Chrysler laser 1990, talon 1990 Technical Information Manual

SAFETY

NOTICE

CAUTION

ALL SERVICE AND REBUILDING INSTRUCTIONS CONTAINED HEREIN ARE
APPLICABLE TO, AND FOR THE CONVENIENCE OF, THE AUTOMOTIVE
TRADE ONLY. All test and repair procedures on components or assemblies in
non-automotive applications should be repaired in accordance with instructions
supplied by the manufacturer of the total product.

Proper service and repair is

important to the safe, reliable, operation of

all

motor

vehicles.

The service procedures recommended and described in

this publication

were developed

for professional

servlTe

personnel

and are

effective

methods

for performing vehicle

repair.

Following these procedures will help assure efficient

economical vehicle

performance

and service

reliability. Some of these

service procedures

require the

use

of

special tools designed

for specific

procedures.

These

special tools should

be

used when

recommended throughout this

publication.

Special attention should be exercised when working with spring or tension loaded
fasteners and devices such as E-Clips, Circlips, Snap rings, etc., as careless removal
may cause personal injury. Always wear safety goggles whenever working on

vehicles or vehicle components.

7

It is

important to

note

that

this

publication contains

various

Cautions

and

Warnings.

These

should be

carefully

read in order to

minimize the

risk of personal

injury, or

the

possibility

that, improper service

methods may

damage

the vehicle or

render

it

unsafe.

It is important to note that these Cautions

and

Warnings cover only the situations

and

procedures

Chrysler Motors

has

encountered

and recommended.

Chrysler Motors

could

not possibly know,

evaluate, and advise

the service

trade of all

conceivable

ways that

service

may *be performed, or of

the possible

hazards of each.

Consequently, Chrysler

Motors

has

not

undertaken any such broad

service

review.

Accordingly, anyone

who

uses a service procedure, or

tool, that is not

recommended in

this publication,

must assure

oneself

thoroughly that neither

personal

safety,

nor

vehicle safety, be jeopardized by

the service

methods

they select.

WE SrjPPORT

VOLUNTARY TECHNICIAN

CERTIFICATION

THROUGH

TALON

BACKUP

TECHNICAL

INFORMATION

MANUAL

FOREWORD

This manual has been prepared as an introduction to
the specifications, features, construction and func­tions of the newly developed TALON. Please read
this manual carefully as it will be of assistance for

service and sales activities
Please note that the service manuals are also
available and should be used in conjunction with this
manual.

All information, illustrations and product descrip-

tions contained in this manual are current as at the
time of publication. We, however, reserve the right
to make changes at any time without prior notice or
obligation.

This

BACKUP DSM manual IS to be used ONLY as a BACKUP. Please DO NOT REDISTRIBUTE

WHOLE SECTIONS.

This

BACKUP was sold to you under the fact that you do

indeed

OWN

a GENUINE DSM MANUAL. It CANNOT BE considered a REPLACEMENT (Unless

your

original

manual was lost or destroyed.)

Please See

README.N

or for

additional information

Thank you. [e-mail]

Chrysler Motors reserves the right to make changes in design or to
make additions to or improvements in its products without

imposing

any obligations upon itself to install them on its products

PreViOUSlV

manufactured.

a *-a- .I._.

.-1-L,.*

_____ #Q

^_^__

l L.-

Orintul

in U.S.A.

GROUP INDEX

ROSA.

-

-

General. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

.

. . . . . . . . . . . . . . . . . .

Front Suspension

................................

Rear Axle

............................................

.

Brakes - Eir$rii

. . . . . . . . . . . . . . . . . . . . . . . . . . ..s...

Clutch

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Cooling

. . . . . . :. . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Electrical

. . . . . . . . . . . . . . . . . . . . . . . . . . . ..-..................

Engine

....................................................

Intake

and Exhaust

............................

Fuel

System

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Propeller

Shaft

and

Universal

. . . . . . . .

m

l

Joint

Rear Suspension

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Power

steering

l

....................................

CD

Manual

Transaxle - Automatic

....................

m

Body

....................................................

m

Heaters

and Air Conditioning

........

RI

A

Emission Control

Systems

............

._._ -_-

1

-.

MODEL

INDICATIONS

The following abbreviations are used in this manual for classification of model types.

M/T:

Indicates the manual transaxle, or models equipped ‘with the manual transaxle.

A/T:

Indicates the automatic transaxle, or models equipped with the automatic transaxle.

MPI: Indicates the multi-point injection, or engines equipped with the multi-point injection.
DOHC:

Indicates an engine with the double overhead camshaft, or a model equipped with such an engine,

Turbo:

Indicates an engine with turbocharger, or a model equipped with such an engine.

Non-Turbo:

Indicates an engine without turbocharger, or a model equipped with such an engine.

2WD: Indicates the front wheel-drive vehicles.

4WD: Indicates the 4 wheel-drive vehicles.

HOW TO READ A CIRCUIT DIAGRAM

Circuit diagrams are prepared as follows using these
symbols:

NOTE
For specific details concerning the interpretation of

circuit diagrams, refer to the separately bound

The current flow at the inition
key positions “ACC” ” N” and

8

“ST” is shown combined.
Be sure to trace the appropriate
circuit depending on the ignition
key position.

~

Service Manual.

These symbols show the input to

and output from (direction of
current flow to and from) an
electronic control unit.

o&ficates

that current flows

Input

and

1

Indicates power

1

supply connection.

Connectors

A :

Female connector

9.1

Male connector

\

I

l-4’

Input Output output

This symbol indicates connector
for equipment (male connector

is..

used as an intermediate connec­tor) viewed from in front of the

Arrowindicates direction of

Connector for equip­ment with attached har­ness

Connector inserted

GENERAL

-

--- -~- -------l

O-l

CONTENTS

GENERAL DATA AND SPECIFICATIONS . . . . . . . .

13

VEHICLE IDENTIFICATION

.._..................._........_

9

TECHNICAL FEATURES

2

Engine Model Stamping

....................................

12

....................................

Vehicle Identification Code Chart Plate

........

9

4WD

(Four-wheel Drive)

........................................

7

Vehicle Identification Number List

................

10

PJT

Safety-lock System

........................................

7

Vehicle Identification Number Location

........

9

Basic Construction

............................................

4

Vehicle Information Code Plate

........................

1 1

Engine

................................................................

5

12

Exterior

2

Vehicle Safety Certification Label

....................

................................................................

Interior

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

..__...............................

3

Theft-alarm System (Option for 4WD
Vehicles)

. . . . . . . . . . . . . . . . . . . . . . . . .

.._._........_.....................

8

o-2

GENERAL

- Technical Features

TECHNICAL FEATURES

ROOCAAB

EXTERIOR

Low and wide profile for appearance sports car

impression.

OOA0190 2

7

OOA0189

I

1

No.

t

Features

1

Flush surface and low front high rear styling for outstanding aerodynamic performance

2

Pop up headlights of optical horn type

3

Hood bulge indicating DOHC engine

4

Futuristic glass upper body

5

Removable tilt up sunroof (option for all models)

I

f

6

Smooth integrated body lines giving a lean appearance

7

Wide tires and wide tread to emphasize power and stability

I
1

a

Bumpers made integral with the body

i

9

Wall to wall tail lamps for sporty image

I

i

--

Y

GENERAL - Technical Features

o-3

INTERIOR

/

OOAO162

\

No.

Features

1

Cock pit type instrument panel to give sporty image

2

Switches arranged around the driver seat for easy access and operation

3

Hi back seats with integral head rest for comfortable and firm holding

4

Integrally molded door trims with round and smooth transition to the instrument panel

,

I

5

Sporty double seat with firm holding

i
!

6

Rear quarter trims with built in dynamic speakers

!

7

Easy to use large capacity console box

I

o-4

GENERAL

- Technical Features

BASIC

CONSTRUCTION

The 4WD vehicles are equipped with

2.OL

DOHC

16-valve

turbocharged engine and incorporate new
technologies such as full time 4WD of center
differential type with viscous coupling differential

limiting for excellent running stability and excellent

Steering

l Light weight and compact rack and pinion

type for high steering response

l Tilt steering mechanism to give optimum

driving position

\

driving across bad roads, and $-wheel independent

suspension for comfortable riding.

Adopted on

2WD

vehicles are

2.OL

DOHC

16-valve

engine, MacPherson strut type front suspension
and torsion axle

typ.e 3-link

rear suspension.

Rear suspension

l Self-aligning double wishbone type suspen-

sion for comfortable ride

(4WD)

l Torsion axle type 3 link suspension for

outstanding driving stability

(2WD)

l Negative chamber for outstanding steer-

ability during high speed driving

0

Anti-lift geometry for high stability during

braking

l

Integral torsional bar type axle beam for
optimum roll stiffness

(2WD)

\

Front propeller shaft (3-piece

4-joint

type)

l

Robro

joint to absorb lengthwise and angular

change and prevent transmission of vibrations.

(4WD)

I

Front suspension

The front suspension of McPherson strut type

independent suspension system

l Under steer geometry for outstanding steering

stability

l Negative offset geometry for outstanding

stabil-

ity at braking

0

Offset coil springs for comfortable ride

Brakes

l

Cross piping dual type proportioning

valve

that keeps balanced braking power even at
failure of the hydraulic system.

l Four wheel disc brake system for high

braking power.

GENERAL

- Technical Features

o-5

ENGINE

The engines are the transverse-mounted engine
especially for front-engine/front-wheeldrive or

front-engine/4-wheel drive models, the

2.OL

DOHC

16-valve

engine with high-performance, silent-

operation,

low-vibration,

low-noise, low-fuel-
consumption features, an engine that fully displays
the most

up-todate

engine technology.

SPECIFICATIONS

Engine model

Displacement
cc

(cu.in.1

h$xo$put (SAE

net)

Max. torque

(SAE

net)

ft.Ibs./rpm

4G63

Non-Turbo 1997

(122)

135/6000 125/5000

4663

Turbo

1997 (122)

195/6000

203/3000

FEATURES

High performance and low fuel consumption

l The rocker arm reduces the valve-actuation torque as well as fuel consumption.
l Air-intake efficiency improved through the adoption of the optimum air-intake system layout.
l Improved response and fuel consumption has been achieved by electronic control multipoint

fuel injection.

l Water-cooled turbocharger. <Turbo>

Quiet operation

l Noise and vibration have been decreased by the adoption of roller rocker arms.
l Noise generated by the valve mechanism has been decreased by the hydraulic auto lash adjusters.
l Vibrations have been decreased by the adoption of bearing caps with beams which increase the

rigidity of the crankshaft support points.

-

Serviceability

l Complete self-diagnosis functions.
l Enhanced reliability through the adoption of gold-plated connector terminals.
l Use of an auto tensioner achieves maintenance-free, automatic adjustment of timing belt

tension.

l Use of the auto lash adjusters achieves maintenance-free, automatic adjustment of valve clearance

.o

The

2coil

ignition system without a distributor supplies sufficient ignition energy even during

high speed operation.

O-6

GENERAL

- Technical Features

Valve mechanism

l

The roller rocker arms de­crease

losses.due

to friction in

the valve system.

l

The auto lash adjusters elimin­ate the need to adjust the valve
clearance.

I

Combustion chamber

The combustion chamber is pro­vided with a squish area for high
combustion efficiency.

t

J

Ignition system

The

2coil

ignition system without
a distributor supplies sufficient
ignition energy even in the high
speed operation.

76-4

Crankshaft

pu!ley

The

oullev orovrded

with a torsion-

al

da’mper

ieduces the transmis-

sion of vibrations.

EN0376

Auto tensioner

The auto tensioner eliminates the
need to adjust the timing belt
tension.

]I

crankshaft has five

marn

bearings

GENERAL -

Technical Features

o-7

4WD

(Four-wheel drive)

The full time 4WD system adopts viscous coupling

unit (VCU) as the differential limiting device for the

center differential of 4WD vehicle to achieve

auto-

matic

and ideal distribution of engine torque

to

the

front and rear wheels.

r_

Engine

00P0031

Viscous coupling

Viscous coupling

(VCU)

VP?

limited

slip differential

(OptIOn)

A/T

SAFETY-LOCK

SYSTEM

interlock device) has been adopted to improve

JT

safety-lock system (shift lock device and key

safety*FN

Key interlock device

Ignition key cylinder

Shift lock device

Selector handle

AIT

control cable

Shift lock cable

~ ^.

._...

O-8

GENERAL

- Technical Features

THEFT-ALARM SYSTEM (OPTION for
4WD

VEHICLES)

To make the vehicle theftproof, this system is so
designed that the headlights go on and off and the

horn is sounded intermittently for ‘about three

minutes when the locked door, hood or liftgate has
been forced open without using a key.
Furthermore, the starter circuit is interrupted so that
the engine may not be operated, making the vehicle
theftproof.

About 20 seconds after all doors are closed
and locked, the rear hatch is closed, and the

hood is closed---t SYSTEM ARMED

4uthorized

I

Unauthorized

A door, rf!ar hatch or hood is broken

to open + ALARM

ACTIVATED

Engine

is disabled to start.

a-tDriver opens door with the key

I

1

SYSTEM DISARMED

0

1

Normal

starting-1

I

or

rear hatch with the

-

ALARM DEACTIVATED

(SYSTEM DISARMED)

16Y3575

/

GENERAL

-

Vehicle Identification

019

VEHICLE IDENTIFICATION

RooDAiA

VEHICLE IDENTIFICATION

NUMBER

LOCATION

The vehicle identification number

(V.I.N.)

is located on a plate

attached to the left top side of the instrument panel.

VEHICLE

IDENTIFICATION

CODE CHART PLATE

All vehicle identification numbers contain 17 digits. The vehicle
number is a code which tells country, make, vehicle type, etc.

1st

2nd

Digit

Digit

---l--

Country

Make

/

3rd

Digit

I

4th

Digit

I

5th

Digit

1

I-

USA

E-

Eagle

Vehicle

I

Others

I

Line

tvw

3- 6-

S-

Passenger

Manual

Talon

car

seat belt

IZWDI

C-

T-

Automatic

Talon

seat belt

(4WD)

\

6th

Digit

Price
class

\

7th

Digit

Sody

4- 4-

High

Bdoor

6-

Hatch-

Premrum back

6

Special

6th

Digit

9th

Digit

10th

Digit

11th

Digit

12th

to

17th

Digits

Engine

*Check

digits

Model

year

Plant

Serial

number

R-

1

L- E-

000001

2.0 liters 1990

DSM

/;gHE.in.)

:

year

99%99

MPI]

U-

2.0

liters

1

/;gHF.in.)

MPI-Turbo]

:

9

X

NOTE

l “Check digit” means a single number or letter

X

used to verify the accuracy of

transcriptron

of vehicle identification number.

r -.--

O-10

GENERAL - Vehicle Identification

VEHICLE IDENTIFICATION

NUMBER

LIST

VEHICLES FOR FEDERAL

V.I.N. (except sequence number)

Brand

4E3CT44RClLE

Eagle TalonQWD)

Engine displacement

2.0 liter (122 cu,in.)
[DOHC-MPI]

4E3CT54UClLE
4E3CT64UOLE

Eagle Talon

(4WD)

2.0 liter (122 cu.in.)

[DOHC-MPI-Turbo]

Models Code

D22AMNHML4E
D22AMRHML4E
D22AMNPFL4E
D27AMNGFL4E

VEHICLES FOR CALIFORNIA (Can also be sold in Federal States.)

1

V.I.N. (except sequence number)( Brand

1

Engine displacement

I

Models Code

4E3CT44tKILE

Eagle Talon

(2WD)

2.0 liter (122 cu.in.)
[DOHC-MPI]

4E3CT54UOLE
4E3CT64UOLE

Eagle Talon

(4WD)

2.0 liter (122

cu.in.1

[DOHC-MPI-Turbo]

D22AMNHMLSE
D22AMRHMLSE
D22AMNPFLSE
D27AMNGFLSE

VEHICLES FOR CANADA

1

V.I.N. (except sequence number)1 Brand

Engine displacement

Models Code

4E3BT44ROLE

4E3BT54UOLE
4E3BT64UOLE

Eagle Talon

(4WD)

2.0 liter (122 cu.in.)
[DOHC-MPI]

D22AMNHML5E
D22AMRHML5E

2.0 liter (122 cu.in.)

[DOHC-MPI-Turbo]

GENERAL

-

Vehicle Identification

o-11

/lb------

I

OOAO164

HODEL

ENGINE

TNANS

3

coLoK E

4

OOAO163

J

VEHlCLE

INFORMATION

CODE PLATE

Vehicle information code plate

the engine compartment.

is riveted onto the bulkhead in

The plate shows

model

code. engine model, transaxle model,

and body color code.

1. MODEL

SF

bll~~l~~~e,

2. ENGINE

4663
I

Engine model

3. TRANSAXLE

F5!Vl33

(Transaxle

model

4. COLOR,

TRIM OPT

H18

)

Monotone exterior

color code

BODY COLOR CODE

Exterior code

Body color

H18

Light Gray

(M)

Rll

Red

R16

Dark-Red

T13

Turquoise Blue

(M)

T-81

Dark Blue

(M)

w12

White

x13

Black

o-12

GENERAL

- Vehicle Identification

VEHICLE SAFETY CERTI,FICATION LABEL

1.

The vehicle safety certification label is attached to the face

of left door pillar.

2. This label indicates the month and year of manufacture,
Gross Vehicle Weight Rating (G.V.W.R.), Gross Axle Weight

Rating (G.A.W.R.) front, rear and Vehicle identification
Number (V.I.N.).

ENGINE MODEL

STAMPING

1. The engine model number is stamped at the front side on
the top edge of the cylinder block as shown in the

following.

Engine model

4663

Engine displacement

2.0

liter (122

cu.in.)

[DOHC-MPI]

or

[DOHC-MPI-Turbo1

2. The engine serial number is stamped near the engine

model number, and the serial number cycles, as shown
below.

Engine serial number

Number cycling

AA0201

toYY9999

-

AAo201--------hAA

LAB0001

--------+

AY9999

L BAOOOl-------+ YY9999

GENERAL - General Data and Specifications

o-13

GENERAL DATA AND SPECIFICATIONS

M...

OOAO159

Items

Vehicle dimensions

mm (in.)

Overall

length

1

4,330 (170.5)

4,350 (171.3) 4,380 (172.4)

Overall width

2

1,690 (66.5)

1,700 (66.9)

1,700 (66.9)

Overall height

3

1,306 (51.4)

1,306 (51.4)

1,321 (52.0)

Wheel base

4 2,470 (97.2)

2,470 (97.2)

2,470

(97.2)

Tread

Front

5

1,465 (57.7)

1,465 (57.7)

1,465 (57.7)

Rear

6

1,450 (57.1)

‘1,450 (57.1)

1,455 (57.3)

Overhang

Front

7

950 (37.4)

960 (37.8) 960 (37.8)

Rear

8

910 (35.8)

920 (36.2) 950 (37.4)

Minimum running ground

’

clearance

9

lsO(6.3)

160 (6.3)

158 (6.2)

Angle of approach

10 16.5”

13.8”

1’4.7”

Angle of departure

11 19”

17”

18.4”

.

Vehicle’weight kg (Ibs.)

Curb weights

M/T

1,215 (2,679)

1.245.(2,745)

1,245 (2,745)

Al-r

1,240 (2,734)

-

Gross vehicle

weight

rating

1,620 (3,571)

1,620 (3,571) 1,782 (3,929)

Gross axle weight rating

Front 930

(2.050)

930 (2,050)

979 (2,158)

Rear

690 (1,521)

690(1,521)

803 (1,770)

Seating capacity

4

4

4

Engine

Model No.

4663 (2.OL)

4663

(2.OL)

4663 (2.OL)

Transaxle

Model No.

Manual transaxle

F5M22

F5M33

W5M33

Automatic transaxle

F4A22

-

-

Clutch

Type

Dry-single disc &

Dry-single disc

&

Dry-single disc &

diaphragm spnng

diaphragm spring

diaphragm spring

o-14

GENERAL

- General Data and Specifications

tiems

Chassis

Tire
Front suspension

Type

Rear suspension

Type

Brake

Type

Front

Rear

Steering

Gear type
Gear ratio

Fuel tank

Capacity liters (gals.)

P205/55HR16

or

205l55VR 16

Independent strut

3-Link

Torsion axle

Disc
Disc

Rack and pinion

m

60 (16)

P205/55VR

16 or

205155VR16

Independent strut

3-Link

Torsion axle

Disc
Disc

Rack and pinion

00

60 (16)

P205155VR16

or

205155VR16

Independent strut

Double wishbone

Disc

Disc
Rack and pinion

co

60 (16)

ENGINE SPECIFICATIONS

Items

Type

Number of cylinders
Bore

mm (in.)

Stroke

mm (in.)

Piston displacement

Compression ratio

Firing order

cm3 (cu.in.)

4G63

(2.OL)

Non-Turbo

1 4663 (2.OL)

Turbo

In-line DOHC

~ In-line DOHC

4

‘4

85.0 (3.35)

85.0 (3.35)

88.0 (3.46)

88.0 (3.46)

1,997 (122)

1,997 (122)

9.0

7.8

l-3-4-2

l-3-4-2

TRANSAXLE SPECIFICATIONS

Items

Type

Gear ratio

Transfer ratio

gear

Final drive ratio

gear

1st
2nd
3rd
4th
5th

Reverse

F5M22 F5M33

W5M33

F4A22

5-speed

M/T

5-speed

M/T

&speed

ArF

4-speed AiT

3.363

3.038

3.083

2.846

1.947

1.833

1.684

1.581

1.285

1.217

1.115

1

.ooo

0.939

0.888

0.833

0.686

0.756

0.741

0.666

3.083

3.166

’

3.166

2.176

-

1.090

3.941

3.437

3.866

3.562

it?

2-1

FRONT

SUSPENSION

CONTENTS

no2&--

ANTI-DIVE

GEOMETRY

....................................

5

LOWER

ARM

........................................................

7

FRONT AXLE

........................................................

8

NEGATIVE-OFFSET GEOMETRY

....................

5

Drive Shaft

........................................................

8

9

OFFSET SPRING

................................................

6

Hub and

Knuckle

................................................

GENERAL INFORMATlON

2

STABILIZER

............................................................

7

................................

Construction Diagram

........................................

2

Specifications

.....................................................

3

2-2

FRONT

SUSPENSION

-

General Information

GENERAL INFORMATION

The front suspension has a simple construction, the

l Excellent braking stability, thanks to the

McPherson strut type independent suspension

negative-offset geometry.

t

featuring light unsprung weight.

l Greatly improved riding comfort, thanks to the

The front Suspension has the following features:

offset arrangement of the coil springs.

l Excellent driving stability, thanks to the

“antidive” geometry.

.

CONSTRUCTION DIAGRAM

<2WD>

<4WD>

Rubber insulator

/

lshing

Coil spring

,Strut

assembly

I ,Rubber

bushing

Stabili

Centermember

Lowecarm

Rubber insulator

Stabilizer bar

No.1 Crokmember

- -

12AOO25

Lower arm

FRONT

SUSPENSION

-

General Information

2-3

SPECIFICATIONS

<2WD>

terns

Suspension system
Camber

Caster
Toe-in

mm (in.)

Coil spring

Wire dia. x O.D. x free length

mm

(in.)

Coil spring identification color
Spring constant N/mm (IbsAn.)

Shock absorber

Type

Max. length

mm (in.)

Min. length.

mm (in.)

Stroke

mm (in.)

Damping force [at

0.3. m/set. (.984

ft./sec.)l

Expansion N

(Ibs.)

Contraction N

(Ibs.)

Non-Turbo

Turbo

With a manual

With an automatic

With a manual

transaxle

transaxle

transaxle

McPherson strut with coil spring and compression rod type

5’

z!z

30’

2”24’ 31

30’

0 It 3 (0 *

.12)

13.7x173.7x314 13.9x173.9x321.5

(.54 x

6.84 x

12.4)

l.55 x 6.85 x

12.7)

Light blue x 1

Light blue x 2

24 (134)

24 (134)

Hydraulic, cylindrical double-acting type

483

(19.02)

330 (12.99)

153

(6.02)

1,000

(220)

300

(66)

FRONT

SUSPENSION -

General Information

c4WD>

Items

Suspension system
Camber

Caster

Toe-in mm (in.)
Coil spring

Wire dia. x O.D. x free length

mm (in.)
Coil spring identification color
Spring constant

N/mm

(Ibs./in.)

Shock absorber

Type

Max. length

mm (in.)

Min. length

mm (in.)

Stroke

mm (in.)

Damping force [at 0.3

m/set. (.984 ft./set.)]

Expansion N

(Ibs.)

Contraction

N

(Ibs.)

Specifications

McPherson strut with coil spring and compression rod type

10’ +- 30’

2”18’ +

30’

0 zk 3 (0 f

.l2)

14.0 x 174.0 x 326.5

(.55 x

6.85 x 12.9)
Pink x 1
26 (146)

Hydraulic, cylindrical double-acting type

489 (19.25)
340 (13.39)

149 (5.87)

1,000 (220)

300 (66)

FRONT

SUSPENSION

-

Anti-dive Geometry / Negative-offset Geometry

2-5

ANTI-DIVE GEOMETRY

RO2cAAA

Ordinarily, when the brakes are applied, the load is moved

toward the front of the vehicle as the result of inertial force, and

this causes the phenomenon known as “nose dive”, in which

the front of the vehicle is caused to tilt forward and downward.

For this front suspension, however, the suspension link design

-which has a high

“anti-dive”

effect- is such that the lower
arm is tilted forward in order to counteract the “nose dive”
phenomenon.

In other words, braking force F is divided into force compo­nents F, and

F2;

of these, F1 acts in the direction that expands

the front spring, with an effect that reduces the “nose dive”

phenomenon.

NEGATIVE-OFFSET GEOMETRY

AOZDAAA

For negative-offset geometry. the king pin offset
angle is outside the center point of tire-to-ground
contact. Thus, for example, if a tire on the right side

is punctured during driving, or if the brakes are
applied while the left tires are on a slippery surface
(ice, etc.), the vehicle would be inclined to swerve to
the side (in this case the right side) of greater road
surface resistance to the tires, but, because of the

negative-offset geometry construction, a certain
force would be generated to cause rotation in
direction C, employing point A as the fulcrum point.
At the same time, there would be generated at the
tires on the opposite side a corresponding force to
cause rotation in direction D, also employing point A
as the fulcrum point, but, because that force is

Centre ooint

of

strut

Pati

greater in direction C (where road surface resistance

is greater), the tires themselves will tend to turn in
the left direction. As a result,. because

t.he

tires

automatically countersteer in the left direction, even

though the force applied to the vehicle by the road

surface resistance is to the right, the system thus
functions to maintain the vehicle on a relatively
straight-ahead course.

NOTE

The king pin offset is the distance from the center

point of tire-to-ground contact when a line (ex­tended to the road surface) is drawn to connect the
ball joint center point and the center point of the
strut upper installation part.

Point A

Icy surface

12AO548

Ball joint

L

centre

point

<B<\r

t

Direction

of

travel

Direction

of

tire

4

--

Direction

of

movement tendency

>

f

;’*Jvehicle move-

:’

”

ment

tendency

,

12AOO30

----

2-6

FRONT

SUSPENSION

-

Offset Spring

OFFSET SPRING

Because struts are installed at an angle, the road
surface reaction force

(RI)

applied to the tyres tends
to act vertically upon the tyre centre, and that force
tries to bend the strut toward the inside of the
vehicle. When this happens, the force trying to bend
the strut toward the inside of the vetiicle acts upon
the strut bearing component as bending moment

reaction force FL (because the upper part of the strut
is fixed in place), thus increasing the friction of the
bearing, and, as a result of the bending of the strut,

amplifying the moving resistance of the shock

absorber.

Ro2EMA

Then, because the coil spring is installed so that

its

centre is greatly offset (toward the outside of the
vehicle) from the centre of the strut, the counterac­tive force for the spring tends to become great
toward the outside of the vehicle, thus resulting in
the generation of bending force FL opposite to the

bending of the strut, and thereby decreasing the
friction applied to the strut bearing. As a result, the
shock absorber’s internal movement friction is
reduced, thereby improving riding comfort as well
as the durability of components.

Spring counteractive

force

RI :

Road surface

reaction

force

R2:

Strut axial-reaction force

R3: Strut bend direction reaction force

R4: Strut bending force (by spring offset)

FRONT

SUSPENSION

-

Lower

Arm / Stabilizer

2-7

LOWER ARM

ROZGAAA

The lower arm is an A-type arm, and is connected,
via a rubber bushing, to the crossmember.

The rod bushing is optimum tuned, including the

spring constant of the arm bushing, to provide

and “hard” characteristics relative to the left and

right, so that road surface impacts during travel are
alleviated, and also so that changes of alignment
caused by lateral forces are reduced, thus assuring

“soft” characteristics relative to the front and rear

excellent I driving stability.

Arm bushing

,m

Rod bushing

STABILIZER

ROZHAAB

The stabilizer mounting uses

*pillow

balls. The

adoption of a stabilizer link with a pillow ball on each
end increases the link stiffness and ensures the
effective operation of the stabilizer bar even when a

small rolling motion occurs,
NOTE

* Pillow ball: Ball joint not preloaded.

Pillow ball

Stabilizer bar

12AOOOS

4--

2-8

FRONT

SUSPENSION

-

Front Axle

FRONT AXLE

ROPKAAA

The drive shaft is of the Bit-field joint

(B.J.)-tripod

joint

(T.J.)

type. This type features high power

transmission efficiency and low vibration and noise.

The knuckle has the wheel bearing assembled

a@

the hub press-fitted. The drive shaft and hub are
spline-coupled.

T.J.:

Tripod Joint

B.J.: Birfield Joint

Hub

DRIVE

SHAFT

B.J.-T.J.

constant velocity joint combination main­tains speed completely even when flexed, can
withstand heavy loads and shock and offer high
power transmission efficiency. Their special fea­tures are outlined below.

B.J.

T.J.

l Axially

slidable

l Smaller sliding resistance

0

Large operating angle

l Compact size and decreased space

require-

me&

Taking these characteristics into account, B.J. is
adopted on the wheel side of the shaft, as it can
make large deflections when the tire is steered and
T.J. is adopted on the transmission side, as it can
slide

axiallv

to absorb the

chanae

in the distance

between joints caused by

motionWof

the suspension.

B.J.

T.J.

llA0123

FRONT

SUSPENSION -

Front Axle

2-9

HUB

AND

KNUCKLE

The construction of the hub and knuckle consists of

The wheel bearing is the double-row,

angular-

the wheel bearing assembled to the knuckle and the

contact ball bearing type to withstand the lateral

hub pressed in; the drive shaft and hub are coupled

(thrust) load. The installation of the brake disc and

by

&rations.

hub are the outer disc configuration, thus improving
serviceability and also reducing rotation unbalance.

Wheel bearing

Oil seal

Hub

Dust shi&d

II I

I

llA0053

Oil

seal

/

Hub

Braie

disc

11 A0295

..~ -- . ..- - . .._ ~._ __.- ----_ .__

3-1

REAR

AXLE

CONTENTS

RoJA-

.

_

AXLE SHAFT

........................................................

DIFFERENTIAL

....................................................

DIFFERENTIAL SUPPORT MEMBER

................

DRIVE SHAFT

........................................................

4

GENERAL INFORMATION

................................

Construction Diagram

........................................

5

Specifications

....................................................

9

I

VISCOUS COUPLING TYPE LIMITED

4

SLIP

DIFFERENTIAL

............................................

Construction

....................................................

Functions and features

....................................

Operation

............................................................

.L..

,,....

-.-...-

.

.v:

T

3-2

REAR

AXLE

-

General Information

GENERAL INFORMATION

RO3BAAA

The differential carrier and axle housing have been
separated from each other, and D.O.J. and B.J.
drive shafts arranged in between, They are driven by
the axle shaft.
The axle shaft is supported by ball bearings (inner

and outer) in the axle housing and are coupled with
the drive shaft with the companion flange in*
between.
The front of the rear suspension, and the rear

side

of
the differential carrier is mounted via the differential
support member to the body.

CONSTRUCTION DIAGRAM

Differential carrier

A

Crossmember

Differential

support

member

12AO616

llA0339

SPECIFICATIONS

MEHM

nnlL -

ueneral

mrormation

J-J

Items Conventional

differential

Viscous coupling type

limited slip defferential

(option)

Axle shaft

Type

Semi-floating type

Shaft dimensions

Outer bearing portion dia.

mm (in.) 35 (1.38)

Inner bearing portion dia. mm (in.)

28t1.10)

Center portion dia.

mm (in.)

34.5 (1.36)

Overall

length

mm (in.)

214.9 (8.46)

Bearing

O.D. x I.D.

Outer

mm (in.)

72 x 35 (2.83 x 1.38)

Inner mm (in.)

58x28(2.28x

1.10)

Drive shaft

Joint type

Outer

D.O.J.

Inner

B.J.

Length (joint to joint) x diameter

mm (in.) 397 x 24 (15.6 x

.94)

Differential

Reduction gear type

Hypoid gear

Reduction ratio

3.545

Differential gear type and configuration

Side gear

Straight bevel gear x 2

Pinion gear

Straight bevel gear x 2

Number of teeth

Drive gear

39

Drive pinion

11

Side gear

14

Pinion gear

10

Bearing

O.D. x I.D.

Side mm (in.)

72 x 35 (2.83 x 1.38)

Front mm (in.)

62 x 25 (2.44 x

.98)

Rear

mm (in.)

72 x 35 (2.83 x 1.38)

Note

Semi-floating type

35f1.38)
28t1.10)

34.5 (1.36)

214.9 (8.46)

72 x 35 (2.83 x 1.38)

58x28(2.28x1.10)

D.O.J.
B.J.

397 x 24 (15.6 x

.94)

Hypoid gear

3.545

Straight bevel gear x

2”

Straight bevel gear x 4

39

11

16

10

72 x 35 (2.83 x 1.38)

62 x 25 (2.44 x

.98)

72 x 35 (2.83 x 1.38)

*:

Denotes the gear (L.H.) which. is in a single body with the viscous coupling.

i

3-4

REAR

AXLE

-

Axle Shaft / Drive Shaft

AXLE SHAFT

R03cAAA

The axle shaft is a semi-floating type supported by
ball bearings (outer and inner) in the housing.

To prevent mud that may be deposited around the

bearing (outer), a dust cover has been provided.

D.O.J.

Companion

flange

I

G

?

ust cover

Trailing arm

I

llA0013

DRIVE SHAFT

Birfield type constant velocity ball joints have been
provided for the drive shaft.
On the axle shaft side, the D.O.J. type has been
adopted to absorb the change in distance between
the joints that may be caused by the movement of
the suspension.
On the differential carrier side, the B.J. type has
been adopted which allows considerable flection in
keeping with the movement of the suspension.

Drive shaft and B.J.

RO3OAAA

On the axle shaft side, they are coupled with the
axle shaft with the companion flange in between.
On the differential side, they are spline coupled with
the side gears.
On vehicles with a viscous coupling type limited slip
differential, the right and left drive shafts are
different in length. In addition, the B.J. side of the
drive shaft (R.H.) is two-stage serration coupled.

D.O.J. Boot

_

vehicles)

D.O.J. Outer race

D&e

shaft

(R.H.)

two-sta e serration

(ECLIPS!: Viscous coupling type

limited slip differential equipped

D.O.J. Inner

I

llA0338

REAR AXLE

-

Viscous Coupling Type Limited Slip Differential

3-a

DIFFERENTIAL

ROlEAM

The differential uses lower torque bearings and
lower torque oil seals to improve power perform-

ante

and fuel consumption.
For faster differential cooling and higher reliability
during high speed operation, a differential carrier
with cooling fins has been adopted.

For better serviceability, spacers for adjustment of
final drive gear backlash have been inserted

be­tween the side bearing outer race and gear carrier.

A speed difference responsive type viscous

cou-

pling

type limited slip differential which provides

outstanding

performance during operation

on a

Side gear

Pinion gear

Differential cover

Q

. /

\

Side bearing space

ifferential case

VISCOUS COUPLING TYPE LIMITED SLIP DIFFERENTIAL

RWEBAA

While the conventional mechanical type limited slip

differential uses a cam (differential pinion shaft) and
disc equipment

compo.sed

of a friction plate, disc

and spring seat in limiting the differential, the

viscous coupling type limited slip differential limits
the differential by use of a viscous coupling equip-

ment consisting of outer and inner plates and

silicone oil.

Front wheel

Center differential

’

(viscous coupling)

Rear wheel

Limited slip differential
assembly

Front

differential

, I

T

Differential

Differential limiting section
(viscous coupling)

11KmI66

L.-

3-6

REAR AXLE

- Viscous Coupling Type Limited Slip Differential

I

s

Side gear

(L.H.)

Side gear

(R.H.)

1

Differential case

B

Pinion shaft

Thrust

washer

Viscous cokpling

3r

Side gear

U3.H.)

Differential case

B

,

,,

Differential cover

I

‘Gear

cagier

Pir

,

Drive pinion

front bearing

Driv&

pinion

Drive gear

Bearing cap

rear bearing

I

Cokpanion

flange

llAo337

Normal operating range

Hump region

Difference in rotating speed between
right and left wheels

(rpm)

Remarks

l

A hump occurs when there is a large difference
in

rotatin

wheels.

.!

speed between the right and left

lnce

the large difference causes
violent shearing of the silicone oil in the
viscous

couplin

7.

by the plates, the oil tempera-

ture rises (the SI

Icone 011

expands), and the
torque abruptly rises. If the hump occurs, the
inner

and outer plates enter a directly coupled

(differential locked) state.

llAOO5r

FUNCTIONS

AND

FEATURES

(1) The viscous coupling type limited-slip differential

is functionally the same as

the

conventional

mechanical type which reduces slipping of the
rear wheels for better performance when travel-

ing on a rough road or when getting out of a
snowy or muddy surface.

(2) The viscous coupling type limited slip differential

responds to a difference in rotating speed and
has outstanding characteristics for use in an
on-road

4WD

vehicle, as it has no difference in
characteristics in the normal operating range
between when power is ON and when it is OFF,
and provides better straight ahead stability and
running performance.

(3) When a single wheel is slipping, a hump could

cause the differential to approach a locked state.

Provision is therefore made to provide a better
ability to get out even in cases of one in a million

such as a stuck state.

REAR AXLE -

Viscous

Coupling Type Limited Slip Differential

3-7

CONSTRUCTION

Rear drive

/

shaft

(L.H.)

Serration coupled

El

Drive pinion

Rear drive
shaft

(R.H.1

11Po070

The viscous coupling type limited differential is a

“shaft-shaft” type consisting of the right and left
rear drive shafts and viscous coupling directly

coupled. The viscous coupling is a unit filled with

silicone oil and consists of the outer plates @
coupled with the case @ , the inner plates @
coupled with the viscous coupling hub

(j)

, and the

spacer rings @ arranged alternately to hold one

plate and angther with only a small spacing in

between. The X-rings @ are provided to prevent

entry of the differential oil into the viscous coupling.
The rear drive shaft

(L.H.)

is serration coupled with

the viscous coupling case @ and coupled

,via

the

case with the side gear

(L.H.) @which

is in a single
body with the-viscous coupling case.
The rear drive shaft

(R.H.)

is serration coupled with

the side gear

(R.H.)

and its end serration coupled
with the viscous coupling hub 0) .
The viscous coupling must not be disassembled.

w

3-8

REAR AXLE - Viscous

Coupling Type Limited Slip

Differential

OPERATION

Drive force smaller

I

(Slipping side)

Drive force

larger

(Grippina

side)

Rear drive shaft

(L.H.1

(Left wheel)

resistance smaller)

Rear drive shaft

(R.H.1 (Right

wheel)

11

PO071

If a difference in rotating speed occurs between the
right and left wheels, the viscous coupling case @

and viscous coupling hub @ relatively rotate with

the same difference in rotating speed as the rear
drive shafts. As a result a differential limiting torque
is generated by the shear resistance of silicone oil
and helps suppress the differential (slipping).

For example, assume that the right wheel rotates at
20 rpm due to the road surface resistance, whereas

the left wheel rotates at 30 rpm. The difference in

rotating speed between the right and left wheels is

10

rpm. Since the viscous coupling is provided
between the right and left wheels, a differential
limiting torque compensating for the difference of
10 rpm in rotating speed is transmitted from the left
wheel to the right one.
Therefore, a larger drive force is transmitted to the
right wheel rotating at the lower speed.

REAR

AXLE

-

Differential Support Member

3-9

DIFFERENTIAL SUPPORT MEMBER

ROJFAAA

The differential support member supports the rear

side of the differential carrier. That end of the
member which is mounted to the body is elastically
supported by use of rubber bushings.

Section A-A

Differential support
member

llA0297

c

Differential

support member

\

Differential carrier

BRAKES

SERVICE

AND

PARKING

CONTENTS

GENERAL INFORMATION

................................

Construction

Diagram

........................................

Features

............................................................

Specifications

....................................................

PARKING BRAKE

................................................

Construction Diagram

........................................

2

SERVICE BRAKES

................................................

2

Front Disc Brake

................................................

2

Rear Disc Brake

................................................

2

Specifications

....................................................

7

X

Arrangement of Brake Lines

........................

7

5-2

BRAKES

-

General Information

GENERAL INFORMATION

The service brakes are a brake system featuring

excellent braking force and a high level of reliability
and durability.

All models are equipped with four-wheel disc brake

system as a brake system matching the

vehicle

superb driving performance. Models with turbochar­ger are equipped with a 7

+

8 inch tandem brake

booster for lower brake pedal depression efforts.

SPECIFICATIONS

Items
Service brake

Parking brake

Front
Rear

Specifications

Ventilated disc

Solid disc
Mechanical rear wheel braking type

FEATURES

Improved braking performance

1. Adoption of

4-wheel

disc brake on all models.

Improved serviceability

1. Adoption of an outer disc system on the rear
brake discs of all models.

2. Adoption of a white reserve tank cap for the
master cylinder.

CONSTRUCTION DIAGRAM

Proportioning

valv

Front disc brake

BRAKES

- Service Brakes

5-3

SERVICE BRAKES

SPECIFICATIONS

Items

Non-Turbo

Master cylinder

$e

Tandem (with level sensor)

. .

mm (in.)

22.2

(718)

Brake booster

TYpe

Effective

dia.

of

y3tt$;ivacuum-boost

type

powmermc&;der

Proportioning valve Type

Dual type

Split point 4,200

(597)

kPa

(psi)

Decompression 0.3
ratio

Turbo
Tandem (with level sensor)

23.8 (15/l 6)
Multiple-vacuum-boost type

Front side: 180 (7.0)

Rear side: 205 (8.0)

Dual type

c

4,200 (597)

0.3 or 0.4”

Front brakes

Rear disc brakes

Type

M-R44V

M-R44V

cyhnxLy.

53.9

(2’/8)

53.9

(2%)

Clearance

Automatic

Automatic

adjustment

I

Type

AD30P

AD30P

Cyl~itl;.~.

30.1

(13/16)

30.1

(13/16)

Clearance

Automatic

Automatic

adjustment

NOTE

*:4WD

X ARRANGEMENT OF

BRAKE LINES

The X arrangement of brake lines is the

arrange-

braking force will be applied at the front’ and rear

ment by which the right front and left rear and the

wheels even in the unlikely event of a malfunction

left front and right rear are connected, so that the

of failure of one system.

Master cylinder

14AO454

5-4

BRAKES

-

Service Brakes

FRONT DISC BRAKE
The front brake is the

M-R44V

type featuring highly
efficient heat dissipation, quick recovery of braking
force when wet, and highly stabilized braking force.

14AO533

Braki

disc

14A0531

Section A-A

Piston seal

14AO530

,ad Shim

0

14A0532

<Brake

disc installation

xoss-section>

Disc wheel

In addition, disc removal and installation is made easy by the
outer disc system, in which the brake disc is installed to the
disc wheel by the hub nuts.

.

7-.

BRAKES

- Service Brakes

5-5

REAR DISC BRAKE

‘he rear brake is the

AD30P

type, featuring highly

tifficient

heat dissipation, quick recovery of braking

force when wet, and highly stabilized braking force.

The brake system incorporates an auto adjuster that
automatically adjusts the clearance between the
pad and brake disc when

t.he

brake pedal is

depressed.

<2WD>

Brake disc

Parking brake cable

Section A-A

&

u

Pad

<4WD>

I-

14A0003

Brake disc

Parking brake
cable

/

Pad

14A0122

brake

brak

Piston seal Piston

Piston boot

\

brake

Auto

Adjuster

spindle

Ret&n

spring

14AOOO2

Section B-B

Piston seal

Connecting link

Piston boot

\

\

Piston

I

/

Parking
brake
lever

/

Spring

/

/

Return spring

Shaft

14A0123

Auto adjuster spindle

5-6

BRAKES

- Service Brakes

In addition, disc removal and installation is made

easy by the outer disc system, in which the brake

disc and the disc wheel are installed to the hub

bv

the hub nuts.

Brake disc installation cross-section

<2WD>

<4WD>

Hub nuts

Brake disc

14AO390

Hub

nuts

Brake&c

14AO622

PARKING BRAKE

BRAKES

-

Parking Brake

5-7

ROSDMB

The parking brake is of the mechanical rear wheel

braking type.

The parking brake

cable

is of the V-type and is

The parking brake is offset toward the driver’s seat

accessible for adjustment through the service hole
provided in the floor console.

from the vehicle centerline for greater ease of
operation.

CONSTRUCTION DIAGRAM

Y

14AO391

<4WD>

14A0626

til

_..

_ _ -

b

6-1

CLUTCH

i

r--

CONTENTS

-.-.

CLUTCH CONTROL

. . . . . . . . . . . ..*..............................

2

GENERAL INFORMATION

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2

Inter-lock Switch

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3

Specifications

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

r-

.__...e-

6-2

CLUTCH

-

General Information / Clutch Control

GENERAL INFORMATION

ROBBMA

The clutch is the dry single-plate diaphragm type:

hydraulic pressure is used for the clutch control.

SPECIFICATIONS

Items
Clutch operating method
Clutch disc

Type

Facing diameter

O.D. x I.D.

mm (in.)

Clutch cover assembly

Type .

Clutch release cylinder

I.D. mm (in.)

Clutch master cylinder

I.D.

mm (in.)

Non-turbo

Turbo

Hydraulic type

Hydraulic type

Single dry disc type

Single dry disc type

215 x 140 (8.5 x 5.5)

225

x

150 (8.9

x5.9)

Diaphragm spring
strap

drove

type

Diaphragm spring

strap drive type

20.64

(13/l

6) 19.05

(314)

15.87 (10/l 6)

15.87

(1

O/l

6)

CLUTCH CONTROL

In order to prevent sudden movement of the vehicle
when the engine is started, an inter-lock switch has
been equipped (within the pedal support bracket),

The clutch switch for the auto-cruise control system
has been equipped at the pedal support bracket.

<Non-turbo>

Clutch switch

Inter-lock

switch’

Pedal support bracket

<Turbo>

Clutch master

cylinder

Oil

clutch bracket

-.

.

.- ,..__ _. I-.,

. . . . -. .

“-Ix.. ...~‘,.;;&;,-*~;

CLUTCH

-

Clutch Control

6-3

-

Inter-lock switch

INTER-LOCK

SWITCH

The inter-lock switch is a switch provided in order to prevent

sudden movement of the vehicle when the engine is star-ted.

Thus, the starter motor will not be switched ON unless the

clutch pedal is depressed, thereby switching OFF the inter-lock
switch.

NOTE
The inter-lock switch is normally ON; it is switched OFF when
the clutch pedal is depressed.

BTAFTER YCTER

If the Clutch Pedal is Not Depressed:

Because the inter-lock switch is switched ON when

the ignition switch is switched to the

STABT

position, electricity flows from the

cloil

of the starter

relay, through the inter-lock switch, to ground. As a

?sult, the contacts of the starter relay separate,

vitching

it OFF, and the starter motor is therefore

not activated.

When the Clutch Pedal is Depressed:

The inter-lock switch is switched OFF when the
clutch pedal is depressed. If the ignition switch is
then switched to the START position at this time,
the flow of electricity to the coil of the starter relay

will be interrupted. the contacts of the starter relay

will close, switching it ON, and the starter motor will
be activated.

COOLING

CONTENTS

R07A-.

_

GENERAL INFORMATION

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2

TRANSAXLE FLUID

COOLER .

.._........._.._...._......._..

5

Coolant

Flow

....................................................

2

TWO-SPEED FAN CONTROL SYSTEM

................

6

Specifications

....................................................

4

Control System Circuitry Diagram

................

6

I

RADIATOR AND COOLING FAN

.._.................

4

I

7-2

COOLING

-

General Information

GENERAL INFORMATION

Ro7BAAA

Radiator hose.

upper

Heater hoses

/

Heater

Radi

Radiator hose
lower

Watei

pump

MAO1 03

The cooling system is the liquid-cooled,

forced­circulation type of system. The cooling (radiator) fan
is the electric motordriven type; the fan is driven by

the motor only when necessary, and it functions to

efficiently regulate the temperature of the engine
coolant, thereby reducing losses of engine output
power.

COOLANT

FLOW

The cooling system is liquid cooled, forced circula-

tion type. The engine coolant circulates as follows.

When engine is cold (Thermostat closed):

Water pump

1

T

+m

I

When engine is warm (Thermostat open)

:

Throttle body

t

7’

IF---

I ’

,,,.1:.;: ~&~~Lx.*.*. .Ihcin.*L-..r-‘- --a’ -.-

CLUTCH

-

General Information

7-3

<Non-turbo>

I

Throttle body

Water

<Turbo>

Water inlet

Water

tedperat&

gauge unit

From raclw

6cOO0,8

.

pump

pipe

----------------l-~)..

7-4

CLUTCH

-

General Information / Radiator and Cooling Fan

SPECIFICATIONS

Items
Water pump

Type

Delivery rate

lit.

(qt.I/min.

Thermostat

We

Valve opening temperature

“C (“F)

Drive belt

Specifications

Centrifugal impeller type
Max. 140

(148)

at 6,000

rpm

Wax type with jiggle valve
88

(190)

V-ribbed type

RADIATOR AND COOLING FAN

RO’ICMA

The radiator is of the corrugated-fin type.
The full-shroud type cooling (radiator) fan is em-

ployed in order to improve the cooling performance.

Condenser

tank

Radiato

Therm0

switch

Lower insulator

Uooer

insulator

Condenser

fan for

air conditioner

--fyi$f&

/

Transaxle fluid cooler hose

<An>

COOLING

- Radiator and

Cooling

Fan

/

Transaxle

Fluid Cooler

7-5

Cross-section
Radiator

installatio

A flexible support system is used at the installation points of
the radiator in order to reduce the transmission of vibration and

noise to the body.

Lower insulator

04*0101

TRANSAXLE

FLUtD

COOLER

On vehicles provided with automatic transaxle, the
radiator has a transaxle fluid cooler that improves

soling efficiency of the transaxle fluid.

Transaxle

The transaxle fluid cooling path is as described

the figure below.

Transaxle fluid cooler

Radiator

Transaxle

fluid cooler

in

_---.__ -

_.__-.

7-6

COOLING

-

Two-speed Fan

Control

System

TWO-SPEED FAN CONTROL SYSTEM

CONTROL SYSTEM CIRCUITRY DIAGRAM

MA,N

FlJ6IBLE LINK@

!mpG2

6lm m16LE Llrn Q

I

-

.,D

Y

,

Therm0

sensor operation modes

ON at

85°C (185°F)

or higher

OFF

ioN

LO

HI

This system functions to detect the operation mode
of the air conditioner, the coolant temperature, etc.,

by way of the air conditioner switch, the therm0
sensor (for the radiator fan) and air therm0 sensor,

and to regulate the speed of the cooling (radiator)
fan and of the condenser fan to either the low speed
or the high speed.

Switch/Sensor conditions

Fan rotating condition

Air conditioner switch

Therm0

sensor

Air thetmo sensor

Cooling

(radiator)

fan

Condenser fan

LOW

OFF OFF

OFF

OFF

HIGH

OFF

OFF

OFF

ON

LOW

HIGH

OFF

HIGH

HIGH OFF

I

-

LOW

LOW

ON

OFF

HIGH

HIGH

HIGH

LOW

HIGH

HIGH

ON

ON

HIGH

HIGH

HIGH

,

t

I

I

NOTE
The contact of the therm0 sensor is closed at the ON setting and open at the OFF setttng.

ELECTRICAL

CONTENTS

----

DIAGNOSIS SYSTEM - CHECK
CONNECTORS

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ENGINE ELECTRICAL

........................................

23

Alternator

............................................................

23

Ignition System

................................................

25

Ignition TimingControl

System

........................

27

Starter Motor

....................................................

24

SES

....................................................................

Dedicated Fuses

................................................

MainFusibleLinks

............................................

Multi-purpose Fuses

........................................

Sub-fusible Links

................................................

INSPECTlON TERMINAL

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

JUNCTION BLOCK

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ConstructionofJunction

Block

. . . . . . . . . . . . . . . . . . . . . . . .

4

15

5
5

LlGHTlNG

............................................................

Delayed Switch-off Dome Light

....................

Headlight

............................................................

REUYS,

CONTROL UNITS AND

SENSORS

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Auto-cruise Control System

. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Automatic

Seat

Belt

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Automatic

Transaxle

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

.._.......

Headlight (Pop-up System)

. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Heater and

Air Conditioner

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Multi-point Fuel

Injection

System

. . . . . . . . . . . . . . . . . . . .

Other

Relays and

ControlUnits

. . . . . . . . . . . . . . . . . . . . . . . .

THEFT-ALARM

SYSTEM

....................................

Operation

............................................................

16

22

16

7

10

10

9

12
11

7

13

32

32

8-2

ELECTRICAL - Fuses

FUSES

MAIN FUSIBLE LINKS (DIRECT TO

BATTERY)

The main fusible links are the cartridge type and are directly
mounted to the

(+)

terminal of the battery.

No.

Circuit

Housing

Rated

colour capacity (A)

I

I 1 I

MPI circuit

I

Blue

I

20

2

Radiator fan motor circuit

Pink 30

3

Ignition switch circuit

Pink 30

L

SUB-FUSIBLE LINKS (IN RELAY BOX)

Subdivided into seven electrical circuits, the sub-fusible links
function to protect the circuits; the cartridge-type fusible links
are located in the relay box within the engine compartment.

I

I

No.

Circuit

Hcyy

Rated

capacity

(A)

I

Alternator circuit, sub fusible-

link

0, 0, @, 0,

@

Defogger circuit

Automatic seatbelt circuit,

dedicated fuse @circuit

Pop-up circuit.

alternator circuit

Black

80

Green

40

Pink

30

Pink

30

5

Power window circuit

Pink

30

1

6

Multi-purpose fuse 0. @. 0.

@.

Green

40

!F

ed%$?&e

@circuit

1

7

Headlight circuit.

Green

40

dedicated fuse

0. @I. @circuit

L

I

b&i -e?z5mm..

-_

--

-.--- --.

.._

. .

__-___

-

----_

4

ELECTRICAL - Fuses

8-3

q

r

MULTI-PURPOSE FUSES

The multi-purpose fuses are located within the junction block at
the lower part of the instrument panel (at the driver’s seat side).
These fuses are all the blade type; 1 O-ampere,

15-ampere

and

30-ampere

fuses are used.

I

Power supply circuit

Fuse No.

Rated

Load circuit

apacity

(A)

I

Battery

t-

lonition

,itch

Battery

IGz

ACC

IG,

10

10

10
15

15

10

Automatic seatbelt control unit, buzzer, passing control relay,
key reminder switch, theft-alarm starter relay

Air conditioner control unit, air conditioner switch, heater relay,
power window relay, defogger timer, daytime running light relay
2 <vehicles for Canada

only>,

transistor relay <vehicles for

Canada only?
Radio

Cigarette lighter, remote controlled mirror
Door lock relay, door lock control unit
Auto-cruise control unit

<A/T>,

AA control unit,

inhibitor switch, combination meter

ACC

IGI

9

10

11

12

13

15

10

10

10

Wiper motor, washer motor, intermittent wiper relay

Horn, headlight relay, theft-alarm control unit, daytime running

light relay 1 <vehicles for Canada

only>

Auto-cruise control unit, auto-cruise control actuator,
automatic seatbelt control unit, theft-alarm control unit,

combination meter, warning light, seatbelt timer
Turn-signal and hazard flasher

u.nit

14
15
16
17

10

Theft-alarm horn relay

30

Blower motor

15

Stop light

Back up light

CM/T>,

dome light relay

!

Dome light. luggage compartment

Irght, foot. Irght.

door-ajar

warntng

light, radio, MPI control

unrt.

AK control unit, ignition key illumination light.

security light

I

_--

8-4

ELECTRICAL - Fuses / Diagnosis System

6

1

543

2

16R133l

DEDICATED FUSES

For high-load circuits, fuses dedicated to each individual circuit
are used.

The dedicated fuses are provided in the relay box of the engine

compartment.

No.

I

Circuit

I

H,“d;;-;

I

Rated

canacitv (A)

I

1 1 Tail light circuit

I

Red

I

10

I

2

Fog light circuit

Red 10

3,.

Hazard

warning

light circuit

Red

10

4 ) Upper beam circuit

I

Red

I

10

I

5’

I

Air conditioner magnet

I

Red

I

10

clutch circuit

I

6’

Condenser fan motor

Yellow

20

circuit

I

NOTE

l

:

Air conditioner equipped models.

DIAGNOSIS SYSTEM - CHECK CON-

NECTORS

nmcwaB

The connectors for diagnosis of the following systems are
provided beside the junction block.

1. Multi-point Fuel injection System

2. Automatic

Transaxle

.

3. Diagnosis control

z. grm.rlnaFd

vehicle speed

6:

Auto-cruise control

:.

.--.-__

-.

3i

ELECTRICAL

-

Junction Block

8-5

JUNCTION

BLOCK

The junction block is a feature in which wiring

hamess

connections are centralized for simpler and more reliable

wiring

harness connections.
The junction block is provided under the instrument
driver’s seat side.

panel

at the

CONSTRUCTION OF JUNCTION BLOCK

_.

rheft-alarm
iom

relay

To engine
compartment
wiring harness

. No connection

To instrument

;;;+$ring

.’

./

%A0805

relay

Rear side

NOTE

The alphabetical symbols on the connectors are associated with the

internal circuit diagrams

(PB-6).

To body
wiring harness

he junction block is an integrated assembly of

ltermediate connection connectors of wiring

har-

ess, fuse box, and relay. On the front side of the

unction

block, the connectors for connections from

le

heater relay, fuse box, engine compartment

amess and instrument panel harness are provided.

On the rear side, the connectors for connections
from the body harness are provided and are

con-

netted

in the junction block as shown below.

__._._ -.. .-

8-6

ELECTRICAL - Junction Block

INTERNAL CIRCUIT DIAGRAM

-

-

-

-

Illll

III

I

I I

I I

rr,

Illll

III

I

r

L

”

NOTE
The alphabetical symbols on the connectors are associated with the
connector symbols

(P.8-5).

ELECTRICAL

-

Relavs,

Control Units and Sensors

RELAYS, CONTROL UNITS AND SENSORS

ROBEAAC

The relays, control units and sensor for the various systems are located as described below.

.

ILTI-POINT

FUEL INJECTION SYSTEM

Name

Symbol

Name

Symbol

Air-flow sensor (incorporated within

A

Magnet clutch relay

G

barometric-pressure sensor and
intake air temperature sensor)

Crank angle sensor and top dead center sensor

C

MPI control relay

J

Detonation sensor

<Turbo>

F

MPI

control unit

K

EGR temperature sensor

E

Oxygen sensor

H

<vehicles

for California>

Engine coolant temperature sensor

B

Throttle position sensor

D

Idle switch

D

Vehicle speed sensor (reed

switch)

I

NOTE

The “Name” column is arranged in alphabetical order.

orated within barometric
re sensor and

Intake arr

7

(incorporated within

barometnc k

pressure sensor and intake

arr

temperature

sensor)

-4
L 1mo721

8-8

ELECTRICAL

-

Relays, Control Units and Sensors

<Turbo> (7 ! ’

Intake manifold

1

,

lyJJr

I-

I . I

6FlJO85Z

I

/

7~

1J

-

6FUO8281

b

MPI control

33

.- .1S~IUlj~%L...i-.

ELECTRICAL

-

Relays, Control Units and Sensors

AUTOMATiC

TRANSAXLE

Name

:ontroi unit

Automatic transaxle fluid temperature

sensor

MPI control unit

Pulse aenerator

A

Symbol

Name

Symbol

D

Pulse generator

B

B

B

Throttle position sensor

A

D

Vehicle speed sensor (reed switch)

C

B

NOTE

The “Name” column is arranged in alphabetical order.

Automatic

transaxl

fluid temperature sen

16440784

13AO721

_-

-

__ .-

I

8-10

ELECTRICAL

-

Relays, Control Units and Sensors

I

1

AU

I

‘O-CRUISE CONTROL SYSTEM

ps+%J

Vehicle speed sensor (reed switch)

AUTOMATIC SEAT BELT

Name

Automatic seat belt control unit

‘

Symbol

Name

Symbol

A Automatic seat belt motor relay

A0

1

ELECTRICAL

-

Relays, Control Units and Sensors

8-11

HEATER AND AIR CONDITIONER

I

Name

Symbol

Name

4ir

conditioner control unit

D

Condenser fan motor relay

Air inlet sensor

F

Engine coolant temperature switch

Air therm0 sensor

F

Heater relay

Blower motor High relay

E

Magnet clutch relay

$x$enser

fan motor High-Low selecting

C

Radiator fan motor relay

NOTE

The “Name” column is arranged in alphabetical order.

Symbol

C

A

G
C

B

__ .__-...

. . - --

--

-

8-12

ELECTRICAL

-

Relays, Control Units and Sensors

Blower motor High relay

,,,A,

HEADLIGHT (Pop-up

System)

-7

Name

Symbol

Name

Symt

Headlight relay

.A

Pop-up motor relay

A

Passing control relay

B

NOTE

The “Name” column is arranged in alphabetical order.

+Junction

\

--

1

block

\

-

ELECTRICAL

-

Relays, Control Units and Sensors

8-13

OTHER RELAYS AND CONTROL UNITS

Name Symbol

Name

Symbol

Alternator relay

A

Power window relay

A

Defogger relay

B

Radiator fan motor relay

A

Defogger timer

G

Seatbelt

timer

G

Dome light relay

H

Starter relay

<M/T>

G

Door lock control unit

E

Taillight relay

A

Door lock relay

G

Theft-alarm control unit

E

Daytime running light relay

1,2

G

<vehicles

for Canada only>

Theft-alarm horn relay

F

Fog light relay

-

Transistor relay <vehicles for Canada only>

D

A

Intermittent wiper relay (rear wiper)

p

Turn signal and hazard flasher unit

F

H

-

Intermittent wiper relay (windshield wiper)

C

NOTE

The “Name” column is arranged in alphabetical order.

<Engine

compartment and interior-front>

Y

Intermittent wiper relay

z

(built-in column switch)

I

ELECTRICAL

-

Relays, Control Units and Sensors

b%YrF

k

7 II III

~

unit or
Theft-alarm

u

control unit

\I\\\

<Interior -

Rear>

Theft-alarm
horn relay

._

--. --- . ._.

. .

.&L :

__,

ELECTRICAL

-

Inspection Terminal

INSPECTION TERMINAL

I

Name

Symbol

Name

Engine speed detecting terminal

C

Oxygen sensor check connector

Fuel pump check connector

A

Self-diagnosis connector

Ignition timing adjustment connector

B

-

NOTE

The “Name” column is arranged in alphabetical order.

Symbol

D

E

16Ao734

8-16

ELECTRICAL - Lighting

LIGHTING

HEADLIGHT

The parallel-link pop-up headlights are employed

that move up or down vertically as they are turned

ON or OFF. They are aerodynamic to offer less
resistance to air when the vehicle is in forward
motion.

The headlights can be moved up and down with the

lighting switch or pop-up switch. An independent
headlight moving mechanism is provided for the

Ro3liAAA

right and left headlights: should one mechanism fail,
the other remains operative.

In addition, when the passing light is used, the

headlights are turned ON in the lowered position
without popping up.
There is also a manual knob installed that can be

used to move up and down the headlights manually
when maintenance is required.

nual

knob

POD-UD

NOTE
See

P.8-12

for relays.

Hinge

-r -r

motor

~

SpsernbI

y

_

Headlight

1RAoa50

<DOWN position>

Pop-up

motor

’

<UP Position>

16AOWO

CONSTRUCTION

Pop-up

The mechanism consists of the pop-up motor which moves the

headlights up and down. The hinge and link assembly connect

the pop-up motor to the headlight. When the pop-up switch or

lighting switch is turned ON, the pop-up motor is started
causing the link assembly to move the hinge, which results in

the headlight moving up. A parallel link system is employed for

the hinge, in which the hinge is moved about the two fixed
points as shown, which ensures that the headlights are moved
up and down vertically.

.

ELECTRICAL - Lighting

8-17

Front turn
signal light
(Optical horn)

Pas+ing

Light

The parallel-link pop-up headlight mean that the headlights are
facing forward even when they are in the lowered position.
When the passing light is used, therefore, the headlights are
turned ON and the light is radiated through the optical horn

rr,“;;

installed to allow the light through) of the side turn signal

OPERATION

tieadlight

Operating Conditions

Manual Knob

The manual knob, located behind the pop-up motor, is used to

move up or down the headlights manually when maintenance
is required.

To operate the manual knob, remove the boot behind the

popup

motor and turn the knob clockwise. To ensure safety,

disconnect the negative battery cable or remove fusible link

(4)

whenever the manual knob is to be operated.

Switch position

UP

Headlight

DOWN

ON

OFF

f%+P

switch

ON

OFF

Lighting
switch

Passing
switch

Lighting

switch

Passing

switch

ON

X

X

OFF

X

X

ON

X

X

OFF

X

X

ON

X X

OFF

X

X

ON

X X

OFF X

X

I

NOTE

‘X”

indicates the resultant headlight operation or position. When the lighting switch

is

ON, it is in the “HEAD” position.

8-18

ELECTRICAL

-

Lighting

HEADLIGHT RAISING OPERATION

1. Pop-up switch ON, lighting switch OFF

When the pop-up switch is turned ON, current from
fusible link @ flows through the up timer circuit of
the passing control relay, turning ON transistor Trl .
Current from Trl passes through the U contact of
the U/D (Up/Down) switch of the pop-up motor. This
means that current flows through the pop-up motor
relay, thus energizing the pop-up motor relay.

The energized pop-up

*motor

relay means that
current from fusible link @flows through the pop-up
motor, which results in the headlights starting going
up. When the crank arm of the pop-up motor rotates

about 180” to the UP stop position, the contact of
the interlocking U/D switch changes from U to

D,

which cuts off current to the pop-up motor relay. As
a result, the pop-up motor relay is de-energized and

no current flows from fusible link @ to the motor.

This results in the headlights staying in the fully-

raised position.
UP & DOWN TIMER CIRCUIT
Even if Up/Down operation of the pop-up headlight

becomes abnormal, the Up or Down timer (ON for

5

f

2 seconds) cuts the power supply to the

POP-UP

motor to protect the motor.

I

jj

bib,-.-.+. -- ----

--.__

.

...>A . ..-rr7.e.~/._.

. .

. . .

,

ELECTRICAL -

Lin

htina

8-19

2. Lighting switch ON, pop-up switch OFF

I

Ftmbk
mr 7

Fl

IU

-

ie

Fusable

knk

.

--

When the lighting switch is turned ON (HEAD
position), current from fusible link @ flows through
the lighting switch, diode, and the up timer circuit of
the passing control relay. turning ON transistor Trl .

Then, as in 1, the pop-up motor relay is energized

causing the pop-up motor to start rotating, which in
turn results in the headlights being raised. Turning

ON (HEAD position) the lighting switch also ener-

gizes the headlight relay, causing the headlights to

be lit up.

_

-. _

-.

__-

ELECTRICAL - Lighting

HEADLIGHT LOWERING OPERATION

1. Pop-up switch from ON to OFF, lighting switch OFF

FUslMe

lgnnlon

swlch

F

lmk 1

r-

-!

IACCI

A

r

Fusable

hnk

.

4

When the pop-up switch is turned OFF (from the
ON position) with the headlights in the raised
position, current from fusible link @ flows through
the down timer circuit of the passing control relay,
turning ON transistor

Tr2.

The current from transis-

tor

Tr2

passes through the D contact of the U/D
switch of the pop-up motor to the pop-up motor,
energizing the pop-up motor relay. When the pop-up
motor relay is energized, the current from fusible
link @ flows through the pop-up motor, which in
turn results in the motor starting rotating. As a

.

-.-

result, the headlights start lowering. When the

crank arm of the

popup

motor rotates about

180”

to

the DOWN stop position, the contact of the inter-

locking U/D switch changes from D to U, thus
cutting off circuit to the pop-up relay. The

de

energized pop-up motor relay means the current
from fusible link @ being cut off. Then, the

popUP

motor stops and the headlights remain in the

fully-lowered position.

37

..-

. _.-.a*/ _ --‘-:.iA -i .- -..., mpv,,

ELECTRICAL - Lighting

8-21

2. Lighting switch from ON to OFF, pop-up switch OFF

-

16AO607

--.---- ._ - _-

.._ ..-_ -_- -

- _. --- --

8-22

ELECTRICAL

-

Lighting

--

Ignition ON

switch OFF

pr

Door ON
switch OFF

I

DELAYED SWITCH-OFF DOME LIGHT

When the door is closed with the dome light switch in

tht

DOOR position and ignition switch in the OFF position, the
dome light stays lit for a given period of time and then dims
before going out.
If the ignition switch’ is in the ON position, the dome light does
not dim but goes out as soon as the door is closed.
The foot light and ignition key illumination light operate in
exactly the same way.

16UOO94

OPERATION

Ignition switch

(G)

Fusible link

a

Dome
light
relay

9

Mutti-purpose

fuse

%

69

Ignition
key illu-
minatio
light

Dome
light

Dome
light
switch

Tr

;:

16AO604

1.

When a door is opened (the door switch placed
in the ON state) with the dome light switch in
the DOOR position, current flows from the
battery to the dome light to the dome light
switch (and the ‘foot light and ignition key
illumination light) to diode DI to the door switch
to the ground, and the dome light lights.

2.

When the ignition switch is in the OFF position,

L

signal is input to the NOT circuit and inverted

H

signal input to the AND circuit. When the door is

-closed

at this time (door switch OFF), the circuit

. .

----es

:-

_.a -&A

so the AND circuit outputs H signal to operate
the timer circuit.

The timer circuit outputs to the base of Tr the

signal which gradually varies in about six
seconds. So the voltage applied to the light

-

gradually reduced to cause the light to dim.

3.

When the ignition switch is in the ON position,

H

is input to the NOT circuit

ahd

inverted L signal
input to the AND circuit. So when the door is
closed, the timer circuit does not operate, and
the light does not dim but goes out immediately.

_- .-._. ._

-__

._

ELECTRICAL

- Ermine

Electrical

8-23

ENGINE ELECTRICAL

RoaGAAB

ALTERNATOR

L

terminal

\

Stern

Electronic

voltage regulator

B

terminal

/

Rectlfber

‘i

‘IT

V

Fan

tl

GEL0051

The alternator has a built-in electronic voltage regulator.
The output voltage is controlled by the voltage regulator
through detection of the battery voltage.

SPECIFICATIONS

Nominal output . .

.._...._..

65A:

for Non-turbo Engine with M/T

75A:

for Non-turbo Engine with

AA

and Turbo Engine

Regulated voltage

. . . . . . . .

14.4 f

0.3V

at

20°C (68°F)

Rotating direction

. . . . . . . .

Clockwise

(viewed from pulley side)

-

.-

8-24

ELECTRICAL

-

Engine Electrical

STARTER MOTOR

Reduction gear

Magnetic switch

S

terminal

Shift lever

6ELOO53

!n

I

Armature

1

Pinion gear

OverrunnIng

hl

clutch

-

Permanent magnet

6EL0055

SPECIFICATIONS

Type

................................

Reduction drive

Nominal output

............

1.2 kW

Rotating direction

........

Clockwise
(viewed from pinion side)

-.- .-

IGNITION SYSTEM

ELECTRICAL - Engine Electrical

8-25

I

Sensors

Engine

control

unit

lgnltlon switch

Battery

1

1 I

Power transfstor

h

hP

1

I

lgnltion coil

C

To tachometer

Terminal for engine

speed detectton

6ELOO45

The ignition system is a two-coil ignition system that

supplies sufficient energy for ignition up to high
speeds. This engine does not have a distributor
since the engine control unit directly activates the
power transistor for ignition timing control.
The functions and controls of the engine control unit
and various sensors that control the ignition timing
are described in the next chapter, IGNITION CON­TROL SYSTEM.
This ignition system has two power transistors and
two ignition coils. Power transistor “A” controls the

primary current of ignition coil “A” to activate the

spark plugs of the

No.1

and

No.4

cylinders.

Similarly, power transistor

“B”

controls ignition coil

“B” which activates the spark plugs of the

No.2

and

No.3

cylinders. In this way, spark plugs of two

cylinders are activated but actual ignition takes place

only in the single cylinder that is on its compression

stroke, because the other is on its exhaust stroke at

that time.

Power transistors “A” and “B” are activated by
signals from the engine control unit, that controls

which cylinder is fired at what time.

8-26

ELECTRICAL

-

Engine Electrical

No.:

4

Signal unit for

, tachometer

71

x

No. 3

6EL0025

Capa &or

Cylinder
No. mark

6EL0057

To No. 1

spark plug

To No. 4

spark plug

To

No. 3

spark plug

To No. 2
spark plug

6EL005t

OC,

IB, G

OC, IB, G IB,

OC:

IGNITION COIL

Two compact ignition coils of a molded type featuring

outstanding ignition performance are used.
Being a two-coil type, the ignition coil has a unit to supply
signals for the tachometer.

Specifications

items

Specifications

Primary coil resistance

$2

0.86 at

20°C (68°F)

Secondary coil resistance

kR

12.1 at

20°C (68°F)

POWER TRANSISTOR

The power transistor is driven by a signal from the engine
control unit and turns the priman/ current of the ignition coil on
and off.

Terminal symbol

External connection

G

IB,
I&

Ground
Engine control unit

Engine control unit

OG

oc2

Ignition coil terminal “2”

Ignition coil terminal “1”

SPARK PLUG

I

Engine

Type

Gap

I-

Non-turbo

BPR6ES-11

WZOEPR-11

RN9YC4

1.0-1.1

mm

(.?39-.043 in.)

I

0.7-0.8

mm

(.OZB-.031 in.)

A

-----.

_-- ___

ELECTRICAL

-

Engine Electrical

8-27

IGNITION TIMING CONTROL SYSTEM

Air flow sensor

Engtne

control unit

Intake air temp. sensor
Barometric pressure sensor
Engine coolant temp. sensor

Idle position switch

:+

Top dead center sensor
Crank angle sensor
Vehicle speed sensor

;+

Ignition switch “ST” terminal
Detonation sensor for

turbo engine only

<

Ignition switch

Battev

4

Power

=

tranststor

“B”

P

Ignition coil

109

_

I

1

12

a”

-

To tachometer

Terminal for engine speed detection

Terminal for ignition,timing
and idle speed adjustment

6FUoE.45

The ignition control system uses the engine control

consideration the operating conditions of the

en-

unit, that judges which cylinder is to be fired at what

gine. The functions and controls of the engine

time based on the signals coming from various

control unit are described in the following page.

sensors. The engine control unit activates the

The constructions and functions of the various

power transistors so that ignition occurs, taking into

sensors are described in GROUP 14.

8-28

ELECTRICAL- Engine Electrical

IGNITION TIMING CONTROL

Reading

of

Input

signal

lgnitlon power

distribution control
(selection of power
transistor actlvatlon)

Control mode

I I I I I I

Control mode

dectsion data

Basic

energlzatlon

I’

Engine

control

unit

Power

Power

tranststor “A” tranststor

“B”

6ELOO66

The above block diagram shows the

fljnctions

of the
engine control unit for ignition timing control.
One feature is that the engine control unit provides
ignition power distribution control which is neces­sary because this engine is without a distributor, as
has been described earlier. By activating two power
transistors alternately, the primary current of two
ignition coils, one for the No. 1 and No.4 cylinders
and one for the No. 2 and No, 3 cylinders is turned on
and

off.

thus causing the cylinders to fire in the

order of 1, 3, 4, 2.

For ignition timing control, -optimum ignition timing

.^--_

_.

-.

is determined by making preset corrections which
has been for engine coolant temperature, intake air
temperature an& other conditions of the ignition
advance angle that has been preset according to the
engine operating conditions. For vehicles with

tur=_.

bocharger have a knocking control that corrects tl
ignition advance angle according to the presence or
absence of knocking.
The engine control unit also controls the primary

current energization time in order to secure stable
ignition energy.

These controls are explained in detail below.

--. .-----

---- --- ___.

.-. ___.,.__

.

,-s- ,-T,“~:~y.“‘

~...:tg==

ELECTRICAL

-

Engine Electrical

8-29

Ignition Power Distribution Control

No. 1 TDC

I

No. 3 TDC

No 4TDC

No 2 TDC

‘op

dead center

signal

,

\

I

1

I

I I

I

Crank

angle

signal

No. 1 cylinder

Combustion

Exhaust

Intake

Compres-

stroke

stroke

stroke

slon

stroke

Intake

Compression

t\

Combustion Exhaust

No. 3 cyltnder

stroke stroke

. stroke

stroke

No. 4 cylinder

,

t\

Intake

Compression

stroke

stroke

r$,mkbeustlon

Exhaust

stroke

Combus-

No. 2 cylinder tlon

stroke

intake
stroke

Compresslon

stroke

6EL0067

75”BTDC T

I

Crank

1

f Time

count start

6EL217

The cylinder to be ignited is determined based on the top dead

center signal and the crank angle signal.

If

the top dead center signal has already been input to the
engine control unit when the crank angle signal is input, the
unit decides that the No. 1 cylinder (or No. 4) cylinder is on the
compression stroke and turns off power transistor “A” and
causes the No. 1 cylinder (and No.4 cylinder) to fire.

If the top dead center signal has not been input to the engine
control unit when the crank angle signal is input, the unit
decides that the No.3 cylinder (or No. 2) cylinder is on the
compression stroke and turns off power transistor “B” and
causes the No.3 cylinder (and No. 2 cylinder) to fire. In this way,
the power transistors “A” and

“B”

are turned off alternately for

ignition power distribution.

t

= T/180

Once t is determined, the ignition timing

(T,)

is calculated using

the t value and the ignition advance angle (advance from

TDC)

determined by the engine control unit, with the

75”BTDC

Signal
as a reference; then the primary current shut-off signal is Sent
to the power transistor when T, time has elapsed from the
count start position

(75“BTDC).

Tl

= t x (75 -

9)

where 8 is the ignition advance

angle calculated by the engine

_, ~4 -‘*

Lonrrol unlr.

Ignition Timing Control

The period

(T)

of the crank angle signal is measured and based

on this

v&lue,

the time

(t)

taken for the crank to make a

revolution is determined.

8-30

ELECTRICAL

-

Engine Electrical

Ignition Advance Angle Control

While

cranking

Fixed angle
(5”BTD.C)

Engme

coolant

Barometnc

‘-Intake air 1

temperature

pressure

temperature

sensor

sensor

, sensor

Dunng

normal

operatlon

4

i

+

Advance angle map value

Engine

coolant

Barometric

Intake air

according to engine speed

4

and intake

air

volume

temperature

-

pressure

__c

temperature 4

correction

correctlon

correctton

Durtng

ignition tlmmg adjustment

Fixed

angle

(5”BTDC)

c

=ower

transistor

-$

To ignition
coil

s

6EL0066

The engine control unit has the ignition advance
angle value for all cylinder stroke intake air volumes
(engine load) and engine speeds stored in its
memory; this is called the basic ignition advance
angle. The control unit makes corrections in this
value according to the engine operating conditions
such as the engine coolant temperature, barometric

pressure (altitude) and intake air temperature to
obtain optimum advance angle for current engine
conditions. At the engine start and during ignition
timing adjustment, however, it is set to preset fixed
timing.

(1)

WHILE CRANKING

When cranking, the ignition advance angle is fixed at

5”BTDC

in synchronization with the crank angle

signal.

(2) DURING NORMAL OPERATION

Basic ignition advance angle:

Map values that have been preset for all cylinder

stroke intake air volumes (engine load) and engine

speeds.

Engine coolant temperature correction:

The engine coolant temperature sensor detects the

engine coolant temperature and when it is low, the

-

ignition timing is advanced to improve driveability.
Barometric pressure correction:

The barometric pressure sensor detects the

barometric pressure and determines the altitude.
When the pressure is low (i.e. when the vehicle is at
a high altitude), the ignition timing is advanced to

secure maximum driveability.

intake air temperature correction:
The intake air temperature sensor detects the intake

air temperature and when it is low, the ignition
timing is delayed to prevent knocking in cold

weather. When it is high, the timing is also delayed
to prevent of knocking.

(3)

DURING ADJUSTMENT OF IGNITION TIMING

When the terminal for ignition timing and idle speed
adjustment is shorted to ground, the ignition timing

is set at

5”BTDC

in synchronization with the crank

angle signal, If the ignition timing does not agree
with the reference ignition timing of 5’BTDC, turn
the crank angle sensor to adjust the timing so that
the crank angle signal agrees with the reference

ignition timing. When the engine speed is approx-

imately 1,200 rpm or higher, however, the timing
advance is according to normal operation and
therefore this ignition timing adjustment is not
available.

-

. .

1

-_ .--

-

Knocking Control for Turbo Engine Only

Engine

coolant

tern.

Advance map

perarure correctton

value

- Barometric

pressure

correctton

DelonaIlon

sensor

I

lgnmon cod

Knockmg correcllon

primary currenr

v

Knock

wbral+on

Knockmg Level

Delay

angle

lgnmon tlmtng

detemon

- delermonmon - calculallon - derermmatlon

I

I

Y

Fatlure

I

deIeclton

6FUO565

Engine knocking is detected and the ignition timing
is controlled accordingly to prevent continued

knocking and to protect the engine.
When knocking is detected, the engine control unit
delays the ignition timing according to the signal
from the detonation sensor until the knocking is
eliminated (up to a maximum 12” in crank angle). In
the case of an open or short circuit of the detonation
sensor harness. the timing is delayed by a fixed
angle (approximately 8” in crank angle) to prevent

knocking.

Energization Time Control

While

crankina

If knocking continues, the advance angle map value
is corrected gradually in the delay direction.
In the absence of knocking, the map value is
corrected gradually in the advance direction. In this
way, optimum ignition timing is constantly control­led; this control is effective even when fuels of
different octane ratings are used.
This means that the engine is protected from
knocking damage even when the fuel is switched
from premium to regular or vice versa.

Synchronized
with crank angle
sensor signal

c

During normal operation

Map value

cor- Energizatlon

time

responding to

-

is clipped at 75% of

battery voltage

ignition interval

I

In order to obtain stable ignition energy, the

ener-

gization time of the ignition coil primary current is
controlled as to keep current at a constant value
when the primary current is shut off.

(1)

DURING NORMAL OPERATION

Basic energization time

:

The increase of the ignition coil primary current
changes with the battery voltage. Therefore, the

energization time is so controlled that the primary
current at time of ignition becomes

6A.

The basic
energization time is so set that it is longer when the
battery voltage is low and is shorter when the

6FUO548

Energization time clip:
The new two-coil ignition system has its ignition
interval doubled when compared to the convention-
al single

coil

type, allowing a longer clip time. As a
result, a long energization time is secured for
sufficient ignition energy even during high speed
operation.

(2)

WHILE CRANKING

When cranking, the ignition coil is energized in
synchronization with the crank angle signal.

-

8-32

ELECTRICAL - Theft-alarm System

THEFT-ALARM SYSTEM

NOOIAAA

When the theft-alarm system has been armed by a
fixed sequence for locking the doors with the key or

without the key, if thereafter a door, the rear hatch
or the hood is opened in an unauthorized way. the
horn will sound intermittently for period of approx­imately three minutes, and. at the same time, the
headlights will flash on and off, thus providing

audible and visual warning. signals.

Furthermore, the starter circuit is interrupted in

SI

a way that the engine cannot be started, if

‘L

ignition key is not used. Note that this system is
controlled by the electronic control unit (ECU).
This ECU includes an independent microcomputer
for the exclusive use of the theft-alarm system. This
microcomputer arms, disarms, activates and deacti­vate the alarm system.
The system is composed of the components de­scribed below.

Key-reminder
switch

Liftgate unlock switch

!

/

Starter

Door key cylinder

”

daytime running light relay

Security

lig

ECU

I

Horn

OPERATION

i

About 20 seconds after all doors are closed
and locked. the rear hatch is closed. and the
hood is closed + SYSTEM ARMED

. .

‘11

A door rear hatch or hood is broken

ALARM

ACT,“ATED

* n

Engine is disabled to start.

Headlights

I

flicker

*.

.u

Driver opens door with the key

I

.

l .

SYSTEM DISARMED

I

J-

0

-I

Driver unlocks a door

0

Normal starting

-1

or rear hatch with the

*D

key.

-

ALARM DEACTIVATED

(SYSTEM DISARMED)

ELECTRICAL - Theft-alarm System

8-33

ARMING THE SYSTEM

After the following procedures have been completed, the SECURITY light illuminates for about 20 seconds,

and when illumination stops, the system is armed.
(1) Pull out the ignition key from the key cylinder.

(2) Open a door. (The other door is closed.)

(3) Lock the door with the key or the

keyless-locking

method.

(The central door locking system will then function to lock all doors.)
NOTE

(1) The system is set regardless of whether the hood and liftgate are open or

closed,

and is armed as

soon as the light goes out.

(2) Even after the system has been armed, if the key is used to open the liftgate, the system will not be

activated; when the liftgate is then

closed,

moreover, the system

will

be armed.

DISARMING THE SYSTEM

(1) The system will be disarmed if the key is used to unlock a door.
(2) If the system is armed while the driver is still in the vehicle, the system can be disarmed by inserting the

ignition key and turning it to the ACC or ON position.
(3) If the door lock is unlocked while closing the door or the door is ajar.
(4) If the door is unfastened while the SECURITY light illuminates.

ACTIVATING THE ALARM

(1) if an attempt is made to open a door, the liftgate or the hood, without using the key, while the system is

armed, the horn will sound intermittently and the headlights will flash on and off for approximately

three,

minutes.
Furthermore, the starter circuit is interrupted at this time also, making starting of the engine impossible.

(2) if a further attempt at *forcible entry is made after the first three-minute alarm has finished, the

three-minute alarm will be activated again.

DEACTIVATING THE ALARM

(1) To deactivate the alarm, insert the key into the door’s key cylinder and turn the key.
(2) The alarm is deactivated and the system is disarmed when the iiftgate is unlocked with the key.

CHECKING THE SYSTEM OPERATION

The activation/operation of the system can be checked by following the steps below.

(1) Turn the ignition key to the ON position and then use the power-window switch to fully open the window

at the driver’s seat side.
(2) Turn the ignition key to the LOCK position and then remove the key from the ignition.
(3) Open only the driver’s door, and close all the other doors, as well as the hood and the rear hatch.
(4) Lock the driver’s door by the key or the

keyless-locking

method.

(5) All doors will then be

locked,

and the SECURITY light (within the combination meter) will illuminate; check

to be sure that illumination stops in about 20 seconds.
(6) After about two seconds have passed after the SECURITY light illumination stopped, reach through the

window of the driver’s door, pull up the lock lever to unlock the door, and then open the door.
(7) Check to be sure that, when the door is opened, the horn starts sounding and the headlights flash on and

Off.

(8) To stop the alarm, insert the key into the door’s key cylinder and turn the key.

!?iEeck

the alarm for the opening of the liftgate or hood open the liftgate (or the hood) by using the

remote liftgate release lever (or the hood release lever),

located

at the driver’s seat side either before the

alarm is activated by the opening of a door, or after the finish of the first three-minute alarm.

.._. - -II.- -.....

ENGINE

CONTENTS

BASE ENGINE

7

GENERAL INFORMATION

............................

2

................................................

Connecting Rod

............................................

11

Engine Cut-away View

................................

4

Crankshaft

11

Major Specifications

....................................

2

.................

...................................

Crankshaft Pulley

12

Technical

Features

........................................

3

........................................

Cylinder Block

................................................

9

LUBRICATION SYSTEM

................................

20

Cylinder Head

................................................

7

................................................

20

Main Bearing Caps

........................................

11

Specifications

Piston

..............

21

............................................................

10

MOUNTS

..................................................

I

Piston Rings

.................................................... 10

Construction Diagram

................................

21

Rocker Cover

................................................

8

Silent Shaft System

....................................

12

Timing Belt Train

............................................

17

Valve Mechanism

........................................

13

-

_.

_--

-- ___._ ._- _._._ -.

^

_..

=--Y

jl

1 /
i "

_. ---“.

_

_ _ ._

..-..

+_LI_y_---

-

9-2

ENGINE

-

General Information

GENERAL INFORMATION

MAJOR

SPEClFlCATiONS

Row- -

Items
Number and arrangement of cylinder

Cylinder bore x stroke

mm

(in.)

Total displacement

cc

(cu.in.1

Compression ratio
Combustion chamber
Valve mechanism

Number of valve

Intake
Exhaust

Valve timing

Intake Open/Close

Exhaust Open/Close
Lubrication
Oil pump
Fuel system

Supercharger
Cooling system
Water pump
Alternator

Starter motor
Ignition system
Exhaust gas

recirculation system

Catalytic converter
Crankcase ventilation

system

Evaporative emission

control system

Non-Turbo engine

Turbo engine

4 in-line, longitudinal

4 in-line, longitudinal

85 x 88 (3.346 x 3.465)

85 x 88 (3.346 x 3.465)

1997 (121.9)

1997

(121.7)

9.0

7.8

Pentroof

type

Pentroof

type

Double overhead camshaft

Double overhead camshaft

(DOHC)

(DOHC)

8

8

8

8

26

“BTDU46”ABDC

21”BTDC/Sl”ABDC

56BBDUS”ATDC

55”BBDUS”ATDC

Pressure feed-full flow filtration

Pressure feed-full flow filtration

Gear type

Gear type

Electronic control

multipoint

fuel

Electronic control multipoint fuel

injection

injection
Turbo type

Liquid cooled-forced circulation

Liquid cooled-forced circulation

-

Impeller type Impeller type

AC generator with a built-in

voltage regulator

AC generator with a built-in
voltage regulator

Planetary gear reduction drive

Planetary gear reduction drive

type

Two-coil type, electronic control

Two-coil type, electronic control

ignition ignition
Conventional type: For Federal

Conventional type: For Federal

and Canada

and Canada

Electronical

control type:

Electronical

control type:

For California For California
Monolithic type,

under-floor

Monolithic type, under-floor

installation installation

Closed type Closed type

Charcoal canister type

Charcoal canister type

I

q7

--

_-.-

ENGINE - General Information

9-3

TECHNICAL FEATURES

HIGH PERFORMANCE AND . .

.._..............

1.

The

DOHC 16-valve

engine ensures excellent intake and exhaust

FUEL ECONOMY

efficiency.

2.

The rocker arm is of the roller-type-cam-follower design which

I

minimizes friction loss.

3. The combustion chamber is of the pentroof type with a squish
area that offers outstanding combustion efficiency.

4. The multipoint fuel injection system is electronically
controlled.

5. The intake manifold is the inertia supercharging type which
improves intake efficiency and the dual-type exhaust manifold

offers good exhaust efficiency.

6. The two-coil type electronic control ignition system ensures

good ignition performance.

LOW VIBRATION AND

. . . . . .

..I.................

1.

The hydraulic lash adjuster, together with the roller rocker arm,

LOW NOISE

contributes to reduced operating noise of the valve mechanism.

2. A cogged type belt is used to drive the camshaft.

3. The auto tensioner maintains the optimum timing belt tension.

4. The torsional damper reduces twisting vibration in the crankshaft’
to a minimum.

5. The silent shaft system reduces engine vibration and rolling

’

moment to a minimum

SERVICEABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1. The self-diagnosis system makes troubleshooting easier.

2. The lash adjuster eliminates the need for valve clearance

adjustment.

3. The auto tensioner eliminates the need for timing belt

tension adjustment.

-.--

..-.

--.-

.-.-.

__.

.,

.__._._.....-.

---

_

.-

.._..

_

._

10 -

--------

-.

ENGINE

-

General information

9-5

6EN0362

Lb..

- -. __

---

_

9-6

ENGINE

-

General Information

6EN0363

.--

--

-.. _

-44

s’ y _._--

--

,_ - k -

..-_ _

_

ENGINE

-

Base Engine

9-7

I

BASE ENGINE

Valve se

at

Squish area

Spark plug hole

Exhaust port

intake port

Piston O.D.

6EN0076

Camshaft lubricating

Valve guide

6ENO246

Camshaft lubricating
oil passage

6ENO247

(1)

The combustion chamber is of the pentroof

(2)

The spark

plugs

are located at the center of the
type. The two intake and two exhaust ports are combustion chambers.
in a crossflow arrangement. There is a

squish

(3)

The camshaft bearings are placed at six

loca-

area provided in the combustion chamber,

tions on the intake side, and six on the exhaust

which promotes turbulence, further mixing of side (see next page illustration). The thrust load

the air-fuel mixture, and more efficient

combus-

of each camshaft is transmitted to the No. 1

tion.

bearing.

- ._ _ _ - -,- -- .---

9-8

ENGINE - Base Engine

0

Ri

Bearing cap No.

No.

6

R:

Exhaust side

cy

L: intake

stde

No. 5

\-

CL

No.4

bd

P

j

Camshaft

Q

sproc

:kets -

side

intake side

no. 1

6EN0077

ROCKER COVER

Rocker cover

From air
intake
hose

erection

that the spark

plug cable is installed.

6EN0378

Breather plate

Rocker cover

To intake

manifold

Positive crankcase

ventilation

valve

Viewed from bottom
of rocker cover

l

Blow-by gas

C$

Fresh air

6EN0384

Installed inside the rocker cover is the breather plate. The

blowby gas passes through the space between the breather

plate and rocker cover and is drawn through the positive-
crankcase-ventilation valve to the intake manifold. As a result,

-

fresh air is drawn to the engine cylinders.

CYLINDER BLOCK

ENGINE

-

Base Engine

9-9

Engine oil to

cylinder

head

Coolant inlet

A

Silent
front

Engine oil main gallery

Silent shaft bearing,
rear

\

shaft bearing,

A

taw

Silenishaft

bearing.

rear

engine only)

6EN0246

(1)

There is an oil jet provided for each cylinder just under the

main gallery of the cylinder block. When the pressure of oil
from the main gallery exceeds 200

kPa

(2 kg/cm’, 28 psi),

the oil pushes open the check valve, spurting over the

inside of the piston, thus cooling it. (Turbo engines only)

(2)

The water jacket is the

Siamese

type.

9-10

PISTON

ENGINE

-

Base Engine

For non-turbo engine

ldentificatlon

For

turbo engine

Pin

;nterline y FPiston ceyerline

6EN0124

6EN0125

Steel strut

6EN0249

I

j

(1) The piston is the autothermic type with steel

struts cast into it.

.

(2) The depth of the trough in pistonhead varies for

the non-turbo and turbo engines.

Piston
pin

Connecting

rod?\

i

~Piston

6EN0250

No. 1 piston ring

PISTON RINGS

No.

3

For turbo engine

(1)

The No. 1 piston ring IS of the barrel type.

(2)

The No. 2 piston ring is of the taper type. The surface in

contact with the cylinder wall is coated with hard chrome
plating.

-

(3)

The oil ring is of the three piece type, consisting of two

sL

rails and an expander.

.,YM,,

fiFNflR7

,

(3)

The piston pin is of the semi-floating type, press-fitted to

the connecting rod and rotates freely in the piston.

ENGINE

-

Base Engine

9-11

7

Oil jet

Front mark

6ENOO6l

CONNECTING ROD

(1)

The same connecting rod is used as that used in the

4663

SOHC engine.

(2)

The oil jet provided in the shoulder of the connecting rod is

used to lubricate the cylinder wall.

(3) The big-end bearing is the kelmet metal with metal backing.

CRANKSHAFT

(1) The crankshaft is supported by the five main bearings.
(2) The oil passages drilled to the crankpins permit the flow of

lubricating oil from the main bearing to the connecting rod
bearing.

(3) The crankshaft has been subjected to special surface

treatment. Therefore, do not grind it for reuse.

(4) The main bearing is an aluminum alloy with a backing of

another metal. The center bearing is provided with flanges
to receive the thrust load of the crankshaft.

Oil passage

6EN0089

1

6ENOOQO

Oil passage

I

No. 5

1

MAIN BEARING CAPS

The No. 1 and No. 2 main bearing caps are joined, as are the

No. 4 and No. 5 main bearing caps, by means of a beam to
minimize vibration of the bearing saddles and to enhance
rigidity of the crankshaft support.

--

.--.

_

A

9-12

CRANKSHAFT PULLEY

ENGINE

- Base Engine

Drives the water
pump and alternator

Hub-

Pulley

-

Drives the air
conditioner
compressor

Fin

Rubber

6EMI252

6EN0145

Timing belt cover

(1) The crankshaft pulley not only drives the water

pump and alternator, but also functions as a
torsional damper to reduce torsional vibration of
the crankshaft.

SILENT SHAFT

SYSTEM

(2) There are fins provided at the back of the pulley

that ventilate the inside of the timing belt cover:
when the pulley rotates, they draw air out of the._
timing belt cover.

Forward

@

/

I

Center of crankshaft

Silent shaft --

6ENl32

The silent shaft system counteracts the secondary reducing the vibration and noise generated by the
exciting moment in the engine’s vertical direction as engine. The system is exactly the same as that used

t uluv -

well as the rolling moment, thereby drastically

in the conventional

4G63-SOHC

engine.

--

-----_

---.--- __.----_. _... ,.

ENGINE - Base Engine

9-13

VALVE MECHANISM

!

Rocker arm

Exhaust

camshaf

...............

...............

..............................

..............................

..........................

.......................

.......................

.......................

.......................

..........

..........

.........

.........

..........

.........

..........

Exhaust valve

bENO

Intake valve

6ENOlOO

Ift

(1)

The

valve

mechanism is the DOHC

16-valve

system.

.(2)

The rocker arm with a roller follower. i.e., the

roller rocker arm, is used that reduces drastically
the friction loss of the valve train.

(3)

The hydraulic type lash adjusters automatically

adjust the valve clearance, minimizing noise

generated by the valve train. They also eliminate
the need for valve clearance adjustment.

(4)

The valve springs, whose cross section is

oval.

contribute to the enhanced spring load. This in
turn ensures that the valves operate properly.

especially at high speed.

-

.---..

ENGINE

- Base Engine

ROCKER ARM

(1) The cam follower of the rocker arm is a roller with nea,.,-

bearings.

v

,I$

- I

-

‘Roller

Needle bearing

6ENOlOI

6EN025-4

2-valve SOHC

slipper type

9

O-valve

DOHC roller type

1

0

2.500

5.000

Engine speed

rpm

6ENOl

o(

Camshaft

I-

Oil passage ,

E

Ir

(2) A jet of oil spurts onto the contact area between the cam

and roller from an oil jet located on the fulcrum side of the

rocker arm.

(3)

Since the roller rotates as the cam rotates, friction loss is

drastically reduced as compared with the conventional
slipper type.

(4) Due to the construction of the roller rocker arm, the valve

train driving torque is reduced to about half that of the

conventional slipper type, which is equivalent to, or
compares favorably with, the

2-valve

SOHC slipper type. All

these factors contribute to enhanced engine performa

and fuel economy.

LASH ADJUSTER

,

The hydraulic lash adjuster is of the end pivot type. It eliminates
the need for adjustment of the valve clearance. There are four

lash adjusters provided for each cylinder, 16 in all.

Rocker

an

IF=

Lash adjuster

-

Cylinder head

-

-

Valve

‘-

Reservoir chamber

6E NO255

-

6EN0256

5-j

ENGINE- Base Engine

9-15

Operation of the Lash Adjuster

When the valve starts opening

/f-b

During the valve opening stroke

n

6EN0254

When the valve

coiqpletes

the opening stroke

6EN0257

6EN0256

(1)

Before the valve starts opening:

--

No external load is applied to the

plunger,

thus

causing the plunger to be pushed UP

by the

plunger spring, maintaining zero clearance.

.(2)

When the valve starts opening:

When the cam pushes the rocker arm, the

ball

in
the high-pressure chamber immediately is held
pressed against the seat by the hydraulic press­ure. fully closing the high-pressure chamber. AS
the check ball closes, the pressure in the

high-pressure chamber surges causing the plun-

ger to support the load from rocker arm, which

.

allows the valve to start

ooenino.

- -__

(3)

During the valve opening stroke:

A very small amount of oil leaks through the

clearance between the lash adjuster body and
plunger.

(4)

When the valve completes its opening stroke:

There is no external load being applied to the

plunger as the valve closes, causing the plunger
to be pushed up by the plunger spring. This
causes the pressure in the high-pressure cham­ber to be lowered, which pushes the check ball
open. The oil which has leaked is replaced in the
high-pressure chamber from the reservoir cham­ber.

-