000 (152/6,000) <except California>
Maximum torque N⋅ m/r/min (lbs-ft/r/min) 194/4,250 (143/4,250) <California>
198/4,250 (146/4,250) <except California>
Fuel injection system type Electronic control MPI
Ignition system type Electronic spark-advance control type (4-coil
type)
Generator type Alternating current system (with built-in IC
regulator)
Starter motor type Reduction drive type
ENGINE MECHANICAL 11A-3
BASE ENGINE
BASE ENGINE
M2112001001050
CYLINDER HEAD
Exhaust side Intake side
Valve guide
AK502483 AD
A cylinder head made of an aluminum alloy, which is Cross-flow type intake and exhaust ports have been
lightweight and offers a high level of cooling effi- adopted. Two intake ports and two exhaust ports are
ciency, has been adopted. A pentroof combustion provided independently on the right and left sides.
chamber with a center spark plug has been adopted. Five camshaft bearings are provided at the intake
It has a small valve compound angle to realize a and exhaust sides, respectively. The No. 4 bearing
compact chamber. sustains the thrust load of the camshaft. Only the No.
1 bearing uses a bearing cap that integrates both the
intake and exhaust sides.
VALVE SEATS
Sintered alloy valve seats have been adopted. The oversized (0.3 mm) service parts are available.
VALVE GUIDES
Valve guides that are common to both the intake and The oversized (0.25 mm) service parts are available.
exhaust have been adopted.
BASE ENGINE
CYLINDER HEAD GASKET
Oil hole
Water hole Water hole

AK604543 AB
A dual-layer, metal type cylinder head gasket that

excels in heat resistance and sealing performance
has been adopted.
CYLINDER HEAD COVER
AK502485
A Plastic cylinder head cover has been adopted.

BASE ENGINE
CYLINDER BLOCK
Cylinder block
Bearing cap
Oil jet
Ladderframe
AK502486 AE
A cylinder block made of an aluminum alloy has ITEM SPECIFICATIONS

been adopted for weight reduction.
5 bearings are used for the crankshaft journals and Distance between top and 230.1 (9.06)
the No. 3 bearing sustains the thrust load of the crankshaft center mm (in)
crankshaft. Bore mm (in) 86 (3.4)
The water jacket is the full Siamese type. Bore pitch mm (in) 96 (3.8)
An oil jet is used in front of the cylinder block to sup-
ply engine oil to the timing chain. Stroke mm (in) 86 (3.4)
BASE ENGINE
PISTONS
The pistons are made of a special aluminum alloy.
Their weight has been reduced by lowering their
overall height and increasing the depression at each
20
end of the piston pin.
A
The piston pin hole center is offset 0.8 mm (0.031 in)
towards the thrust side of the piston center.
The skirt portion along the perimeter of the piston is
finished with streaks that excel in oil retention and
Front mark seizure resistance.
Piston offset ITEM SPECIFICATIONS
Basic diameter mm (in) 86 (3.4)
Pin hole diameter mm (in) 21 (0.8)
Overall height mm (in) 50.5 (1.99)
AK603610AB
PISTON PINS
The piston pins are the semi-floating type. Each pin
is press-fit and secured in the small end of the con-
necting rod, while it floats in the piston.
ITEM SPECIFICATIONS
d2 d1 D Outer diameter (D) mm 21 (0.8)
(in)
h Inner diameter (d1) mm 12 (0.5)
(in)
AK502996AE Inner diameter (d2) mm 10.5 (0.41)
(in)
Overall length (h) mm (in) 58 (2.3)
BASE ENGINE
PISTON RINGS
Piston ring No. 1 Piston ring No. 2
Piston ring No. 1
Maker mark
Piston ring No. 2
Oil ring
Oil ring
Rail
Spacer
AK604544 AB
The piston rings consist of No. 1 and No. 2 rings and

an oil ring.
Item Piston ring No. 1 Piston ring No. 2 Oil ring
Shape Inside bevel, Barrel Taper undercut 3-piece, Barrel
Surface treatment (cylinder Chrome plating Parkerizing Hard plated Parkerizing
contact surface)
Supplier mark 1T 2T None
BASE ENGINE
CONNECTING RODS
The connecting rods are made of highly rigid, forged
carbon steel. The cross section of the rod portion is
d D
shaped like the letter H.
A fracture-split process has been adopted for split-
ting the big end of the connecting rod.
The fracture split connecting rod has the high inser-
tion force between the rod and the cap as well as the
high installation location accuracy.
The oil holes that feed oil from the main journals of
the crankshaft to the crankshaft pins lubricate the
bearings at the big ends of the connecting rods.
Item Specifications
Small end hole diameter 21 (0.87)
(d) mm (in)
Big end hole diameter (D) 51 (2.01)
2204
mm (in)
L Center-to-center distance 149.25 (5.876)
(L) mm (in)
AK502491AD
CONNECTING ROD BEARINGS

The upper and lower connecting rod bearings are the
same. Each connecting rod bearing is provided with
a backing plate. Its bearing portion is made of an alu-
A
minum alloy and its backing plate is made of ordinary
sheet steel.
Identification The width of the connecting rod bearing has been
color
made as narrow as possible in proportion to the
bearing cap in order to reduce friction loss.
H
Item Specifications
AK502492AD Width (H) mm (in) 17 (0.7)
Thickness (A) mm (in) 1.5 (0.06)
BASE ENGINE
CRANKSHAFT
Balance weight Oil hole
Balance weight Oil hole Balance weight

AK502493AD
A forged crankshaft has been adopted. Item Specifications

It has 5 main bearings and 8 balance weights.
The crankshaft pins are located at equal 180° inter- Pin outer diameter mm 48 (1.9)
vals. (in)
The oil holes feed engine oil from the journals to the Journal outer diameter 52 (2.0)
pins. mm (in)
A crankshaft sprocket and an oil pump drive shaft are
press-fit to the front of the crankshaft.
CRANKSHAFT BEARINGS, THRUST BEARINGS

Front
Lower bearing
Oil groove
Thrust bearing
Oil hole
Groove Identification
color
Upper bearing
Identification
color
AK602940AC
The upper crankshaft bearings have oil grooves and Item Specifications
the lower crankshaft bearings do not.
Each crankshaft bearing is provided with a backing Crankshaft bearing Width mm 18 (0.71)
plate. Its bearing portion is made of an aluminum (in)
alloy and its backing plate is made of ordinary sheet Thickness 2.0 (0.08)
steel. A thrust bearing, which sustains the load in the mm (in)
thrust direction, is provided at each end of the No. 3 Crankshaft thrust Thickness 2.0 (0.08)
bearing. bearing mm (in)
BASE ENGINE
CRANKSHAFT PULLEY
Rubber
Timing mark
AK604551 AB
The pulley is made of cast iron. A torsion damper has been adopted to reduce the
The pulley portion has grooves for the V-ribbed belt torsional vibration of the crankshaft, as well as to
(with 6 crests). dramatically reduce noise and vibration in the
The flange portion of the pulley has a timing mark high-speed range.
notch for checking the ignition timing.
DRIVE PLATE
Drive plate
Ring gear
AK502496AD
The drive plate is made of sheet metal. The drive plate is mounted with 7 bolts.
BASE ENGINE
FLYWHEEL
A cast iron ring gear is a shrink fit in the iron casting
of the flywheel.
The flywheel is mounted with 7 bolts.
Ring gear
AK603618AB
TIMING CHAIN TRAIN

Timing mark Timing mark
link plate (orange) Timing mark
link plate (orange)
Exhaust V.V.T. sprocket

Intake V.V.T. sprocket
Chain guide
Tensioner lever
Crankshaft spocket
Timing chain
tensioner
Cranshaft spocket
timing mark
Timing mark
link plate (orange)
AK502497AD
The two camshafts are driven by the timing chain via Three (orange) mark link plates are installed on the
the camshaft sprockets. timing chain to locate the sprockets.
The timing chain is a silent, endless type, consisting Item Number of teeth
of 180 links. It is installed around the V.V.T. sprockets
and the crankshaft sprocket. V.V.T. sprockets 54
Crankshaft sprocket 27
BASE ENGINE
TIMING CHAIN TENSIONER

The tensioner maintains the tension of the timing
Rack and chain. It contains a piston with a built-in spring.
washer With the tensioner installed, its piston directly pushes
assembly
on the tension lever in order to automatically adjust
the tension of the timing chain.
Piston
Spring
AK502997AE
VALVE TRAIN
Intake
camshaft
Exhaust
camshaft Valve tappet
Intake valve
Exhaust valve
AK502499 AD
The valve train is the 4-valve, double overhead cam- A valve tappet is interposed between the camshaft
shaft (DOHC) type in which the camshafts are and each valve, which allows the valve to open and
located above the valves. close.
Two intake and exhaust valves for each cylinder are
arranged in a V shape.
BASE ENGINE
VALVES
Intake Exhaust
D d D d
L L
AK502500 AD
The valves are made of heat-resistant steel and are Item Intake valve Exhaust valve
nitrided on their entire surface.
Head diameter 35 (1.4) 29 (1.1)
(D) mm (in)
Stem diameter 5.5 (0.22) 5.5 (0.22)
(d) mm (in)
Overall length (L) 113.180 105.887
mm (in) (4.4559) (4.1688)
VALVE STEM SEALS

The valve stem seals are integrated with the valve
Spring spring seats.
The valve stem seal portion excels in sealing perfor-
mance and is equipped with a spring to prevent oil
from descending.
AK502501AD
VALVE SPRINGS
To prevent the engine from surging at high speeds,
unequal-pitch springs are used.
Item Specifications
Free height (h) mm (in) 47.44 (1.867)
Total number of windings 8.67
h
AK502502 AD
BASE ENGINE
VALVE TAPPETS
To adjust the valve lift, 47 sizes of valve tappets are
available in 0.015 mm (0.0006 in) increments, from
Thickness 3.000 mm (0.1181 inch) to 3.690 mm (0.1453 in).
Identification
mark
AK502503 AD
MIVEC (MITSUBISHI INNOVATIVE VALVE TIMING ELECTRONIC CONTROL SYSTEM)
A Exhaust V.V.T. sprocket Intake V.V.T. sprocket B
Section A-A Section B-B
Engine oil Engine oil

control valve control valve
A
Cylinder head
Engine oil control

valve filter
Cylinder head
Cylinder block
Cylinder block B
AK503014 AE
The MIVEC consists of the parts shown in the illus- This system continuously varies and optimally con-
tration. trols the opening and closing timing of the individual
intake and exhaust valves, in order to improve torque
and power output in all speed ranges.
BASE ENGINE
V.V.T. SPROCKET (VARIABLE VALVE TIMING SPROCKET)

Intake V.V.T. sprocket
Timing mark Vane housing Stopper pin
Vane roter
Advance oil Vane
chamber bushing
V.V.T. sprocket
bolt
Sprocket Retard oil chamber
Exhaust V.V.T. sprocket

Timing mark Vane housing Stopper pin
Vane bushing
Vane roter
Advance oil
chamber
Spring
V.V.T. sprocket
bolt
Retard oil chamber
Sprocket
AK503061AD
The engine oil control valve controls the hydraulic

pressure in order to move the vane rotor in the V.V.T.
sprocket to optimally control valve timing.
CAMSHAFT
Cam positon
sensing cam
Intake camshaft
Advance
Retard oil channel
oil channel
Dowel pin
Hollow section Sealing cap
Exhaust camshaft
Advance
Retard oil channel
oil channel AK502506 AD
The camshaft are hollow for weight reduction. A cam position sensing cam for detecting the cam
Each camshaft is provided with an oil passage to position (used by the cam position sensor) is inte-
guide the hydraulic pressure from the engine oil con- grated at the back of each camshaft.
trol valve to the V.V.T. sprocket.
BASE ENGINE
Item Specifications
Overall length mm (in) Intake 435.00 (17.126)
Exhaust 438.27 (17.255)
Journal outer diameter mm (in) Intake No.1 30 (1.2)
No.2 −5 24 (0.9)
Exhaust No.1 36 (1.4)
No.2 −5 24 (0.9)
Camshaft lift mm (in) Intake 8.45 (0.333)
Exhaust 8.20 (0.323)
ENGINE OIL CONTROL VALVE

Insulation
coilar Enameled
copper wire
Bobbin Terminal
Default
Spool Pressure pressure
chamber chamber Tape
Plunger spring
Spring guide Shaft
Plunger
Valve sleeve Seal cap
Drain Drain Yoke

Pump O-ring
Bracket
Stator Guide cap
AK302997AE
The engine oil control valve consists of a solenoid

valve, which switches the hydraulic pressure that
acts on the vane rotor in the V.V.T. sprocket assem-
bly. This valve is actuated by a signal from the
engine ECU.
BASE ENGINE
TIMING CHAIN CASE
Timing chain case
Oil seal
AK502507AD
The timing chain case is made of an aluminum alloy.

A front crankshaft oil seal is press-fit into the case.
NOTES
17-1
GROUP 17
ENGINE AND
EMISSION
CONTROL
CONTENTS
ENGINE CONTROL . . . . . . . . . . . . . . 17-2 EMISSION CONTROL . . . . . . . . . . . . 17-8

GENERAL INFORMATION. . . . . . . . . . . . . 17-2 GENERAL DESCRIPTION . . . . . . . . . . . . . 17-8
CRANKCASE VENTILATION SYSTEM . . . 17-10
AUTO-CRUISE CONTROL SYSTEM 17-2 EVAPORATIVE EMISSION CONTROL
GENERAL INFORMATION. . . . . . . . . . . . . 17-2 SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-11
CONSTRUCTION AND OPERATION . . . . 17-5 EXHAUST GAS RECIRCULATION (EGR)
SYSTEM <California> . . . . . . . . . . . . . . . . . 17-12
EMISSION REDUCTION SYSTEMS. . . . . . 17-14
17-2 ENGINE AND EMISSION CONTROL
ENGINE CONTROL
ENGINE CONTROL
GENERAL INFORMATION
M2170001000659
For the accelerator system, an electronic throttle
valve control system has been adopted, disposing of
an accelerator cable. This system detects the accel-
erator pedal travel by using a accelerator pedal posi-
tion sensor (APP sensor) in the accelerator pedal
assembly for electronic control of the throttle valve
angle.
CONSTRUCTION DIAGRAM
Accelerator pedal assembly

[Built-in accelerator pedal position
sensor (APP sensor)]
AC505671AB
AUTO-CRUISE CONTROL SYSTEM

GENERAL INFORMATION
M2170001000682
By using the auto-cruise control system, the driver For this auto-cruise control system, in conjunction
can drive at preferred speeds in a range of approxi- with the electronic throttle valve control system, the
mately 40 to 200 km/h (25 to 125 mph) without engine control module (ECM) electronically controls
depressing the accelerator pedal. the throttle valve.
ENGINE AND EMISSION CONTROL 17-3
"CRUISE" indicator light
Throttle body
[Built-in throttle position sensor
(TP sensor) and
throttle actuator control motor Clutch switch <M/T> AC611099
(TAC motor)]
Auto-cruise
control switch
Vehicle speed
sensor <M/T>
AC611100
Brake pedal
assembly
Transmission
range switch
<CVT> AC611098 Transaxle control
Engine control module (TCM) <CVT> AC606956
module (ECM)
Stoplight switch
Accelerator pedal Data link connector
[Built-in accelerator
pedal position sensor
(APP sensor)]
Hood
lock
release
handle AC611101
AC611102 AD
COMPONENTS AND FUNCTIONS

Component Function
Accelerator pedal position sensor (APP sensor) Informs the ECM of the accelerator pedal
depression.
Auto-cruise control switch "ON/OFF" switch Power switch for auto-cruise control system.
"ACC/RES" switch Vehicle speed is set with the "ACC/RES" switch and
"COAST/SET" switch "COAST/SET" switch.
"CANCEL" switch Cancels the cruise speed setting.
Cancel system Clutch switch <M/T> Because the constant speed driving is cancelled by
the clutch operation, the clutch pedal status is
detected.
Stoplight switch • Because the constant speed driving is canceled
by the brake operation, it detects the brake pedal
status.
• As for the stoplight switch, two built-in switches,
the stoplight switch which is also used for the
stoplight illumination and the brake switch which
is used exclusively for the auto-cruise control, are
integrated, and thus the reliability is enhanced.
Transmission range Because the constant speed driving is cancelled by
switch <CVT> the selector lever operation, it detects the "N"
position.
"CRUISE" indicator light The light is included in the combination meter and
illuminates when the "ON/OFF" switch is pressed
(auto-cruise control system: ON).
Data link connector If the M.U.T.-III scan tool is connected, the input
check code from the ECM can be read.
Engine control module (ECM) • Based on the input signal from each sensor and
switch, it outputs the throttle opening instruction
signal to the TAC motor.
• Based on the input signal from each sensor and
switch, it outputs the transaxle control signal to
the TCM <CVT>.
• Based on the vehicle speed signal from the
vehicle speed sensor, it calculates the vehicle
speed <M/T>.
• Based on the secondary pulley speed sensor
signal from the TCM, it calculates the vehicle
speed <CVT>.
• Based on the selector lever "N" position signal of
the transmission range switch from the ECM, it
cancels constant speed driving. <CVT>.
• Outputs the ON/OFF signals of "CRUISE"
indicator light and auto-cruise control system.
• The diagnostic trouble code signal is sent to the
"CRUISE" indicator light.
• The input check code is sent to the data link
connector.
Throttle actuator control motor (TAC motor) The throttle valve opens and closes in response to
the throttle angle signal from the ECM.
Component Function
Throttle position sensor (TP sensor) Informs the ECM of the throttle valve opening angle.
Transaxle control module (TCM) <CVT> • Based on the transaxle control signal from the
ECM, it controls the transaxle.
• Outputs the signal from the secondary pulley
speed sensor to the ECM.
• Transmits the selector lever "N" position signal
from the transmission range switch to the ECM.
Vehicle speed sensor <M/T> Transmits the vehicle speed signal proportional to
the vehicle speed to the ECM.
CONSTRUCTION AND OPERATION

M2170002000232
SYSTEM OUTLINE The engine control section sends the target acceler-
The ECM calculates the auto-cruise control system ator pedal opening angle value for auto-cruise con-
operation status when the ECM receives input sig- trol system, the TCM issues a command to transaxle
nals from the auto-cruise control switch, vehicle control <CVT>, and the gauge issues an ON/OFF
speed and cancel system [stoplight switch and clutch command for the "CRUISE" indicator light.
switch <M/T> or transmission range switch <CVT>]. In the engine control section, the target throttle valve
opening angle value is calculated from the target
accelerator pedal opening angle value for
auto-cruise control system and the actual accelerator
angle value.The vehicle speed is then controlled by
applying the TAC motor.
BLOCK DIAGRAM
Auto-cruise control switch Stoplight switch, clutch switch <M/T> APP sensor
ECM
ON/OFF ON/OFF Actual accelerator

signal signal pedal opening
Target accelerator angle signal
pedal opening
angle signal
Cruise control section Engine control section
Target throttle
Vehicle Secondary valve opening
speed pulley speed Transmission
Shift control angle signal
signal sensor signal range switch
<M/T> signal <CVT>
<CVT> signal <CVT>
Vehicle speed TCM <CVT>

sensor <M/T>
Secondary Transmission
"CRUISE" Shift control
pulley speed range switch signal <CVT>
indicator light
sensor signal signal <CVT>
ON/OFF signal
<CVT>
"CRUISE" indicator light Transaxle TAC motor
AC611103
SYSTEM FUNCTIONS
.
.
ACCEL FUNCTION
SET FUNCTION 1. When the "ACC/RES" switch is continuously
1. During driving with the vehicle speed range from pressed for 0.5 second or more during constant
approximately 40 to 200 km/h (25 to 125 mph), driving, it accelerates the vehicle with specified
press and release the "COAST/SET" switch. acceleration while the switch is pressed.
2. The vehicle speed when the "COAST/SET" switch 2. Then, when the "ACC/RES" switch is released,
is released is memorized. Thereafter, the constant the vehicle speed at that time is now memorized.
speed driving is performed at that vehicle speed. Thereafter, the constant speed driving is
performed at that vehicle speed.
3. When the "COAST/SET" switch is operated
during the driving with the vehicle speed of 3. Also, when the "ACC/RES" switch is pressed for
approximately 200 km/h (125 mph) or more, the less than 0.5 second, the vehicle is accelerated
constant speed driving will not be performed. 1.6 km/h (1 mph) from the vehicle speed of
constant speed driving, and the accelerated
.
vehicle speed is now memorized. Thereafter, the

COAST FUNCTION constant speed driving is performed at that
1. When the "COAST/SET" switch is continuously vehicle speed.
pressed for 0.5 seconds or longer during constant 4. It is possible to keep pressing the "ACC/RES"
speed driving, the throttle valve becomes fully switch until the vehicle speed is accelerated to
closed while the switch is pressed, and the approximately 200 km/h (125 mph) or above.
vehicle is decelerated. However, after the "ACC/RES" switch is released,
2. When the "COAST/SET" switch is released, the the vehicle speed of approximately 200 km/h (125
vehicle speed at that time is now memorized. mph) becomes the newly memorized vehicle
Thereafter, the constant speed driving is speed. Thereafter, the constant speed driving is
performed at that vehicle speed. performed at that speed.
3. Also when the "COAST/SET" switch is pressed .
for less than 0.5 second, the vehicle is CANCEL FUNCTION

decelerated 1.6 km/h (1 mph) from the vehicle When any of the following conditions are satisfied,
speed of constant speed driving, and the the constant speed driving will be cancelled.
decelerated vehicle speed is now memorized. • The auto-cruise control system is stopped by the
Thereafter, the constant speed driving is pressing the "ON OFF" switch.
performed at that vehicle speed. • The "CANCEL" switch is pressed.
4. When the "COAST/SET" switch is continuously • The brake pedal is depressed.
pressed and the vehicle speed is decelerated to • The clutch pedal is depressed <M/T>.
approximately 40 km/h (25 mph) or less, the set • The selector lever is shifted to the "N" position
function and coast function are cancelled, and the <CVT>.
constant speed driving is cancelled. • The vehicle speed becomes approximately 40
.
km/h (25 mph) or less.
RESUME FUNCTION • The vehicle speed is reduced 15 km/h (9 mph) or
1. When the "CANCEL" switch is pressed or the more from the speed at which the constant speed
brake pedal is depressed during the constant driving was started.
speed driving, it cancels the constant speed • An abnormality occurs in the vehicle speed sig-
driving. nal.
• The engine coolant temperature becomes abnor-
2. Subsequently, when the "ACC/RES" switch is
mally high.
pressed during driving with the vehicle speed of
• An abnormality occurs to the ECM.
approximately 40 km/h (25 mph) or more, the
• An abnormality occurs to the TCM <CVT>.
constant speed driving is performed with the
• An abnormality occurs to the CAN communica-
vehicle speed memorized at the last cancellation
tion.
of constant speed driving.
.
FAIL-SAFE FUNCTION • ECM abnormality

When any of the following conditions are satisfied, • TP sensor abnormality
the auto-cruise control system function is stopped • APP sensor abnormality
until the system returns to normal. Also, when any of .
the conditions are satisfied during the constant DIAGNOSIS FUNCTION

speed driving, the constant speed driving is can- • The diagnostic trouble code check is possible
celled immediately. with the "CRUISE" indicator light.
• An abnormality occurs to the auto-cruise control • To facilitate the system check, check the service
switch. data output with the M.U.T.-III.
• An abnormality occurs to the stoplight switch. NOTE: For diagnostic items, service data output
When any of the following conditions are satisfied, items, and check method, refer to the Service Man-
stop the vehicle once and turn the ignition switch to ual.
"LOCK" (OFF). Otherwise, even when the system
returns to normal, the auto-cruise control system
function will continue to be stopped. Also, when any
of the conditions are satisfied during the constant
speed driving, the constant speed driving is can-
celled immediately.
EMISSION CONTROL
EMISSION CONTROL
GENERAL DESCRIPTION
M2171000101024
The following changes have been made to the con-
trols of the 2.4L engine provided on the GALANT.
Improvement / Additions Remark
Addition of HC trap catalytic converter <California> HC decrease
SYSTEM CONFIGURATION DIAGRAM
<Except for California>
Evaporative emission
purge solenoid
Positive crankcase
ventilation valve
ventilation valve
Evaporative
emission
canister
Heated oxygen Fuel pressure Fuel tank

sensor (front) regulator
Fuel pump Fuel level
sensor
Fuel tank differential

Three-way catalytic converter pressure sensor
Heated oxygen Fuel tank
sensor (rear) temperature
sensor
AK604140 AB
EMISSION CONTROL
<California>
purge solenoid
Positive crankcase
ventilation valve
ventilation valve
Heated
oxygen Evaporative
sensor emission
(front) canister Fuel
Heated tank
oxygen
sensor EGR valve Fuel pressure
(rear) (stepper motor) regulator
Fuel pump Fuel level
sensor
Fuel tank differential

HC trap Three-way catalytic converter pressure sensor
catalytic
converter Heated oxygen sensor (3rd) Fuel tank
temperature
sensor
AK604141 AB
Exhaust gas cleaning devices list

System Objective / Function Composition parts
Crankcase ventilation HC decrease Positive crankcase ventilation
system Re-combustion of blow-by gas. (PCV) valve
Evaporative emission HC decrease • Canister
control system Re-combustion of fuel vapor gas. • Evaporative emission purge
solenoid
Exhaust gas recirculation NOx decrease EGR valve
(EGR) system Reduce NOx generation by controlling EGR
<California> volume according to engine warm-up condition
and driving conditions.
EMISSION CONTROL
System Objective / Function Composition parts

Emission Air-fuel ratio Decrease of CO, HC and NOx • ECM
reduction feedback Controls air-fuel ratio of air-fuel mixture to • Mass airflow sensor
systems control become theoretical air-fuel ratio (about 14.7), • Injectors
which is when the 3-way catalytic converter's • Heated oxygen sensor
cleaning performance is best. It also controls • Crankshaft position sensor
optimum fuel supply based on coolant etc.
temperature, driving conditions etc.
Catalytic Decrease of CO, HC and NOx Monolith catalyst
converter It facilitates oxidation of CO and HC and
reduction of NOx so that all 3 component gases
are cleaned simultaneously.
HC trap HC decrease Monolith catalyst
catalytic During cold operation of engine, exhaust HC is
converter temporarily absorbed. And then Exhaust HC is
<California> released when temperature reaches to level at
which catalyst is activated. This allows HC to be
reduced.
CRANKCASE VENTILATION SYSTEM
M2171000400129
Ventilation hose
Air cleaner
PCV valve
Breather hose
Flow of blow-by gas and clean air (low load area)
Flow of blow-by gas (high load area)
AK604142 AB
A blow-by gas reduction device prevents blow-by case. The blow-by gas in the crankcase is induced to
gas from being expelled into the atmosphere and is the intake manifold through the rocker cover and
of closed type. A positive crankcase ventilation PCV valve. During high load driving, blow-by gas in
(PCV) valve is provided in the ventilation hose from the crankcase is induced to the intake manifold
the rocker cover to the intake manifold. During low through the rocker cover and PCV valve and at the
load driving, clean air is supplied to the crankcase by same time also via the air intake hose and throttle
the air intake hose via the breather hose and rocker body due to negative pressure in the air cleaner.
cover, and it mixes with the blow-by gas in the crank-
EMISSION CONTROL
POSITIVE CRANKCASE VENTILATION (PCV)

VALVE
PCV valve lifts the plunger according to negative pressure in
the intake manifold to create appropriate ventilation for the
From crankcase.
rocker To intake
cover manifold
Spring Plunger
AK602324 AC
EVAPORATIVE EMISSION CONTROL SYSTEM

M2171000200147
MFI relay
Battery Evaporative emission
purge solenoid
Mass airflow sensor
Intake air temperature sensor

Manifold absolute pressure canister
sensor
Engine coolant temperature

sensor
Throttle position sensor
Crankshaft position sensor ECM
AK604143 AB
HC (hydrocarbon) generated in the fuel tank are ditions and so performs duty control on the
adsorbed by the active carbon in the canister and evaporative emission purge solenoid. Also, the evap-
stored. HC stored in the canister is introduced to the orative emission purge solenoid is closed during
intake manifold when engine is in operation where it deceleration or immediately after engine start to
is mixed with intake air and combusted. ECM intro- restrict change in air-fuel ratio and prevent engine
duces optimum HC amount according to driving con- from stalling.
EMISSION CONTROL
EVAPORATIVE EMISSION PURGE SOLENOID

To canister An evaporative emission purge solenoid is installed in the
B intake manifold.The evaporative emission purge solenoid con-
trols the intake volume of fuel vapor gas from the canister. The
evaporative emission purge solenoid is a duty control type
solenoid valve. When current is not passing through the coil,
nipple A is kept airtight and fuel vapor gas cannot be sucked in.
When current passes through the coil, air can pass between
nipple A and B and fuel vapor gas is sucked in. ECM changes
A
the ON duty ratio according to engine's operating condition to
To intake manifold AK604745 AC
control the intake volume of fuel vapor gas.
From MFI relay
100 ms
OFF
12V
Evaporative
emission ON
purge solenoid 0V
ECM
AK602245AD
EXHAUST GAS RECIRCULATION (EGR) SYSTEM <California>

M2171000300122
Mass airflow sensor
Manifold absolute
pressure sensor
EGR valve Engine coolant

(stepper motor) temperature sensor
Battery Throttle position sensor
Crankshaft position sensor
ECM
AK502987AE
When the combustion gas temperature becomes lower the combustion temperature and reduce the
high, generation of the environment polluting NOx volume of NOx generated. ECM calculates the EGR
(nitrogen oxides) increases rapidly. EGR system is introduction volume according to engine operating
used to decrease the volume of NOx generated. conditions and controls the EGR valve opening angle
EGR system re-circulates exhaust gas inside the at optimum. Also, immediately after the ignition
intake manifold. It increases specific heat of the com- switch ON signal is input, it drives fully closed step-
bustion gases and reduces combustion speed to per motor and performs initialization.
EMISSION CONTROL
EXHAUST GAS RECIRCULATION (EGR) VALVE

An EGR valve is installed in the EGR valve support.The EGR
valve controls EGR flow volume using the stepper motor
Magnet method and reduces exhaust gas (NOx) and fuel consumption.
Coil
The EGR valve drives the stepper motor based on the signal
from ECM. When stepper motor rotor turns in clockwise or
Rotor
anti-clockwise direction, the shaft fitted with a rotor and a screw
expands and contracts and the movement of the shaft causes
the valve to go up and down. Thus, EGR path gap is controlled
minutely. The stepper motor turns 15° per step. The stepper
motor turns forward or back only up to the angle dictated by the
number of pulse signals (number of steps) from the ECM. In
other words, increase and decrease of the EGR flow volume
depends on the number of signals (number of steps) from
Outlet Shaft ECM. ECM changes current flow to the 4 coils (A, B, C, D) in
the stepper motor in sequence according to the phase pattern
in the following chart in order to turn the stepper motor rotor.
Inlet Valve
Open valve changes phase in order of 0 →1 →2 →3 →0. Close
valve changes phase in order of 3 →2 →1 →0 →3.
Phase Stepper motor coil
number
AK604144 AB Coil A Coil B Coil C Coil D
0 ON OFF OFF ON
1 ON OFF ON OFF
2 OFF ON ON OFF
3 OFF ON OFF ON
From MFI relay
EGR valve
(stepper motor)
Coil Coil Coil Coil Flow rate

A B C D
Step
ECM
AK604145 AB
EMISSION CONTROL
EMISSION REDUCTION SYSTEMS

M2171000800064
These decrease CO, HC and NOx in the exhaust
gases and consist of air-fuel ratio feedback control
and catalytic converter.
1. AIR-FUEL RATIO FEEDBACK CONTROL
Refer to GROUP 13A −Fuel Injection Control P.13A-29.
2. CATALYTIC CONVERTER
Catalytic converter is installed in the center of exhaust pipe
<Except for California> below the floor and in the front of exhaust pipe <California>.
Based on appropriate air-fuel ratio feedback from oxygen sen-
sor, CO and HC are oxidized and NOx is reduced. Catalytic
Catalytic converter converter is a monolith with beehive design with catalysts on
the unit surface. It is protected by a thermally insulating mat
and enclosed in a shell.
<California>
Catalytic converter
AK604146 AB
3. HC TRAP CATALYTIC CONVERTER

<California>
The HC trap catalytic converter is installed in the center of
HC trap catalyst exhaust pipe below the floor. The HC trap catalytic converter
Three-way catalyst consists of the HC trap catalyst and the three-way catalysts,
which are the monolith type; the catalyst element is attached to
Exhaust
gas the honeycomb catalyst surface. The HC trap catalyst and the
three-way catalysts are held by the heat-insulating mat and
installed in the shell. The HC trap catalyst temporarily absorbs
the exhaust HC from the engine within the temperature range
in which the three-way catalyst is not activated, and prevents
AK604147 AB the exhaust HC from releasing outside the vehicle. After that,
the HC trap catalyst temperature rises and releases the
absorbed HC. The released HC is burnt out in the downstream
three-way catalyst.
EMISSION CONTROL
HEATED OXYGEN SENSOR (3RD)

The heated oxygen sensor (3rd) is installed to the HC trap cat-
Heated oxygen sensor (3rd) alytic converter. The heated oxygen sensor (3rd) detects the
oxygen density of the exhaust gas and outputs the voltage to
the ECM in accordance with the oxygen density.
The ECM uses this output voltage to detect the deterioration of
the HC trap catalytic converter. The structure of the heated oxy-
gen sensor (3rd) is the same as that of the heated oxygen sen-
sor (rear) installed in the exhaust pipe.
HC trap catalytic converter
AK604553 AB
HC TRAP CATALYTIC CONVERTER

DETERIORATION MONITOR
Heated oxygen sensor (3rd) Engine coolant

temperature sensor
ECM Accelerator pedal
Heated oxygen sensor (rear) position sensor
AK604148 AB
The ECM detects the deterioration of the HC trap catalytic con-

verter.
When reaching the certain operating range, the ECM begins
monitoring the difference in the feedback time between the
heated oxygen sensor (rear) on the upstream of the HC trap
catalyst and the heated oxygen sensor (3rd) on the down-
stream of the HC trap catalyst. This monitoring allows the ECM
to detect the deterioration of the HC trap catalytic converter.
NOTES
16-1
GROUP 16
ENGINE
ELECTRICAL
CONTENTS
STARTER MOTOR . . . . . . . . . . . . . . 16-2 IGNITION COIL . . . . . . . . . . . . . . . . . . 16-2
ALTERNATOR . . . . . . . . . . . . . . . . . . 16-2 SPARK PLUG . . . . . . . . . . . . . . . . . . . 16-3

16-2 ENGINE ELECTRICAL
STARTER MOTOR
STARTER MOTOR
M2161002000160
The starter motor is a reduction drive planetary gear type.
AK603841
ALTERNATOR
M2162001000126
The alternator is a battery detection type.
It uses a pulley with a one-way clutch.
AK603842
IGNITION COIL
M2163001000174
The ignition coil is a plug-top type.
Coil
Plug boots
Rain cover
AK602597AC
ENGINE ELECTRICAL 16-3
SPARK PLUG
SPARK PLUG
M2163005000068
Iridium-tipped spark plugs are used.
Iridium
AK604562AB
NOTES
15-1
GROUP 15
INTAKE AND
EXHAUST
CONTENTS
AIR DUCT AND AIR CLEANER . . . . 15-2 EXHAUST MANIFOLD . . . . . . . . . . . . 15-4
INTAKE MANIFOLD . . . . . . . . . . . . . 15-3 EXHAUST PIPE AND MUFFLER . . . . 15-4

15-2 INTAKE AND EXHAUST
AIR DUCT AND AIR CLEANER
AIR DUCT AND AIR CLEANER

M2150004000656
A front air intake system that actively sucks cooling
air from the front through the top of the radiator has
been adopted in order to improve engine perfor-
mance and reduce air intake noise.
Mass airflow sensor
Air cleaner intake hose Air cleaner assembly
Air cleaner intake duct
AC608342AB
INTAKE AND EXHAUST 15-3
INTAKE MANIFOLD
INTAKE MANIFOLD
M2150005000239
The intake manifold is made of plastic for weight
reduction, and the surface roughness of the inner
walls of the ports has been improved to reduce
intake resistance.
Intake manifold
Air intake plenum

tank resonator
AK502555 AD
15-4 INTAKE AND EXHAUST
EXHAUST MANIFOLD
EXHAUST MANIFOLD
M2150006000566
<California> <Except California>
A clamshell type exhaust manifold is used. A SUS pipe type exhaust manifold is used.
<CALIFORNIA> <Except CALIFORNIA>
AK603623 AB
EXHAUST PIPE AND MUFFLER

M2150003000783
The exhaust system is composed of the front • Fewer, more environmentally-friendly rubber
exhaust pipe, center exhaust pipe, and main muffler, hangers to reduce vibration from exhaust system.
and it has the following characteristics. • Straighter exhaust pipe to reduce noise.
Main muffler
Center exhaust pipe

Heated oxygen sensor (front)
Heated oxygen sensor (rear)

Front exhaust pipe
AC608352AB
<Vehicles for California>
Main muffler
Heated oxygen Heated oxygen Center exhaust pipe

sensor (front) sensor (rear)
Heated oxygen sensor (3rd)

Front exhaust pipe
AC608488 AB
14-1
GROUP 14
ENGINE COOLING
CONTENTS
GENERAL INFORMATION . . . . . . . . 14-2 WATER PUMP . . . . . . . . . . . . . . . . . . 14-3
WATER PASSAGE . . . . . . . . . . . . . . 14-3

14-2 ENGINE COOLING
GENERAL INFORMATION
GENERAL INFORMATION
M2140000100780
The cooling system is a water-cooled pressurized, • To improve engine cooling performance and save
forced circulation type which offers the following fea- weight, a plastic tank and aluminum radiator fins
tures. are used.
• To stabilize engine coolant temperature, the ther-
mostat is located at the coolant inlet port from the
radiator.
SPECIFICATIONS
Item Specification
Cooling method Water-cooled pressurized, forced
circulation with electrical fan
Radiator Type Pressurized corrugate type
Performance kJ/h (kcal/h) 222,480 (53,148)
Water pump Type Centrifugal impeller
Drive method Drive belt
Thermostat Type Wax pellet with jiggle valve
Valve open temperature ° C (° F) 82 (180)
Radiator upper hose

Radiator assembly assembly
Radiator fan motor
Transmission oil Radiator condenser

cooler line hose tank assembly
and tube assembly
Condenser fan motor
Cooling fan shroud
Radiator lower hose

AC608448AB
ENGINE COOLING 14-3
WATER PASSAGE
WATER PASSAGE
M2140004000172
<Hot> <Cold>
Thermostat Thermostat
Water pump Water pump
Heater Heater
EGR EGR
Throttle body Throttle body

CVT oil CVT oil
cooler cooler
Radiator Radiator
AK603624 AB
NOTE: EGR: Exhaust Gas Recirculation <California only>

CVT: Continuously Variable Transmission
WATER PUMP
M2140003000168
The water pump is the centrifugal, impeller type that
is installed in front of the cylinder block. It is driven by
the drive belt.
Item Specifications
Discharge volume L/min 185
Impeller
Impeller diameter mm (in) 62 (2.4)
Pulley outer diameter mm 137 (5.4)
(in)
AK503034 AD
NOTES
13B-1
GROUP 13B
FUEL SUPPLY
CONTENTS
GENERAL INFORMATION . . . . . . . . 13B-2 FUEL TANK . . . . . . . . . . . . . . . . . . . . 13B-3

13B-2 FUEL SUPPLY
GENERAL INFORMATION
GENERAL INFORMATION
M2134000100833
• Fuel pipe
.
The fuel system consists of the following compo-

nents: • Fuel tank
• Fuel injector • Fuel pump module
• Fuel rail • Evaporative emission canister
SPECIFICATIONS
Item Specification
Fuel tank capacity dm (gal) 3 59 (15.5)
Fuel pump type Electric
Fuel filter type Cartridge (incorporates fuel pump module)
Fuel return system Returnless
Fuel pump pressure regulator pressure kPa (psi) 324 (46)
Fuel injector Type Elector-magnetic
Quantity 4
Evaporative emission control system Canister
Fuel tank
Fuel rail
Evaporative
emission
Fuel injector Fuel pump module canister
Fuel pipe
AC610224 AB
This fuel system is designed with consideration for • The surface of underfloor fuel pipes is coated
global environment protection to ensure safety at a with 1-mm thickness of plastic to improve resis-
collision, reduce weight, and improve reliability and tance to corrosion and chipping.
quality. This system has the following features: • A returnless fuel system eliminates returned fuel
• A quick-joint connector of a plastic tube is used from the engine. The heat that fuel receives from
for the fuel high-pressure hoses in the engine the engine is reduced, minimizing fuel tempera-
compartment to reduce the permeation of fuel ture in the fuel tank and controlling the amount of
evaporative emission. evaporated gas.
FUEL SUPPLY 13B-3
FUEL TANK
FUEL TANK
M2134001000817
• The fuel cut-off valve, fuel tank leveling valve and
.
The fuel tank assembly consists of the fuel pump

module, the fuel tank, and so on, and features the fuel tube have been installed using in-tank con-
following characteristics: struction to reduce the amount of evaporated fuel
• The fuel tank is mounted underneath the second from hoses.
seat to improve safety at a collision. The fuel pump module consists of the following com-
• The fuel tank itself is made of a pre-coat zinc ponents:
alloy galvanised steel sheet that contains no • Fuel pump
lead. • Fuel level sensor
• Fuel filter
• The capacity of the fuel tank is 59 dm3 (15.5 gal)
• Fuel pump pressure regulator
to meet long-distance drives.
• Fuel tank differential pressure sensor
• Fuel tank temperature sensor
Fuel pump module
Fuel tank
AC610225 AB
Fuel cut-off valve
Fuel check valve
Leveling valve
AC610226AC
NOTES
13A-1
GROUP 13A
MULTIPORT FUEL
SYSTEM (MFI)
CONTENTS
GENERAL DESCRIPTION. . . . . . . . . 13A-2 HEATED OXYGEN SENSOR HEATER

CONTROL. . . . . . . . . . . . . . . . . . . . . . 13A-49
CONTROL UNIT. . . . . . . . . . . . . . . . . 13A-6
A/C COMPRESSOR RELAY
SENSOR. . . . . . . . . . . . . . . . . . . . . . . 13A-8 CONTROL. . . . . . . . . . . . . . . . . . . . . . 13A-50
ACTUATOR . . . . . . . . . . . . . . . . . . . . 13A-23 GENERATOR CONTROL. . . . . . . . . . 13A-51
FUEL INJECTION CONTROL . . . . . . 13A-29 EVAPORATIVE EMISSION CONTROL

SYSTEM INCORRECT PURGE FLOW
IGNITION TIMING AND CONTROL FOR MONITOR . . . . . . . . . . . . . . . . . . . . . . 13A-52
CURRENT CARRYING TIME . . . . . . 13A-35
EXHAUST GAS RECIRCULATION
THROTTLE VALVE OPENING ANGLE CONTROL. . . . . . . . . . . . . . . . . . . . . . 13A-53
CONTROL AND IDLE SPEED
CONTROL . . . . . . . . . . . . . . . . . . . . . 13A-38 CONTROLLER AREA NETWORK
(CAN) . . . . . . . . . . . . . . . . . . . . . . . . . 13A-53
MIVEC (Mitsubishi Innovative Valve
Timing Electronic Control System). 13A-40 EVAPORATIVE EMISSION PURGE
CONTROL. . . . . . . . . . . . . . . . . . . . . . 13A-53
MULTIPORT FUEL INJECTION (MFI)
RELAY CONTROL. . . . . . . . . . . . . . . 13A-45 HC TRAP CATALYTIC CONVERTER
DETERIORATION MONITOR. . . . . . . 13A-53
FUEL PUMP RELAY CONTROL . . . . 13A-46
ON-BOARD DIAGNOSTICS. . . . . . . . 13A-53
STARTER RELAY CONTROL. . . . . . 13A-47
13A-2 MULTIPORT FUEL SYSTEM (MFI)
GENERAL DESCRIPTION
GENERAL DESCRIPTION
M2132000101283
Although the control systems are basically the same as those of 2.4L engine used in the GALANT, the follow-
ing improvements have been added.
Improvement / Additions Remark

MIVEC, continuously and variably control the intake System optimally control the timing of the intake
valve timing and exhaust valve timing, is used. valve and exhaust valve in accordance with the
engine speed and load.
Addition of heated oxygen sensor (3rd) Detection of the HC trap catalyst malfunction.
<California>
MULTIPORT FUEL SYSTEM (MFI) 13A-3
GENERAL DESCRIPTION
System Block Diagram

Sensor, switch Engine control module (ECM) Actuator
Mass airflow sensor Barometric pressure sensor No. 1 injector
Intake air temperature sensor No. 2 injector

Manifold absolute pressure Engine control unit
sensor No. 3 injector
Engine coolant temperature No. 4 injector

sensor
[1] Fuel injection control
Throttle position sensor (main) No. 1 ignition coil
Throttle position sensor (sub) [2] Ignition timing control No. 2 ignition coi
Accelerator pedal position No. 3 ignition coi

sensor (main) [3] Throttle valve opening angle
control and idle speed control
Accelerator pedal position No. 4 ignition coi
sensor (sub)
Throttle actuator control
Intake camshaft position [4] MIVEC (Mitsubishi Innovative motor
sensor Valve timing Electronic Control
system)
Exhaust camshaft position Heated oxygen sensor (front)
sensor heater
[5] Power supply control
Crankshaft position sensor (Power supply to sensor, Heated oxygen sensor (rear)
actuator) heater
Heated oxygen sensor (front)
Heated oxygen sensor (3rd)
Heated oxygen sensor (rear) heater*
[6] Fuel pump relay control
Heated oxygen sensor Intake engine oil control
(3rd)* valve
[7] Starter relay control
Knock sensor
Exhaust engine oil control
valve
Generator FR terminal
[8] Heated oxygen sensor heater
Generator L terminal control Multiport fuel injection (MFI)
relay
Engine oil pressure switch
[9] A/C compressor relay control Throttle actuator control
Power steering pressure motor relay
switch
[10] Generator control A/C compressor relay
Fuel tank differential pressure
sensor
Fuel pump relay
Fuel tank temperature sensor [11] Evaporative emission purge
control Starter relay
Vehicle speed sensor <M/T>
Ignition switch-IG Generator G terminal

[12] EGR control
Ignition switch-ST Evaporative emission purge
solenoid
Power supply [13] Diagnosis output
Evaporative emission ventilation
CAN communication solenoid
(input signal)
· A/C switch [14] RAM data transmission
· Vehicle speed <CVT> EGR valve (stepper motor)*
· Fuel level sensor
· Transmission range switch CAN communication
<CVT> (output signal)
NOTE
*1: California AK604116 AB
GENERAL DESCRIPTION
Control System Diagram

Sense Decide Act
1 Mass airflow sensor ECM 1 Intake engine oil control valve
2 Intake air temperature sensor (with barometric
pressure sensor) 2 Exhaust engine oil control valve
3 Throttle position sensor (main/sub)
3 Throttle actuator control motor
4 Manifold absolute pressure sensor
5 Engine coolant temperature sensor 4 Injector
6 Intake camshaft position sensor 5 Evaporative emission purge solenoid
7 Exhaust camshaft position sensor 6 Evaporative emission ventilation
8 Crankshaft position sensor solenoid
9 Knock sensor
10 Heated oxygen sensor (front) Ignition coil, ignition power transistor
11 Heated oxygen sensor (rear) Multiport fuel injection (MFI) relay
12 Fuel tank differential pressure sensor Fuel pump relay
13 Fuel tank temperature sensor Starter relay
Throttle actuator control motor relay
Accelerator pedal position sensor (main/sub) Generator G terminal
Engine oil pressure switch Heated oxygen sensor heater
Power steering pressure switch A/C compressor relay
Generator FR terminal Diagnostic output
Generator L terminal CAN communication (output signal)
Ignition switch-IG
Ignition switch-ST
Power supply
CAN communication (input signal)
3 Throttle position
sensor (main/sub)
2 Exhaust engine
oil control valve 2 Intake air
5 Evaporative emission temperature sensor
purge solenoid
1 Intake engine 3 Throttle actuator 1 Mass airflow sensor
oil control valve control motor
Air
6 Intake inlet
camshaft
position
sensor
4 Injector
7 Exhaust
camshaft
position
sensor
Evaporative
emission
5 Engine coolant canister
temperature sensor
6 Evaporative
9 Knock sensor emission Fuel pressure
ventilation Fuel tank
regulator
solenoid Fuel level
Fuel pump sensor
8 Crankshaft position sensor
12 Fuel tank differential
pressure sensor
10 Heated oxygen sensor (front) 13 Fuel tank
temperature
sensor
11 Heated oxygen
sensor (rear)
AK604117 AB
GENERAL DESCRIPTION
<California>
Sense Decide Act
1 Mass airflow sensor ECM 1 Intake engine oil control valve
2 Intake air temperature sensor (with barometric
pressure sensor) 2 Exhaust engine oil control valve
3 Throttle position sensor (main/sub)
3 Throttle actuator control motor
5 Engine coolant temperature sensor 4 Injector
6 Intake camshaft position sensor 5 Evaporative emission purge solenoid
7 Exhaust camshaft position sensor 6 Evaporative emission ventilation
8 Crankshaft position sensor solenoid
9 Knock sensor 7 EGR valve (stepper motor)
10 Heated oxygen sensor (front)
11 Heated oxygen sensor (rear) Ignition coil, ignition power transistor
12 Heated oxygen sensor (3rd) Multiport fuel injection (MFI) relay
13 Fuel tank differential pressure sensor Fuel pump relay
14 Fuel tank temperature sensor Starter relay
Throttle actuator control motor relay
Accelerator pedal position sensor (main/sub) Generator G terminal
Engine oil pressure switch Heated oxygen sensor heater
Power steering pressure switch A/C compressor relay
Generator FR terminal Diagnostic output
Generator L terminal CAN communication (output signal)
Ignition switch-IG
Ignition switch-ST
Power supply
CAN communication (input signal)

3 Throttle position
sensor (main/sub)
2 Exhaust engine
oil control valve 2 Intake air
5 Evaporative emission temperature sensor
purge solenoid
1 Intake engine 3 Throttle actuator 1 Mass airflow sensor
oil control valve control motor
Air
6 Intake inlet
camshaft
position
sensor
4 Injector
7 Exhaust
camshaft 7 EGR valve
position (stepper motor)
sensor
Evaporative
10 Heated emission
oxygen canister
sensor 5 Engine
(front) coolant 6 Evaporative
temperature emission Fuel pressure
sensor ventilation Fuel tank
regulator
9 Knock sensor solenoid Fuel level
Fuel pump sensor
8 Crankshaft position sensor
12 Fuel tank differential
pressure sensor
11 Heated oxygen sensor (rear) 13 Fuel tank
temperature
sensor
12 Heated oxygen sensor (3rd)
AK604118 AB
CONTROL UNIT
CONTROL UNIT
M2132021500153
ENGINE CONTROL MODULE (ECM)
ECM
Microprocessor
Input Input Output Output

sensor interface interface actuator
RAM ROM
AK604119 AB
ECM is installed in the engine room. ECM judges uses flash-memory ROM that allows re-writing of
(calculates) the optimum control to deal with the con- data so that change and correction of control data is
stant minute changes in driving conditions based on possible using special tools. It also uses Electrically
information input from the sensors and drives the Erasable Programmable Read Only Memory
actuator. ECM is composed of 32-bit microprocessor (EEPROM) so that studied compensation data is not
and Random Access Memory (RAM), Read Only deleted even if battery terminals are disconnected.
Memory (ROM) and Input /Output interface. ECM
ECM CONNECTOR INPUT/OUTPUT PIN ARRANGEMENT

71
72
73
74
75
76
77
78
79
80
81
82
10
11
12
13
14
15
16
1
2
3
4
5
6
7
8
9
83
84
85
86
87
88
89
90
91
92
93
94
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
100
101
102
103
104
105
106
95
96
97
98
99
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
107
108
109
110
111
112
113
114
115
116
117
118
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
AK602565 AC
NOTE: *: California
1 Intake engine oil control valve 2 No.1 injector
3 No.2 injector 4 Ignition coil No.1 (ignition power transistor)
5 Ignition coil No.2 (ignition power transistor) 6 Starter active signal
7 Exhaust camshaft position sensor 8 Crankshaft position sensor
9 Sensor supplied voltage 10 Throttle position sensor (main)
11 Throttle position sensor (sub) 12 Power supply voltage applied to throttle
position sensor
13 Throttle position sensor ground 14 Intake camshaft position sensor
SENSOR
SENSOR
M2132001000565
.
MASS AIRFLOW SENSOR

Mass airflow sensor is installed in the air intake hose. Mass air-
Silicon substrate
flow sensor is composed of an extremely small heatsensing
resistor. The mass airflow sensor controls the amount of elec-
tric current flowing into the heat sensing resistor to keep the
Heat sensing
resistor heat sensing resistor at a constant temperature to the intake air
temperature. The faster the air flow speed, the higher the mass
Intake air
flow rate.Because the amount of heat transfer from the heat
sensing resistor to the air increases, the mass airflow sensor
Sensing area
Diaphragm
increases the amount of electric current to the heat sensing
AK602252AC resistor. Thus, the amount of electric current increases in
accordance with the air mass flow rate. The mass airflow sen-
sor measures the air mass flow rate by detecting the amount of
electric current. The mass airflow sensor amplifies the detected
electric current amount and outputs it into the ECM. ECM uses
this output current and engine speed to calculate and decide
basic fuel injection time. Sensor properties are as shown in the
figure.
From MFI relay
Output current mA
Mass flow g/s
Mass airflow sensor ECM

AK602221AG
INTAKE AIR TEMPERATURE SENSOR

Intake air temperature sensor is built in to the mass airflow sen-
sor. Intake air temperature sensor detects intake air tempera-
ture through thermistor's resistance change and outputs the
voltage according to intake air temperature to ECM. ECM uses
this output voltage to compensate fuel injection control and
Sensory part ignition timing control. Sensor properties are as shown in the
(thermistor) figure.
AK602253AC
SENSOR
ECM Output voltage V

Intake air temperature 5V
sensor (thermistor)
Resistance kΩ
Intake air Intake air

temperature ˚C (˚F) temperature ˚C (˚F)
AK602207AG
MANIFOLD ABSOLUTE PRESSURE SENSOR

The manifold absolute pressure sensor is installed in the intake
Manifold absolute
pressure sensor manifold. Manifold absolute pressure sensor uses a piezo
resistive semiconductor to output the voltage according to man-
ifold absolute pressure to ECM. ECM uses this output voltage
to compensate fuel injection volume according to manifold
absolute pressure. Sensor properties are as shown in the fig-
ure.
Pressure AK602254AC
Output voltage V
Manifold absolute ECM

pressure sensor
Power supply 5V
5V
Output signal
Ground
0 101
Pressure kPa (in.Hg)
AK602206AH
.
SENSOR
ENGINE COOLANT TEMPERATURE SENSOR

The engine coolant temperature sensor is installed in the ther-
mostat housing. Engine coolant temperature sensor uses ther-
mistor's resistance change to detect coolant temperature and
output the voltage according to coolant temperature to ECM.
ECM uses this output voltage to appropriately control fuel injec-
tion volume, idle speed and ignition timing. Sensor properties
are as shown in the figure.
Sensory part
(thermistor)
AK602255AC

Engine coolant
temperature sensor 5V
(thermistor)
Resistance kΩ
Engine coolant Engine coolant

AK602208 AG
THROTTLE POSITION SENSOR

The throttle position sensor is installed in the throttle body.
Throttle body Throttle position sensor outputs voltage to ECM based on the
throttle shaft rotation angle. ECM uses this signal to detect the
throttle valve opening angle to perform throttle actuator control
motor feedback control. This throttle position sensor uses Hall
IC and is a non-contact type.
Throttle
position
sensor
AK604120AB
.
SENSOR
STRUCTURE AND SYSTEM

Throttle shaft Throttle position sensor is composed of a permanent magnet
Magnet Stator
fixed on the throttle shaft, Hall IC that outputs voltage according
Hall IC to magnetic flux density and a stator that efficiently introduces
magnetic flux from the permanent magnet to Hall IC.
To ECM
Yoke Fixed to the motor cover

AK602566AC
Magnetic flux density at Hall IC is proportional to the output

Hall IC
voltage.
Throttle position sensor has 2 output systems −throttle position
sensor (main) and throttle position sensor (sub), and the output
voltage is output to ECM. When throttle valve turns, output volt-
age of throttle position sensor (main) and throttle position sen-
Fully closed sor (sub) changes. This allows ECM to detect actual throttle
opening angle. ECM uses this output voltage for throttle actua-
tor control motor feedback control. Also, ECM compares output
voltage of the throttle position sensor (main) and throttle posi-
tion sensor (sub) to check for abnormality in the throttle position
sensor. The relationship between throttle opening angle and
Half opened output voltage of the throttle position sensor (main) and throttle
Hall IC position sensor (sub) is as shown in the figure below.
Fully opened
Magnet flux
AK604555AB
SENSOR

Throttle position Throttle position
sensor (main) sensor (sub)
Hall IC Hall IC
Output voltage V
5
Throttle position
4.5 sensor (main)
2.5
Throttle position
sensor (sub)
0.5
5V 5V 0
Throttle valve opening angle
Fully Fully
ECM closed opened
AK602222AE
ACCELERATOR PEDAL POSITION SENSOR

Accelerator pedal position sensor is integrated with accelerator
pedal, and detects accelerator opening angle. ECM uses the
output voltage of this sensor to control appropriate throttle
valve opening angle and fuel injection volume. This accelerator
Accelerator pedal position
sensor connector pedal position sensor uses Hall IC and is a non-contact type.
Accelerator pedal arm
AK602569AC
.
SENSOR
STRUCTURE AND SYSTEM

Accelerator pedal position sensor is composed of a permanent
Magnet magnet fixed on the magnet carrier of the pedal shaft, Hall IC
outputs voltage according to magnetic flux density and a stator
Hall IC
that efficiently introduces magnetic flux from the permanent
magnet to Hall IC.
Pedal shaft
AK602570AC
Magnetic flux density at Hall IC is proportional to the output

Magnetic flux density Hall IC voltage.
: minimum The accelerator pedal position sensor has 2 output systems −
accelerator pedal position sensor (main) and accelerator pedal
N S position sensor (sub), and the output voltage is output to ECM.
According to depression of the accelerator pedal, output volt-
age of the accelerator pedal position sensor (main) and accel-
erator pedal position sensor (sub) changes. This allows ECM to
S N detect the actual accelerator pedal depression amount. ECM
uses accelerator pedal position sensor (main) output voltage
for appropriate throttle valve opening angle control and fuel
Magnetic flux density
: maximum injection volume control. Also, ECM compares output voltage of
the accelerator pedal position sensor (main) and accelerator
pedal position sensor (sub) to check for abnormality in sensor.
N S
The relationship between accelerator opening angle and output
voltage of the accelerator pedal position sensor (main) and
accelerator pedal position sensor (sub) is as shown in the fig-
ure below.
S N
Magnetic flux Hall IC

AK602571 AC
SENSOR
Accelerator pedal position sensor
Accelerator pedal Accelerator pedal

position sensor (main) position sensor (sub)
Hall IC Hall IC
Output voltage V
Accelerator pedal
5 position sensor (main)
2
Accelerator pedal
1 position sensor (sub)
5V 5V
0
ECM Accelerator Fully
pedal stroke opened
AK602211AE
HEATED OXYGEN SENSOR (except centor

exhaust pipe heated oxygen sensor <California>)
Heated oxygen sensors are installed in 2 positions (front, rear)
on the catalytic converter. Heated oxygen sensor has a built-in
heater to help early activation of the sensor. This allows feed-
back control of air-fuel ratio soon after engine start.
.
Sensing area
AK602572 AC
Electro motive This sensor uses the oxygen concentration cell principle of
force (V) Theoretical air fuel ratio solid electrolyte (zirconia) and displays the property of sudden
0.8 change in output voltage near theoretical air-fuel ratio. This
property is used to detect oxygen density in exhaust gas. Feed-
back to ECM allows it to judge whether air-fuel ratio is rich or
Rich Lean lean compared to theoretical air-fuel ratio.
14 15 16
Air fuel ratio AK602262AC
SENSOR
This allows ECM precise feedback control to get theoretical

Purge ratio
air-fuel ratio with best cleaning efficiency of 3-way catalytic con-
100
verter.
HC
50
NOx
CO
0
Theoretical air fuel ratio
AK602263AC
From MFI relay
Heated xygen sensor
Heater
ECM
Zirconia element
0.5V
AK602576AC
CRANKSHAFT POSITION SENSOR

Crankshaft sensing ring A crankshaft position sensor is installed on the right side of the
(36 teeth including 3 missing teeth) cylinder block. The crankshaft position sensor monitors rotation
of crankshaft sensing ring (36 teeth including 3 missing teeth)
installed on the crankshaft and converts to voltage (pulse sig-
nal) that is output to ECM. ECM uses crankshaft position sen-
sor's output pulse to detect crankshaft position.
Crankshaft
position .
sensor
AK602737AC
SENSOR
The crankshaft position sensor uses a magnetic resistance ele-

Crank shaft sensing ring ment. When the vane of the crankshaft-sensing blade passes
the front surface of the magnetic resistance element, the flux
Magnet flux from the magnet passes the magnetic resistance element.
Thus, resistance of the magnetic resistance element increases.
When the vane of the crankshaft-sensing blade does not pass
the front surface of the magnetic resistance element, the flux
Vane
from the magnet does not pass the magnetic resistance ele-
ment and the resistance decreases. The crankshaft position
Magnetic resistance element
sensor converts this change in resistance of the magnetic
Crank shaft sensing ring resistance element to a 5 V pulse signal and outputs it to ECM.
Magnet flux
Vane

AK602265AC
ECM
5V
5V
Output signal
AK602285AC
INTAKE CAMSHAFT POSITION SENSOR

Camshaft position sensor
The intake camshaft position sensor is installed on the left side
of the cylinder head. The intake camshaft position sensor mon-
Sensing portion itors shape of the half-moon sensing portion and converts to
voltage (pulse signal) that is output to ECM. Upon receiving this
output voltage, the ECM effects feedback control to optimize
the phase of the intake camshaft. Also, ECM uses a combina-
tion of the intake camshaft position sensor output pulse signal
Camshaft and crankshaft position sensor output pulse signal to identify
cylinders in the compression process.
AK602738AC
SENSOR
The intake camshaft position sensor uses a magnetic resis-

Camshaft position sensing portion tance element. When the camshaft position sensing portion
passes the front surface of the magnetic resistance element,
Magnet flux
the flux from the magnet passes the magnetic resistance ele-
ment. Thus, resistance of the magnetic resistance element
increases. When the camshaft position sensing portion does
not pass the front surface of the magnetic resistance element,
the flux from the magnet does not pass the magnetic resistance
Magnetic resistance element element and the resistance decreases. The intake camshaft
position sensor converts this change in resistance of the mag-
Camshaft position sensing portion
netic resistance element to a 5 V pulse signal and outputs it to
Magnet flux
ECM
.
EXHAUST CAMSHAFT POSITION SENSOR

The exhaust camshaft position sensor is installed on the right
side of the cylinder head. The exhaust camshaft position sen-
sor monitors shape of the half-moon sensing portion and con-
verts to voltage (pulse signal) that is output to ECM. Upon
receiving this output voltage, the ECM effects feedback control
Magnetic resistance element to optimize the phase of the exhaust camshaft. The structure
AK602574AC and system of this sensor are basically the same as intake
camshaft position sensor.
.
ECM
Camshaft position sensor
5V
5V
Output signal
AK602287AC
KNOCK SENSOR
A knock sensor is installed on the left side of the cylinder block.
Knock sensor uses the piezoelectric element to convert the
vibration of the cylinder block generated when engine is in
operation to minute voltage that is output to ECM. ECM uses
the minute output voltage from the knock sensor filtered
through the cylinder block's natural frequency to detect knock-
ing, and compensates the ignition timing lag according to the
strength of the knocking.
Piezoelectric element
AK602739 AC
SENSOR
ECM
5V
Knock sensor
Piezoelectric element
AK602226AD
BAROMETRIC PRESSURE SENSOR

A barometric pressure sensor is built into ECM. The barometric
Barometric pressure sensor pressure sensor is a semiconductor diffused pressure element
(built in ECM)
which outputs voltage to ECM according to atmospheric pres-
sure. ECM uses this output voltage to sense the altitude of the
vehicle and compensates fuel injection volume to achieve the
appropriate air-fuel ratio for that altitude.
AK602575AC
ENGINE OIL PRESSURE SWITCH

The engine oil pressure switch is installed on the left side of the
cylinder block. The engine oil pressure switch detects whether
the oil pressure is high or low using the contact switch. When
the oil pressure becomes higher than the specified value after
the engine starts, the contact point of the engine oil pressure
Oil switch opens. This allows the ECM to detect the oil pressure is
pressure
higher than the specified value. The ECM outputs the OFF sig-
nal to the combination meter through the CAN and then turns
Contact switch off the oil pressure warning lamp.
AK602587AC
SENSOR
ECM
Operating pressure
ECM terminal voltage V
Oil pressure: high
OFF
12
Oil pressure:low
ON
0
Engine oil Oil pressure kPa (in.Hg)

ON pressure switch
OFF
AK602228 AD
POWER STEERING PRESSURE SWITCH

A power steering pressure switch is installed on the power
Power steering steering oil pump. The power steering pressure switch uses a
pressure switch contact switch to detect the power steering oil pressure. When
power steering oil pressure rises due to operation of the steer-
ing wheel, the power steering load switch outputs an ON signal
to ECM. ECM performs idle-up according to the voltage and
Oil prevents reduction in engine speed due to power steering load
pressure and so maintains stable idle speed.
AK601174AF
ECM
ECM Operating pressure

terminal voltage V
Oil pressure:low
OFF
12
Oil pressure: high
ON
0
Power steering Oil pressure kPa (in.Hg)

ON pressure switch
OFF
AK602213 AE
.
SENSOR
FUEL TANK DIFFERENTIAL PRESSURE SENSOR

The fuel tank differential pressure sensor is installed to the fuel
Fuel tank differential pump module. The fuel tank differential pressure sensor out-
pressure sensor puts the voltage to the ECM using the piezo resistive semicon-
ductor in accordance with the difference between pressure in
the fuel tank and the pressure of the atmosphere. When moni-
toring the evaporative leak, the ECM detects malfunctions of
the evaporative emission control system by monitoring the
amount of output voltage changes from this sensor. The sensor
characteristics are as shown in the diagram.
Pressure
AK604121AB

Fuel tank differential pressure sensor
Power supply 5V
Output signal
Ground
0 Pressure kPa (in. Hg)

AK604122 AB
FUEL TANK TEMPERATURE SENSOR

The fuel tank temperature sensor is installed to the fuel pump
module. The fuel tank temperature sensor detects the tempera-
Fuel tank ture inside the fuel tank using the resistance change in the ther-
temperature mistor and outputs the voltage to the ECM in accordance with
sensor the temperature inside the fuel tank. The ECM monitors the
evaporative leak in accordance with the fuel tank temperature.
The sensor characteristics are as shown in the diagram.
Sensory part
(thermistor)
AK604123 AB

Fuel tank temperature 5V
sensor (thermistor) Resistance kΩ
Fuel tank Fuel tank

AK604124 AB
SENSOR
.
GENERATOR FR TERMINAL
Generator turns ON/OFF the power transistor in the voltage
regulator to adjust current flow in the field coil according to
alternator output current. In this way generator's output voltage
is kept adjusted (to about 14.7 V). The ratio of power transistor
ON time (ON duty) is output from generator FR terminal to
ECM. ECM uses this signal to detect generator's output current
and drives throttle actuator control motor according to output
current (electric load). This prevents change in idle speed due
to electric load and helps maintain stable idle speed.
Ignition switch-IG
Battery
B S
ECM
FR
Field coil
IC regulator
Generator
AK602229AD
.
SENSOR
GENERATOR L TERMINAL
After turning on the ignition switch, the current is input by the
ECM to the generator L terminal. This allows the IC regulator to
be on and the field coil to be excited. When the generator
rotates in this situation, the voltage is excited in the stator coil
and the current is output from B-terminal through the commuta-
tion diode. Also the generated voltage is input to the voltage
regulator through the commutation diode. After the electric gen-
eration begins, the current is supplied to the field coil from this
circuit. In addition, the generated voltage is output from the
generator L terminal to the ECM. This allows the ECM to detect
that the electric generation begins. The ECM outputs the ON
signal to the combination meter through the CAN and then
turns off the generator malfunction light.
Ignition switch-IG
Battery
B S ECM
CAN
communication
Field coil Generator

malfunction
light
Combination meter
IC regulator
Generator
AK602577 AC
ACTUATOR
ACTUATOR
M2132002000353
INJECTOR
An injector is an injection nozzle with the electromagnetic valve
Fuel
that injects fuel based on the injection signal sent by ECM. 1
injector is installed in the intake manifold of each cylinder and
fixed to the fuel rail. When electricity flows through the solenoid
Connector coil, the plunger gets sucked in. The ball valve is integrated
with the plunger, and gets pulled together with the plunger till
the fully open position so that the injection hole is fully open
and the fuel gets injected.
Filter
Solenoid coil
Plunger
Ball valve
Plate AK602272AC
From ETACS-ECU From MFI relay
Injector relay
ON
OFF
No. 1 No. 2 No. 3 No. 4
Injectors
ECM
AK602578 AC
Voltage from the battery gets applied from the injector relay to
the injector and up to the ECM. ECM turns ON its power tran-
sistor and prepares the injector's ground circuit. Thus, current
flows through the injector while power transistor is ON and the
injector injects fuel.
ACTUATOR
THROTTLE ACTUATOR CONTROL MOTOR

A throttle actuator control motor is installed in throttle body. The
Throttle body throttle actuator control motor performs the Open/Close of the
throttle valve through the reduction gear. ECM changes current
direction according to the Open/Close direction and also
changes current to the motor coil to control the throttle actuator
control motor.
Throttle actuator control motor is composed of a good
response, low energy, and small DC motor with brush and can
generate rotation force corresponding to the current applied on
the coil. When there is no current passing through the throttle
Throttle actuator
control motor actuator control motor, the throttle valve remains at a pre-
AK604125AB
scribed opening angle. So, even if current stops because of a
fault in the system, a minimum level of running remains possi-
ble.
From battery
Throttle actuator MFI relay

control motor ON
OFF
To ECM
Throttle actuator
control motor relay
ON
OFF
Power supply ECM
AK602231 AE
ACTUATOR
IGNITION COIL
Refer to GROUP 16 −Ignition Coil P.16-2.
EXHAUST GAS RECIRCULATION (EGR) VALVE

Refer to GROUP 17 −Emission Control −Exhaust Gas Recircu-
lation (EGR) System P.17-12.
EVAPORATIVE EMISSION PURGE SOLENOID

Refer to GROUP 17 −Emission Control −Evaporative Emission
Control System P.17-11.
INTAKE ENGINE OIL CONTROL VALVE

The intake engine oil control valve is installed on the left side of
Spool valve movement the cylinder head. Receiving the duty signal from the ECM, the
intake engine oil control valve moves the spool valve position
Advance Retard
and divides the oil pressure from the cylinder block into the
chamber chamber advanced chamber and the retarded chamber of the V.V.T.
Spring sprocket as well as continually changes the intake camshaft
phase. The spring makes spool valve stop at the position
where the intake camshaft is at the most retarded angle when
the engine is stopped. The ECM moves the spool valve posi-
tion by increasing and decreasing ON duty ratio of the intake
Coil Plunger engine oil control valve and allows the intake camshaft to be at
Drain Drain the target phase angle. When the duty ratio increases, the
Oil pressure AK604740AD spool valve moves. The sprocket rotates toward the advanced
angle side. When the duty ratio decreases, the sprocket rotates
toward the retarded angle side. When the medium duty ratio, at
which the spool valve is at the medium position, is achieved, all
the oil passages are closed. This allows the phase angle to be
kept constant. The ECM changes and controls the duty ratio in
accordance with the engine operation to get the optimum
phase angle.
From MFI relay

ECM
50ms
OFF
12V
Intake engine oil ON
control valve 0V
T
The longer the ON position, the more

advanced the intake camshaft angle
AK602579 AD
ACTUATOR
EXHAUST ENGINE OIL CONTROL VALVE

The exhaust engine oil control valve is installed on the right
Spool valve movement side of the cylinder head. Receiving the duty signal from the
ECM, the exhaust engine oil control valve moves the spool
Retard Advance valve position and divides the oil pressure from the cylinder
chamber chamber block into the advanced chamber and the retarded chamber of
Spring the V.V.T. sprocket as well as continually changes the exhaust
camshaft phase. The spring makes spool valve stop at the
position where the exhaust camshaft is at the most advanced
angle when the engine is stopped. The ECM moves the spool
valve position by increasing and decreasing ON duty ratio of
Coil Plunger the exhaust engine oil control valve and allows the exhaust
Drain Drain camshaft to be at the target phase angle. When the duty ratio
Oil pressure AK604747 AC increases, the spool valve moves. The sprocket rotates toward
the retarded angle side. When the duty ratio decreases, the
sprocket rotates toward the advanced angle side. When the
medium duty ratio, at which the spool valve is at the medium
position, is achieved, all the oil passages are closed. This
allows the phase angle to be kept constant. The ECM changes
and controls the duty ratio in accordance with the engine oper-
ation to get the optimum phase angle.
From MFI relay

ECM
50ms
OFF
12V
Exhaust engine oil ON
control valve 0V
T
The longer the ON position, the more

retarded the exhaust camshaft angle
AK602579 AG
ACTUATOR
EVAPORATIVE EMISSION VENTILATION

SOLENOID
The evaporative emission ventilation solenoid, an ON/OFF
Evaporative Connector
emission type solenoid valve, is integrated in the evaporative canis-
ventilation ter.The evaporative emission ventilation solenoid is installed
solenoid
between the evaporative canister and the air-releasing end,
where the evaporative emission ventilation solenoid takes or
To filter shuts off air.When the current is not flowing through the coil, the
air flows between the nipples, "A" and "B", and through the
evaporative canister.When the current is flowing through the
coil, the air is sealed in the nipple "A" and the air through the
To canister AK604127 AB
evaporative canister is shut off.When monitoring the evapora-
tive leak, the ECM turns the evaporative emission ventilation
solenoid on to create the slight vacuum condition in the evapo-
rative emission control system. The ECM shuts off the air flow-
ing through the evaporative canister to maintain the vacuum
condition necessary for monitoring.
From MFI relay Engine speed to switch

ECM terminal voltage V evaporative emission
ventilation solenoid
ECM
OFF
12
ON
0
Engine speed r/min
AK604554 AB
ACTUATOR
GENERATOR G TERMINAL
ECM uses ON/OFF of generator G terminal to control genera-
tor output voltage. When the power transistor in the ECM turns
ON, output voltage gets adjusted to about 12.8 V. When gener-
ator output voltage drops to 12.8 V it becomes lower than volt-
age of the charged battery and almost no current is output from
the generator. When the power transistor in the ECM turns
OFF, output voltage gets adjusted to about 14.7 V. When gen-
erator output voltage is about 14.7 V, generator outputs current
to produce electricity. In case electric load is generated sud-
denly, ECM controls generator G terminal's On-duty to limit the
sudden increase in generator load due to generation and thus
prevents change in idle speed.
Ignition switch-IG
Battery
B S
ECM
Field coil
IC regulator
Generator
AK602233AD
FUEL INJECTION CONTROL

M2132003001036
Fuel injection volume is regulated to obtain the opti- intake air volume. ECM adds prescribed compensa-
mum air-fuel ratio in accordance with the constant tions to this basic drive time according to conditions
minute changes in engine driving conditions. Fuel such as the intake air temperature and engine cool-
injection volume is controlled by injector drive time ant temperature to decide injection time. Fuel injec-
(injection time). There is a prescribed basic drive tion is done separately for each cylinder and is done
time that varies according to the engine speed and once in two engine rotations.
System Configuration Diagram
Mass airflow sensor
Manifold absolute
pressure sensor
Engine coolant
temperature sensor
Injector
ECM Accelerator pedal position sensor
Knock sensor
Intake camshaft position sensor
Ignition switch-ST
Heated oxygen sensor (front, rear)
AK604128AB
1. INJECTOR ACTUATION (FUEL INJECTION)

TIMING
Injector drive time in case of multiport fuel injection (MFI) is
controlled as follows according to driving conditions.
Fuel Injection During Cranking and Normal Operation
<No. 2 TDC> <No.1 TDC> <No. 3 TDC> <No. 4 TDC> <No. 2 TDC>
Crankshaft H
position L
sensor signal
Intake camshaft H
position sensor
signal L
Exhaust camshaft H
position sensor
signal L
Cylinder stroke : Fuel injection
No. 1 Cylinder Compression Combustion Exhaust Intake

No. 3 Cylinder Intake Compression Combustion Exhaust
No. 4 Cylinder Exhaust Intake Compression Combustion
No. 2 Cylinder Combustion Exhaust Intake Compression
AK604622AB
Fuel injection to each cylinder is done by driving the injector at

optimum timing while it is in exhaust process based on the
crankshaft position sensor signal. ECM compares the crank-
shaft position sensor output pulse signal and intake camshaft
position sensor output pulse signal to identify the cylinder.
Using this as a base, it performs sequential injection in the
sequence of cylinders 1, 3, 4, 2.
Additional Fuel Injection During Acceleration

Crankshaft H
position sensor
signal L
Increase injection for acceleration
Cylinder stroke

AK604623 AB
In addition to the synchronizing fuel injection with crankshaft

position sensor signal during acceleration, the volume of fuel is
injected according to the extent of the acceleration.
2. Fuel injection volume (injector drive time)

control
The figure shows the flow for injector drive time calculation.
Basic drive time is decided based on the mass airflow sensor
signal (intake air volume signal) and crankshaft position sensor
signal (engine rotation signal). This basic drive time is compen-
sated according to signals from various sensors and optimum
injector drive time (fuel injection volume) is calculated accord-
ing to driving conditions.
Fuel Injection Volume Control Block Diagram
Air fuel ratio

compensation
(Predetermined
Mass airflow sensor compensation)
Basic fuel
injection time
determination
Crankshaft
position sensor
Heated oxygen
sensor feedback
compensation
Heated oxygen
sensor
Engine coolant Engine coolant

temperature sensor temperature
compensation
Acceleration-
deceleration
compensation
Barometric pressure
sensor
Fuel pressure
compensation
Manifold absolute
pressure sensor
Battery voltage Battery voltage

compensation
Injector
AK602278AD
.
[Injector basic drive time]

Fuel injection is performed once per cycle for each cylinder.
Basic drive time refers to fuel injection volume (injector drive
time) to achieve theoretical air-fuel ratio for the intake air vol-
ume of 1 cycle of 1 cylinder. Fuel injection volume changes
according to the pressure difference (injected fuel pressure)
between manifold absolute pressure and fuel pressure (con-
stant). So, injected fuel pressure compensation is made to
injector drive time for theoretical air-fuel ratio to arrive at basic
drive time.
Basic fuel Intake air amount per cycle per cylinder

injection time Fuel injection pressure compensation
Theoretical air-fuel ratio
AK602279AC
Intake air volume of each cycle of 1 cylinder is calculated by
ECM based on the mass airflow sensor signal and crankshaft
position sensor signal. Also, during engine start, the map value
prescribed by the engine coolant temperature sensor signal is
used as basic drive time.
.
[Injector drive time compensation]

After calculating the injector basic drive time, the ECM makes
the following compensations to control the optimum fuel injec-
tion volume according to driving conditions.
List of main compensations for fuel injection control

Compensations Content
Heated oxygen sensor feedback compensation The heated oxygen sensor signal is used for
making the compensation to get air-fuel ratio with
best cleaning efficiency of the 3-way catalytic
converter. This compensation might not be made
sometimes in order to improve drivability,
depending on driving conditions. (Air-fuel ratio
compensation is made.)
Air-fuel ratio compensation Under driving conditions where heated oxygen
sensor feedback compensation is not performed,
compensation is made based on pre-set map
values that vary according to engine speed and
intake air volume.
Engine coolant temperature compensation Compensation is made according to the engine
coolant temperature. The lower the engine coolant
temperature, the greater the fuel injection volume.
Acceleration/ Deceleration compensation Compensation is made according to change in
intake air volume. During acceleration, fuel injection
volume is increased. Also, during deceleration, fuel
injection volume is decreased.
Fuel injection compensation Compensation is made according to the pressure
difference between atmospheric pressure and
manifold absolute pressure. The greater the
difference in pressure, the shorter the injector drive
time.
Battery voltage compensation Compensation is made depending on battery
voltage. The lower the battery voltage, the greater
the injector drive signal time.
Learning value for fuel compensation Compensation amount is learned to compensate
feedback of heated oxygen sensor. This allows
system to compensate in accordance with engine
characteristics.
.
[Fuel limit control during deceleration]

ECM limits fuel when decelerating downhill to prevent exces-
sive rise of catalytic converter temperature and to improve fuel
efficiency.
.
[Fuel-cut control when over-run]

When engine speed exceeds a prescribed limit (6,600 r/min),
ECM cuts fuel supply to prevent overrunning and thus protect
the engine. Also, if engine speed exceeds 4,000 r/min for 15
seconds while vehicle is stationary (no load), it cuts fuel supply
and controls the throttle valve opening angle to protect the
engine.
IGNITION TIMING AND CONTROL FOR CURRENT CARRYING TIME
IGNITION TIMING AND CONTROL FOR CURRENT

CARRYING TIME
M2132027100089
Ignition timing is pre-set according to engine driving
conditions. Compensations are made according to
pre-set values depending on conditions such as
engine coolant temperature, battery voltage etc. to
decide optimum ignition timing. Primary current con-
nect/disconnect signal is sent to the power transistor
to control ignition timing. Ignition is done in sequence
of cylinders 1, 3, 4, 2.

MFI relay Battery
Mass airflow sensor

Manifold absolute
pressure sensor
Engine coolant
temperature sensor
ECM Intake camshaft position sensor
Exhaust camshaft position sensor
Ignition
coils Crankshaft position sensor
Knock sensor
Ignition switch-ST
Spark plugs
Cylinder No. 1 2 3 4
AK502722 AD
1. Ignition distribution control

Based on the crankshaft position sensor signal and camshaft
position sensor signal, ECM decides the ignition cylinder, cal-
culates the ignition timing and sends the ignition coil primary
current connect/disconnect signal to the power transistor of
each cylinder in the ignition sequence.
Crankshaft H
position L
sensor signal
Intake camshaft H
position sensor
signal L
Exhaust camshaft H
position sensor
signal L
Cylinder stroke Ignition

AK604624 AB
2. Spark-advance control and current carrying

time control
.
[During start]
ECM initiates ignition at fixed ignition timing (5° BTDC) syn-
chronized with the crankshaft position sensor signal.
.
[During normal operation]

After determining the basic spark-advance based on the intake
air volume and engine speed, ECM makes compensations
based on input from various sensors to control the optimum
spark-advance and current carrying time.
List of main compensations for spark-advance control and current carrying time control
Intake air temperature compensation Compensation is made according to intake air
temperature. The higher the intake air temperature
the greater the delay in ignition timing.
Engine coolant temperature compensation Compensation is made according to engine coolant
temperature. The lower the engine coolant
temperature the greater the advance in ignition
timing.
Knocking compensation Compensation is made according to generation of
knocking. The greater the knocking the greater the
delay in ignition timing.
Stable idle compensation Compensation is made according to change in idle
speed. In case engine speed becomes lower than
target speed, ignition timing is advanced.
Delay compensation when changing shift During change of shift, sparking is delayed
compared to normal ignition timing to reduce
engine output torque and absorb the shock of the
shift change.
Battery voltage compensation Compensation is made depending on battery
voltage. The lower the battery voltage the greater
the current carrying time and when battery voltage
is high current carrying time is shortened.
.
[Control for checking ignition timing]

During basic ignition timing set mode for M.U.T.-III actuator test
function, sparking is done with fixed ignition timing (5° BTDC)
synchronized with crankshaft position sensor signal.
THROTTLE VALVE OPENING ANGLE CONTROL AND IDLE SPEED CONTROL
THROTTLE VALVE OPENING ANGLE CONTROL AND IDLE

SPEED CONTROL
M2132003500328
ECM detects the amount of accelerator pedal
depression (as per operator's intention) through the
accelerator pedal position sensor. Based on pre-set
basic target opening angles it adds various compen-
sations and controls the throttle valve opening angle
according to the target opening angle.
Motor drive power supply
(From throttle actuator
control motor relay)
Throttle actuator Engine coolant

control motor Motor drive circuit temperature sensor
Intake air temperature
sensor
Throttle Main
position Crankshaft position sensor
sensor
Sub A/C switch (CAN)
Power steering pressure
Control unit switch
Accelerator Sub Generator FR terminal

pedal position
sensor Transmission range
Main switch (CAN) <CVT>
Barometric pressure
sensor
ECM
AK602236AE
While starting While driving

ECM adds various compensations to the target Compensations are made to the target opening
opening angle that are set based on the engine cool- angle set according to the accelerator pedal opening
ant temperature, so that the air volume is optimum angle and engine speed to control the throttle valve
for starting. opening angle.
While idling
ECM controls the throttle valve to achieve the target
opening angle that are set based on the engine cool-
ant temperature. In this way best idle operation is
achieved when engine is cold and when it is hot.
Also, the following compensations ensure optimum
control.
THROTTLE VALVE OPENING ANGLE CONTROL AND IDLE SPEED CONTROL
List of main compensations for throttle valve opening angle and idle speed control
Stable idle compensation (immediately after start) In order to stabilize idle speed immediately after
start, target opening angle is kept big and then
gradually reduced. Compensation values are set
based on the engine coolant temperature.
Rotation speed feedback compensation (while In case there is a difference between the target idle
idling) speed and actual engine speed, ECM
compensates the throttle valve opening angle
based on that difference.
Atmospheric pressure compensation At high altitudes atmospheric pressure is less and
the intake air density is low. So, the target opening
angle is compensated based on atmospheric
pressure.
Engine coolant temperature compensation Compensation is made according to the engine
coolant temperature. The lower the engine coolant
temperature the greater the throttle valve opening
angle.
Electric load compensation Throttle valve opening angle is compensated
according to electric load. The greater the electric
load, the greater the throttle valve opening angle.
Compensation when shift is in D range <CVT> When transmission is changed from P or N range
to some other range, throttle valve opening angle is
increased to prevent reduction in engine speed.
Compensation when A/C is functioning Throttle valve opening angle is compensated
according to functioning of A/C compressor. While
A/C compressor is being driven, the throttle valve
opening angle is increased.
Power steering fluid pressure compensation Throttle valve opening angle is compensated
according to power steering functioning. When
power steering oil pressure rises and power
steering pressure switch is ON, the throttle valve
opening angle is increased.
Initialize control
After ignition switch turns OFF, ECM drives the throt-
tle valve from fully closed position to fully open posi-
tion and records the fully closed/open studied value
of the throttle position sensor (main and sub) output
signals. The recorded studied values are used as
studied value compensation for compensating basic
target opening angle when the engine is started next.
MIVEC (Mitsubishi Innovative Valve Timing Electronic Control System)
MIVEC (Mitsubishi Innovative Valve Timing Electronic

Control System)
M2132023500212
MIVEC is the system which continuously varies and
controls the opening and closing timings of the intake
valve and the exhaust valve.

Intake engine oil control valve
Crankshaft Retard direction

position sensor
Spool valve movement

Manifold absolute Spool valve
pressure sensor
ECM
Advance direction
To oil pan
Intake camshaft Retard chamber
position sensor Oil pressure
Advance chamber
To oil pan
Spring
Exhaust engine oil control valve
Crankshaft Advance direction

position sensor
Spool valve movement

Manifold absolute Spool valve
pressure sensor
ECM
Retard direction
To oil pan
Exhaust camshaft Advance chamber
position sensor Oil pressure
Retard chamber
To oil pan
Spring
AK604826 AB
MIVEC allows the optimum valve timing to be con- • Based on the assessed information, the ECM
trolled in accordance with the engine operation and sends the duty signal to the intake engine oil con-
the idling stability to be improved, as well as the out- trol valve and exhaust engine oil control valve as
put and the torque to be better in all the operation well as controls the spool valve position.
ranges. • Changing the spool valve position allows the oil
• The ECM assesses the engine operation through pressure to be divided into the retarded chamber
the signals from each sensor. and the advanced chamber, as well as allows the
phases of the intake camshaft and the exhaust
camshaft to be continuously changed.
Phase Angle Detection
Crankshaft H
position L
sensor signal
Intake camshaft H
position sensor
signal L
Exhaust camshaft H
position sensor
signal L
: phase angle
AK604625 AB
The detected phase angle is calculated using the cam position sensor signal.
Valve lift amount Valve lift amount
High torque High output
Exhaust valve Intake valve

Intake valve (initial position)
Exhaust valve
Initial position
Crank angle Crank angle
High load range at

High load range at high speed
low and middle speeds
Load
Middle load range
Low load range at

low speed
Engine speed
Valve lift amount Low-fuel consumption Valve lift amount Low-fuel consumption
Exhaust valve
(initial position: most advance) Intake valve
Intake valve Exhaust valve
(initial position: most retard)
Initial position
Overlap: nothing <Except for California> Crank angle Overlap: large Crank angle
small <California>
AK604129AB
Operation condition Valve timing Operation Effectiveness

Within range of low <Except for California> Overlap is decreased and Idle speed stable
speed and low load amount of exhaust gas
TDC
at idle flowing back into intake
Overlap: Intake valve port is limited.
nothing (initial position)
Exhaust valve
(initial position)
BDC
<California>
TDC
Overlap: Intake valve

small (initial position)
Exhaust valve
(initial position)
BDC
AK604130 AB
Operation condition Valve timing Operation Effectiveness

Within range of low TDC
Advancing closing timing of Low and middle speed
speed and high load intake valve allows amount torques improved
at acceleration of intake air flowing back
Intake valve
into intake port to be limited
Exhaust valve
as well as allows
volumetric efficiency to be
improved, resulting in low
and middle speed torques
Open improved.
Close
BDC AK604131AB
Within range of TDC

Increasing overlap amount Fuel economy
middle speed and Overlap: allows pumping loss to be improved
large
middle load decreased. Retarding
opening timing of exhaust
valve allows burned gas to
work sufficiently and allows
cycle efficiency to be
Exhaust valve
improved, resulting in
Open higher expansion ratio.
Intake valve
BDC AK604132 AB
Within range of high TDC

Retarding closing timing of Output improved
speed and high load intake valve in accordance
with engine speed allows
Intake valve
valve timing to be
Exhaust valve controlled according to
inertia force of intake air
and allows volumetric
efficiency to be improved.
Close
BDC AK604133 AB
MULTIPORT FUEL INJECTION (MFI) RELAY CONTROL
MULTIPORT FUEL INJECTION (MFI) RELAY CONTROL

M2132006000173
Battery
LOCK
Ignition switch ST ACC
IG1 IG2
MFI relay OFF

ON
ETACS-ECU
To each sensor and

actuator
Power Battery
supply back up ECM
MFI relay control Ignition switch-IG
AK604134AB
When the ignition switch-IG "ON" signal is input, • Throttle valve initializing control
ECM turns ON the power transistor for control of the
MFI relay. As a result, current flows through the MFI
relay's coil, the relay switch turns ON and power is
supplied to each sensor and actuator. Also, when
ignition switch-IG "OFF" signal is input, ECM per-
forms the following controls and then turns OFF the
power transistor for control of MFI relay.
FUEL PUMP RELAY CONTROL
FUEL PUMP RELAY CONTROL

M2132006500208
Battery
LOCK
ST ACC Ignition switch
IG1 IG2
MFI
OFF
relay
ON
To ECM
ETACS Fuel pump

OFF
-ECU relay
ON
Ignition switch-ST
Fuel pump M
ECM
Fuel pump Crankshaft position sensor

relay control
AK604135 AB
When current flows through the fuel pump relay, the a result, power is supplied to the fuel pump. Also, if
relay turns ON and the fuel pump is driven. The fuel engine speed falls below a set value, the fuel pump
pump relay is built into the ETACS-ECU. When the relay is turned OFF. Thus, it deals with sudden stop-
ignition switch-ST signal is input, ECM turns ON the pages such as engine stalling etc. by stopping the
power transistor for control of the fuel pump relay. As pump.
STARTER RELAY CONTROL

M2132025500092
<M/T>
Battery
Ignition switch-ST
Clutch
interlock ON
switch OFF
ETACS
-ECU
Starter relay OFF

ON
ON
Engine-ECU OFF
Starter
Starter relay
control M
AK604136 AB
<CVT>
Battery
Ignition switch-ST
P
Transmission R
range switch N
D
ETACS
-ECU
Starter relay OFF

ON
ON
Engine-ECU OFF
Starter
Starter relay
control M
AK604137 AB
When the ignition switch-ST signal is input, ECM

turns ON the power transistor for control of the
starter relay.
HEATED OXYGEN SENSOR HEATER CONTROL
HEATED OXYGEN SENSOR HEATER CONTROL

M2132007000206
ECM
Heated oxygen sensor heater
Engine coolant
MFI relay temperature sensor
Battery
AK602241AD
When exhaust gas temperature is low, the heated in cutting the fuel during deceleration. Based on driv-
oxygen sensor response is dull. So, response is ing conditions and the heated oxygen sensor activa-
improved by raising the sensor temperature by pass- tion state, ECM changes the amount of current (duty
ing current through the heater at a low exhaust gas ratio) to the heater to quicken the activation of the
temperature, such as in the immediate aftermath of heated oxygen sensor.
the engine start, or during the warm up operation and
A/C COMPRESSOR RELAY CONTROL
A/C COMPRESSOR RELAY CONTROL

M2132034500120
Battery
A/C compressor relay OFF

ON
A/C
refrigerant
temperature
OFF ON switch
A/C compressor
assembly A/C switch (CAN)
A/C compressor A/C compressor
clutch relay control
ECM AK604138 AB
The ECM turns on the power transistor when the A/C

switch ON signal is input by the A/C-ECU through
the CAN. This allows the A/C compressor relay to be
ON and to be operated. During the high load opera-
tion, such as the acceleration with the fully opened
accelerator, the ECM secures the acceleration capa-
bility by turning off the A/C compressor relay for the
specified period to produce no load on the A/C com-
pressor.
GENERATOR CONTROL
GENERATOR CONTROL
M2132025000172
Engine coolant temperature sensor

Generator G terminal
Generator FR terminal
ECM
A/C switch (CAN)
Ignition switch-ST Generator
AK602242AD
During engine idle operation, ECM controls duty of G terminal OFF duty, ECM restricts sudden increase
conduction between generator G terminal and in generator's output current and output current is
ground. (G terminal duty is controlled to be the same increased only gradually. (Battery current is supplied
as ON duty of the power transistor inside the voltage to the headlamp etc. till generator produces sufficient
regulator). If headlights etc. are turned on while current.) Thus, ECM prevents change in idle speed
engine is idling, the consumed current increases due to sudden increase of engine load.
suddenly, but by gradually increasing the generator
EVAPORATIVE EMISSION CONTROL SYSTEM INCORRECT PURGE FLOW MONITOR
EVAPORATIVE EMISSION CONTROL SYSTEM INCORRECT

PURGE FLOW MONITOR
M2132027200019
MFI relay
Battery
purge solenoid
To injector
Mass airflow sensor

Fuel
tank
Barometric pressure sensor Evaporative emission
Intake air temperature sensor Fuel level

sensor
Engine coolant
temperature sensor
Fuel tank differential pressure sensor

Fuel level sensor (CAN)
Fuel tank temperature sensor
ECM
AK604139 AB
The ECM detects whether the fuel vapor leakage The ECM measures the vacuum condition through
exists or not from the evaporative emission control the fuel tank differential pressure sensor signal. By
system. By the specified pattern within the certain comparing the normal (expected) value and the
operation range, the ECM drives the evaporative actual value, the ECM detects whether the fuel vapor
emission purge solenoid and the evaporative emis- leakage exists or not from the evaporative emission
sion ventilation solenoid. This allows slight vacuum control system.
to be produced in the fuel tank.
12-1
GROUP 12
ENGINE
LUBRICATION
CONTENTS
GENERAL DESCRIPTION. . . . . . . . . 12-2 OIL PAN . . . . . . . . . . . . . . . . . . . . . . . 12-3
OIL PASSAGE . . . . . . . . . . . . . . . . . . 12-2 OIL DIPSTICK, OIL FILLER CAP,

OIL DRAIN PLUG . . . . . . . . . . . . . . . . 12-4
OIL FILTER . . . . . . . . . . . . . . . . . . . . 12-3
OIL PUMP . . . . . . . . . . . . . . . . . . . . . . 12-4
12-2 ENGINE LUBRICATION
GENERAL DESCRIPTION
GENERAL DESCRIPTION
M2120000100249
The lubrication system is a full-flow, filter pumping After the oil is pumped to the individual crankshaft
system. journals, it passes through a passage in the crank-
The engine oil that accumulates in the oil pan is shaft and is fed to the pins. After the oil is pumped to
drawn and discharged by the oil pump. After its pres- the cylinder head, it flows to the camshaft journals
sure is regulated by the relief valve, the oil passes and the engine oil control valves.
through the oil filter. Then, it flows from the oil pas-
sage in the cylinder block to the individual crankshaft
journals and the cylinder head.
OIL PASSAGE
M2120000200194
Oil screen
Relief valve Oil pump
Cylinder block oil passage
Oil filter bracket
Oil filter
Cylinder block oil passage

Engine oil pressure swich (main gallery)
Engine oil control valve Cylinder head oil passage Crankshaft journal
V.V.T. sprocket Camshaft journal Crankshaft pin
Oil pan
AK603615AB
ENGINE LUBRICATION 12-3
OIL FILTER
OIL FILTER
M2120005000195
The oil filter is installed on the left side of the cylinder
block.
Item Specifications Element
Filtering system Full-flow filtering, filter

paper type
Filtering area m2 0.11
Rated flow volume L/min 30 Oil filter
AK502549 AD
OIL PAN
M2120006000187
The oil pan is made of sheet metal and contains an oil sump in
Oil pan the forward area of the engine.
FIPG (Formed-In-Place Gasket) is used to seal between the oil
Gasket
pan and the ladder frame.
Drain plug
Engine front
AK603617 AB
12-4 ENGINE LUBRICATION
OIL DIPSTICK, OIL FILLER CAP, OIL DRAIN PLUG
OIL DIPSTICK, OIL FILLER CAP, OIL DRAIN PLUG

M2120007000124
The oil dipstick, oil filler cap, and oil drain plug are
located with serviceability in mind.
Oil filler cap
Oil dipstick
Engine front
Oil drain plug
AK503035AD
OIL PUMP
M2120002000077
The oil screen is integrated into the oil pump case to The oil pump case, which is installed to the bottom of
be compact and lightweight. the ladder flame, is driven by the oil pump chain
through the oil pump sprocket installed to the front of
the oil pump case.

Group 11a

Uploaded by

Copyright:

Available Formats

Group 11a

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Group 11a

Uploaded by

Copyright:

Available Formats

11A-1

GENERAL DESCRIPTION. . . . . . . . . 11A-2 BASE ENGINE . . . . . . . . . . . . . . . . . . 11A-3

Exhaust side Intake side

CYLINDER HEAD GASKET

Water hole Water hole

A dual-layer, metal type cylinder head gasket that

CYLINDER HEAD COVER

A Plastic cylinder head cover has been adopted.

A cylinder block made of an aluminum alloy has ITEM SPECIFICATIONS

Piston ring No. 1

The piston rings consist of No. 1 and No. 2 rings and

CONNECTING ROD BEARINGS

Balance weight Oil hole Balance weight

A forged crankshaft has been adopted. Item Specifications

CRANKSHAFT BEARINGS, THRUST BEARINGS

TIMING CHAIN TRAIN

Exhaust V.V.T. sprocket

TIMING CHAIN TENSIONER

VALVE STEM SEALS

MIVEC (MITSUBISHI INNOVATIVE VALVE TIMING ELECTRONIC CONTROL SYSTEM)

A Exhaust V.V.T. sprocket Intake V.V.T. sprocket B

Section A-A Section B-B

Engine oil Engine oil

Engine oil control

V.V.T. SPROCKET (VARIABLE VALVE TIMING SPROCKET)

Exhaust V.V.T. sprocket

The engine oil control valve controls the hydraulic

ENGINE OIL CONTROL VALVE

Valve sleeve Seal cap

Drain Drain Yoke

The engine oil control valve consists of a solenoid

TIMING CHAIN CASE

Timing chain case

The timing chain case is made of an aluminum alloy.

ENGINE CONTROL . . . . . . . . . . . . . . 17-2 EMISSION CONTROL . . . . . . . . . . . . 17-8

Accelerator pedal assembly

AUTO-CRUISE CONTROL SYSTEM

"CRUISE" indicator light

COMPONENTS AND FUNCTIONS

CONSTRUCTION AND OPERATION

ON/OFF ON/OFF Actual accelerator

Vehicle speed TCM <CVT>

"CRUISE" indicator light Transaxle TAC motor

vehicle speed is now memorized. Thereafter, the

for less than 0.5 second, the vehicle is CANCEL FUNCTION

FAIL-SAFE FUNCTION • ECM abnormality

the conditions are satisfied during the constant DIAGNOSIS FUNCTION

Heated oxygen Fuel pressure Fuel tank

Fuel tank differential

Fuel tank differential

Exhaust gas cleaning devices list

System Objective / Function Composition parts

Flow of blow-by gas and clean air (low load area)

Flow of blow-by gas (high load area)

POSITIVE CRANKCASE VENTILATION (PCV)

EVAPORATIVE EMISSION CONTROL SYSTEM

Mass airflow sensor

Intake air temperature sensor