Chrysler Laser 1990 Talon User 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 The service procedures recommended and described in for professional

repair. performance special tools designed recommended throughout this

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.

It is

These possibility It is important to note that these Cautions procedures not possibly know, service Motors uses a service procedure, or oneself the service

Following these procedures will help assure efficient

important to

should be

that, improper service

Chrysler Motors

may *be performed, or of

has

not

thoroughly that neither

servlTe

and service

note

carefully

evaluate, and advise

undertaken any such broad

methods

they select.

important to the safe, reliable, operation of

this publication

personnel

reliability. Some of these

for specific

that

this

publication contains

read in order to

has

tool, that is not

and are

procedures.

publication.

minimize the

methods may

encountered

the service

the possible

recommended in

personal

safety,

effective

These

damage

and

Warnings cover only the situations

and recommended.

hazards of each.

service

methods

service procedures

special tools should

various

risk of personal

the vehicle or

trade of all

review.

nor

vehicle safety, be jeopardized by

all

motor

were developed

for performing vehicle

economical vehicle

require the

used when

Cautions

Chrysler Motors conceivable

Consequently, Chrysler

Accordingly, anyone

this publication,

and

Warnings.

injury, or

render

ways that

must assure

vehicles.

use

the

unsafe.

and

could

who

WE SrjPPORT

VOLUNTARY TECHNICIAN

CERTIFICATION

THROUGH

TALON

GROUP INDEX

ROSA.

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.

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

Front Suspension

Rear Axle

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

Brakes - Eir$rii

Clutch

Cooling

Electrical

Engine

Intake

Fuel

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

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

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

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

and Exhaust

System

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

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

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

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

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

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

This

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

WHOLE SECTIONS. a GENUINE DSM MANUAL. It CANNOT BE considered a REPLACEMENT (Unless manual was lost or destroyed.)

Please See

Chrysler Motors reserves the right to make changes in design or to make additions to or improvements in its products without any obligations upon itself to install them on its products

manufactured.

a *-a- .I._.

This

BACKUP was sold to you under the fact that you do

README.N

or for

Thank you. Gimmiemymanual@hotmail.com

.-1-L,.*

_____ #Q

additional information

^_^__

l L.-

indeed

your

Orintul

OWN

original

imposing

PreViOUSlV

in U.S.A.

Propeller

Shaft

and

Universal

Joint Rear Suspension

Power

Transaxle - Automatic

Body Heaters

steering

Manual

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

and Air Conditioning

Emission Control

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

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

Systems

. . . . . . . .

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

........

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

._._ -_-

MODEL

INDICATIONS

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

M/T:

A/T:

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

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:

Turbo:

Non-Turbo:

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

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:

The current flow at the inition

key positions “ACC” ” N” and

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

Indicates power

supply connection.

NOTE

For specific details concerning the interpretation of circuit diagrams, refer to the separately bound 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 Output output

Input and

Connectors

A :

Female connector

9.1

Male connector

This symbol indicates connector for equipment (male connector used as an intermediate connector) viewed from in front of the

Connector for equipment with attached harness

is..

l-4’

Arrowindicates direction of

Connector inserted

GENERAL

CONTENTS

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

O-l

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

TECHNICAL FEATURES

4WD

(Four-wheel Drive)

PJT

Safety-lock System Basic Construction Engine Exterior Interior Theft-alarm System (Option for 4WD

Vehicles)

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

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

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

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

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

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

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

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

VEHICLE IDENTIFICATION

2 7

7 4 5 2 3

Engine Model Stamping

Vehicle Identification Code Chart Plate

Vehicle Identification Number List Vehicle Identification Number Location Vehicle Information Code Plate Vehicle Safety Certification Label

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

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

........

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

........

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

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

9 1 1 12

o-2

GENERAL

- Technical Features

TECHNICAL FEATURES

EXTERIOR

Low and wide profile for appearance sports car

impression.

ROOCAAB

OOA0190 2

No.

2 3 4 5 6 7

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

Pop up headlights of optical horn type Hood bulge indicating DOHC engine Futuristic glass upper body Removable tilt up sunroof (option for all models) Smooth integrated body lines giving a lean appearance Wide tires and wide tread to emphasize power and stability

Bumpers made integral with the body

Wall to wall tail lamps for sporty image

Features

OOA0189

I 1

INTERIOR

GENERAL - Technical Features

o-3

No.

Cock pit type instrument panel to give sporty image

Switches arranged around the driver seat for easy access and operation

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

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

I i !

Sporty double seat with firm holding

Rear quarter trims with built in dynamic speakers

Easy to use large capacity console box

Features

OOAO162

o-4

GENERAL

- Technical Features

BASIC

The 4WD vehicles are equipped with

16-valve

CONSTRUCTION

2.OL

DOHC

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

l Torsion axle type 3 link suspension for

outstanding driving stability

l Negative chamber for outstanding steer-

ability during high speed driving

Anti-lift geometry for high stability during

braking

Integral torsional bar type axle beam for optimum roll stiffness

(4WD)

(2WD)

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

ity at braking

Offset coil springs for comfortable ride

stabil-

Front propeller shaft (3-piece

Robro

joint to absorb lengthwise and angular

change and prevent transmission of vibrations.

(4WD)

4-joint

Brakes

Cross piping dual type proportioning that keeps balanced braking power even at failure of the hydraulic system.

l Four wheel disc brake system for high

braking power.

type)

valve

GENERAL

- Technical Features

ENGINE

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

front-engine/4-wheel drive models, the

16-valve

engine with high-performance, silent-

SPECIFICATIONS

2.OL

DOHC

o-5

operation,

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

up-todate

engine technology.

low-noise, low-fuel-

Engine model

4G63

Non-Turbo 1997

4663

Turbo

Displacement cc

(cu.in.1

(122)

1997 (122)

h$xo$put (SAE

135/6000 125/5000

195/6000

net)

Max. torque

ft.Ibs./rpm

203/3000

(SAE

net)

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

The

2coil

ignition system without a distributor supplies sufficient ignition energy even during

high speed operation.

O-6

GENERAL

- Technical Features

Ignition system

The

2coil

a distributor supplies sufficient

ignition energy even in the high speed operation.

ignition system without

Valve mechanism

The roller rocker arms decrease the valve system.

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

losses.due

to friction in

Combustion chamber

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

76-4

EN0376

Crankshaft

The

oullev orovrded

da’mper

sion of vibrations.

ieduces the transmis-

pu!ley

with a torsion-

Auto tensioner

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

crankshaft has five

marn

bearings

GENERAL -

Technical Features

o-7

4WD

The full time 4WD system adopts viscous coupling

unit (VCU) as the differential limiting device for the

(Four-wheel drive)

Engine

center differential of 4WD vehicle to achieve

matic

and ideal distribution of engine torque

front and rear wheels.

Viscous coupling

limited

slip differential

(VCU)

(OptIOn)

VP?

auto-

the

A/T

SAFETY-LOCK

safety-lock system (shift lock device and key

SYSTEM

AIT

control cable

00P0031

interlock device) has been adopted to improve

Key interlock device

safety*FN

Ignition key cylinder

Shift lock device

Selector handle

Shift lock cable

._...

~ ^.

O-8

GENERAL

- Technical Features

THEFT-ALARM SYSTEM (OPTION for 4WD

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

VEHICLES)

a-tDriver opens door with the key

4uthorized

Unauthorized

SYSTEM DISARMED

Normal

starting-1

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

A door, rf!ar hatch or hood is broken to open + ALARM

ACTIVATED

Engine

is disabled to start.

rear hatch with the

ALARM DEACTIVATED

(SYSTEM DISARMED)

16Y3575

GENERAL

Vehicle Identification

019

VEHICLE IDENTIFICATION

VEHICLE IDENTIFICATION The vehicle identification number

NUMBER

(V.I.N.)

LOCATION

is located on a plate

RooDAiA

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.

3rd

Digit

Vehicle

3- 6-

Passenger car

tvw

C-

4th

Digit

Others

Manual seat belt

Automatic seat belt

E-

Eagle

2nd

Digit

Make

1st

Digit

Country

---l--

I-

USA

NOTE

l “Check digit” means a single number or letter

used to verify the accuracy of

S-

Talon

IZWDI

T-

Talon

(4WD)

5th

Digit

Line

Digit

Price class

4- 4-

High

Premrum back

Special

6th

7th

Digit

Sody

Bdoor Hatch-

transcriptron

6th

Digit

Engine

R-

2.0 liters 1990

/;gHE.in.) MPI]

U-

2.0

liters

/;gHF.in.) MPI-Turbo]

of vehicle identification number.

9th

Digit

*Check

digits

10th

Digit

Model

year

L- E-

year

Digit

Plant

DSM

11th

12th

17th

Digits Serial

number

000001

99%99

r -.--

O-10

VEHICLE IDENTIFICATION

GENERAL - Vehicle Identification

NUMBER

LIST

VEHICLES FOR FEDERAL

V.I.N. (except sequence number)

4E3CT44RClLE

4E3CT54UClLE 4E3CT64UOLE

Brand

Eagle TalonQWD)

Eagle Talon

(4WD)

Engine displacement

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

2.0 liter (122 cu.in.)

[DOHC-MPI-Turbo]

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

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

4E3CT44tKILE

4E3CT54UOLE 4E3CT64UOLE

Eagle Talon

(2WD)

(4WD)

Engine displacement

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

2.0 liter (122

[DOHC-MPI-Turbo]

cu.in.1

Models Code

D22AMNHML4E D22AMRHML4E D22AMNPFL4E D27AMNGFL4E

Models Code

D22AMNHMLSE D22AMRHMLSE D22AMNPFLSE D27AMNGFLSE

VEHICLES FOR CANADA

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

4E3BT44ROLE

4E3BT54UOLE 4E3BT64UOLE

Eagle Talon

(4WD)

Engine displacement

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

2.0 liter (122 cu.in.)

[DOHC-MPI-Turbo]

Models Code

D22AMNHML5E D22AMRHML5E

GENERAL

Vehicle Identification

o-11

/lb------

HODEL

ENGINE

TNANS

coLoK E

OOAO163

OOAO164

VEHlCLE

Vehicle information code plate

the engine compartment. The plate shows

and body color code.

1. MODEL

2. ENGINE

3. TRANSAXLE

4. COLOR, TRIM OPT

INFORMATION

model

BODY COLOR CODE

Exterior code

H18 Rll

R16 T13 T-81 w12 x13

CODE PLATE

is riveted onto the bulkhead in

code. engine model, transaxle model,

4663 I

F5!Vl33

(Transaxle

H18

)

Body color Light Gray

Red

Dark-Red

Turquoise Blue

Dark Blue

White

Black

bll~~l~~~e,

Engine model

Monotone exterior

color code

(M)

model

o-12

GENERAL

- Vehicle Identification

VEHICLE SAFETY CERTI,FICATION LABEL

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

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

2. The engine serial number is stamped near the engine

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

Engine serial number

AA0201

toYY9999

STAMPING

Engine displacement

2.0

liter (122

[DOHC-MPI]

Number cycling

AAo201--------hAA

LAB0001 L BAOOOl-------+ YY9999

cu.in.)

[DOHC-MPI-Turbo1

--------+

AY9999

GENERAL - General Data and Specifications

o-13

GENERAL DATA AND SPECIFICATIONS

Items

Vehicle dimensions

Overall

Overall width Overall height

Wheel base

Tread

Overhang

Minimum running ground

clearance Angle of approach Angle of departure

length

mm (in.)

Front Rear Front Rear

4,330 (170.5)

1,690 (66.5)

1,306 (51.4) 4 2,470 (97.2) 5

1,465 (57.7)

1,450 (57.1) 7

950 (37.4)

910 (35.8)

lsO(6.3)

10 16.5” 11 19”

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

1,700 (66.9) 1,306 (51.4)

2,470 (97.2)

1,465 (57.7)

‘1,450 (57.1)

960 (37.8) 960 (37.8) 920 (36.2) 950 (37.4)

160 (6.3)

13.8” 17”

’

1,700 (66.9) 1,321 (52.0)

2,470

(97.2)

1,465 (57.7) 1,455 (57.3)

158 (6.2) 1’4.7”

18.4”

M...

OOAO159

Vehicle’weight kg (Ibs.)

Curb weights

M/T

Al-r

Gross vehicle Gross axle weight rating

Seating capacity Engine

Model No.

Transaxle

Model No.

Manual transaxle

Automatic transaxle

Clutch

Type

weight

rating

1,215 (2,679)

1,240 (2,734) 1,620 (3,571)

Front 930 Rear

690 (1,521) 4

4663 (2.OL)

F5M22 F4A22

Dry-single disc & diaphragm spnng

(2.050)

1.245.(2,745)

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

930 (2,050)

690(1,521)

4663

(2.OL)

F5M33

Dry-single disc

diaphragm spring

1,245 (2,745)

979 (2,158) 803 (1,770)

4663 (2.OL)

W5M33

Dry-single disc &

diaphragm spring

o-14

tiems

Chassis

Tire

Front suspension

Type

Rear suspension

Type

Brake

Type

Steering

Gear type Gear ratio

Fuel tank

Capacity liters (gals.)

GENERAL

Front

Rear

- General Data and Specifications

P205/55HR16

205l55VR 16

Independent strut

3-Link

Torsion axle

Disc Disc

Rack and pinion

60 (16)

P205/55VR 205155VR16

Independent strut

3-Link

Torsion axle

Disc Disc

Rack and pinion

60 (16)

16 or

P205155VR16 205155VR16

Independent strut

Double wishbone

Disc Disc

Rack and pinion co

60 (16)

ENGINE SPECIFICATIONS

Items

Type

Number of cylinders Bore Stroke Piston displacement Compression ratio Firing order

mm (in.)

cm3 (cu.in.)

TRANSAXLE SPECIFICATIONS

Items

Type

Gear ratio

Transfer ratio Final drive ratio

gear

1st 2nd 3rd 4th 5th

Reverse

4G63

(2.OL)

Non-Turbo

In-line DOHC

85.0 (3.35)

88.0 (3.46) 1,997 (122)

9.0

l-3-4-2

F5M22 F5M33 5-speed

3.363

1.947

1.285

0.939

0.756

3.083

3.941

M/T

5-speed

3.038

1.833

1.217

0.888

0.741

3.166

3.437

M/T

1 4663 (2.OL)

~ In-line DOHC ‘4

85.0 (3.35)

88.0 (3.46) 1,997 (122)

7.8

l-3-4-2

W5M33 &speed

3.083

1.684

1.115

0.833

0.666

’

3.166

1.090

3.866

ArF

Turbo

F4A22

4-speed AiT

2.846

1.581 1

.ooo

0.686

2.176

3.562

it?

2-1

FRONT

SUSPENSION

CONTENTS

ANTI-DIVE FRONT AXLE

Drive Shaft Hub and

GENERAL INFORMATlON

Construction Diagram Specifications

GEOMETRY

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

Knuckle

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

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

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

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

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

5 8

2 3

LOWER NEGATIVE-OFFSET GEOMETRY OFFSET SPRING

STABILIZER

ARM

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

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

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

no2&--

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

6 7

2-2

FRONT

SUSPENSION

GENERAL INFORMATION

General Information

The front suspension has a simple construction, the

McPherson strut type independent suspension featuring light unsprung weight. The front Suspension has the following features:

l Excellent driving stability, thanks to the

“antidive” geometry.

CONSTRUCTION DIAGRAM

<2WD>

l Excellent braking stability, thanks to the

negative-offset geometry.

l Greatly improved riding comfort, thanks to the

offset arrangement of the coil springs.

Rubber insulator

Coil spring

lshing

,Strut

assembly

<4WD>

Stabili

Stabilizer bar

Centermember

Lowecarm

I ,Rubber

Rubber insulator

bushing

No.1 Crokmember

Lower arm

- -

12AOO25

SPECIFICATIONS

<2WD>

FRONT

SUSPENSION

General Information

2-3

terns

Suspension system Camber

Caster Toe-in

Coil spring

Shock absorber

mm (in.)

Wire dia. x O.D. x free length

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

Type

Max. length Min. length. Stroke Damping force [at

Expansion N

Contraction N

mm (in.)

0.3. m/set. (.984 (Ibs.)

(Ibs.)

ft./sec.)l

(in.)

Non-Turbo With a manual

transaxle

McPherson strut with coil spring and compression rod type

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

(.54 x

6.84 x

Light blue x 1

24 (134)

With an automatic

transaxle

5’

z!z

30’

2”24’ 31

0 It 3 (0 *

12.4)

l.55 x 6.85 x

Light blue x 2 24 (134)

Hydraulic, cylindrical double-acting type

12.7)

483

(19.02)

330 (12.99)

153

(6.02)

1,000

300

Turbo With a manual

transaxle

30’

.12)

(220)

(66)

c4WD>

FRONT

SUSPENSION -

General Information

Items

Suspension system Camber

Caster

Toe-in mm (in.)

Coil spring

Wire dia. x O.D. x free length Coil spring identification color Spring constant

Shock absorber

Type

Max. length Min. length Stroke Damping force [at 0.3

Expansion N Contraction

mm (in.)

N/mm

mm (in.)

(Ibs.)

mm (in.)

(Ibs./in.)

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

Specifications

McPherson strut with coil spring and compression rod type

10’ +- 30’

2”18’ +

0 zk 3 (0 f

14.0 x 174.0 x 326.5

Hydraulic, cylindrical double-acting type

489 (19.25)

340 (13.39)

30’

(.55 x

Pink x 1 26 (146)

149 (5.87)

1,000 (220)

300 (66)

.l2)

6.85 x 12.9)

FRONT

SUSPENSION

Anti-dive Geometry / Negative-offset Geometry

2-5

ANTI-DIVE GEOMETRY

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

NEGATIVE-OFFSET GEOMETRY

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

strut

Pati

RO2cAAA

“anti-dive”

F2;

of these, F1 acts in the direction that expands

effect- is such that the lower

AOZDAAA

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.

Ball joint

centre

point

<B<\r

Point A

12AO548

Direction

tire

movement tendency

Icy surface

Direction

travel

Direction

;’*Jvehicle move-

:’

ment

”

tendency

12AOO30

----

2-6

FRONT

SUSPENSION

OFFSET SPRING

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

(RI)

applied to the tyres tends

Offset Spring

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

R2:

Strut axial-reaction force

R3: Strut bend direction reaction force R4: Strut bending force (by spring offset)

reaction

force

FRONT

SUSPENSION

Lower

Arm / Stabilizer

2-7

LOWER ARM

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

“soft” characteristics relative to the front and rear

Arm bushing

STABILIZER

ROZGAAA

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 excellent I driving stability.

Rod bushing

ROZHAAB

The stabilizer mounting uses 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

*pillow

Stabilizer bar

balls. The

small rolling motion occurs,

NOTE

* Pillow ball: Ball joint not preloaded.

Pillow ball

4--

12AOOOS

2-8

FRONT

SUSPENSION

Front Axle

FRONT AXLE

The drive shaft is of the Bit-field joint joint

(T.J.)

type. This type features high power

transmission efficiency and low vibration and noise.

(B.J.)-tripod

ROPKAAA

The knuckle has the wheel bearing assembled

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

T.J.:

Tripod Joint

B.J.: Birfield Joint

DRIVE

B.J.-T.J.

SHAFT

constant velocity joint combination maintains speed completely even when flexed, can withstand heavy loads and shock and offer high

power transmission efficiency. Their special fea-

tures are outlined below.

B.J.

Large operating angle

l Compact size and decreased space

require-

me&

B.J.

Hub

T.J.

l Axially l Smaller sliding resistance

slidable

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

between joints caused by

chanae

in the distance

motionWof

T.J.

the suspension.

llA0123

HUB

AND

FRONT

KNUCKLE

SUSPENSION -

The construction of the hub and knuckle consists of the wheel bearing assembled to the knuckle and the hub pressed in; the drive shaft and hub are coupled by

&rations.

Front Axle

The wheel bearing is the double-row,

2-9

angular-

contact ball bearing type to withstand the lateral (thrust) load. The installation of the brake disc and hub are the outer disc configuration, thus improving serviceability and also reducing rotation unbalance.

Hub

Wheel bearing

Oil seal

Dust shi&d

II I

llA0053

Oil

seal

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

Hub

Braie

disc

11 A0295

3-1

REAR

AXLE SHAFT

DIFFERENTIAL DIFFERENTIAL SUPPORT MEMBER DRIVE SHAFT

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

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

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

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

AXLE

CONTENTS

GENERAL INFORMATION

5 9

Construction Diagram Specifications

VISCOUS COUPLING TYPE LIMITED

SLIP

Construction

Functions and features

Operation

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

DIFFERENTIAL

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

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

RoJA-

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

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

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

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

.L..

,,....

.v:

3-2

-.-...-

REAR

AXLE

General Information

GENERAL INFORMATION

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

CONSTRUCTION DIAGRAM

RO3BAAA

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

Crossmember

Differential

support

member

side

Differential carrier

12AO616

llA0339

SPECIFICATIONS

MEHM

nnlL -

ueneral

mrormation

J-J

Items Conventional

Axle shaft

Type

Shaft dimensions

Outer bearing portion dia. Inner bearing portion dia. mm (in.) Center portion dia.

Overall

Bearing

O.D. x I.D.

Drive shaft

Joint type

Length (joint to joint) x diameter

Differential

Reduction gear type

Reduction ratio

Differential gear type and configuration

Side gear Pinion gear

Number of teeth

Drive gear Drive pinion

Side gear

Pinion gear

Bearing

O.D. x I.D.

length

mm (in.)

Outer Inner mm (in.)

Outer

Inner

Side mm (in.) Front mm (in.) Rear

mm (in.) 35 (1.38)

mm (in.)

mm (in.) 397 x 24 (15.6 x

mm (in.)

differential

Semi-floating type

28t1.10)

34.5 (1.36)

214.9 (8.46)

72 x 35 (2.83 x 1.38)

58x28(2.28x

D.O.J. B.J.

Hypoid gear

3.545

Straight bevel gear x 2 Straight bevel gear x 2

11 14 10

72 x 35 (2.83 x 1.38) 62 x 25 (2.44 x 72 x 35 (2.83 x 1.38)

1.10)

.94)

.98)

Viscous coupling type

limited slip defferential (option)

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

Hypoid gear

3.545

Straight bevel gear x Straight bevel gear x 4

11 16 10

72 x 35 (2.83 x 1.38)

62 x 25 (2.44 x

72 x 35 (2.83 x 1.38)

.94)

.98)

2”

Note

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

3-4

REAR

AXLE

Axle Shaft / Drive Shaft

AXLE SHAFT

The axle shaft is a semi-floating type supported by

ball bearings (outer and inner) in the housing.

Companion

D.O.J.

Trailing arm

DRIVE SHAFT

R03cAAA

To prevent mud that may be deposited around the

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

flange

ust cover

llA0013

RO3OAAA

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.

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

D&e

shaft

(R.H.)

two-sta e serration

(ECLIPS!: Viscous coupling type

limited slip differential equipped

vehicles)

D.O.J. Inner

D.O.J. Outer race

llA0338

REAR AXLE

Viscous Coupling Type Limited Slip Differential

3-a

DIFFERENTIAL

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.

Side bearing space

Side gear

. /

ROlEAM

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

tween the side bearing outer race and gear carrier.

A speed difference responsive type viscous

pling

type limited slip differential which provides

outstanding

Pinion gear

performance during operation

Differential cover

be-

cou-

on a

ifferential case

VISCOUS COUPLING TYPE LIMITED SLIP DIFFERENTIAL

While the conventional mechanical type limited slip

differential uses a cam (differential pinion shaft) and disc equipment and spring seat in limiting the differential, the

compo.sed

of a friction plate, disc

Front wheel

Center differential

’

(viscous coupling)

Front

differential

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.

Rear wheel

Limited slip differential assembly

, I

Differential

Differential limiting section (viscous coupling)

RWEBAA

11KmI66

L.-

3-6

REAR AXLE

- Viscous Coupling Type Limited Slip Differential

Differential case

Drive pinion

front bearing

‘Gear

cagier

Pir

Thrust

Side gear

washer

U3.H.)

Side gear

Pinion shaft

Side gear

(R.H.)

Viscous cokpling

(L.H.)

Differential case

Differential cover

Cokpanion

flange

Normal operating range

Difference in rotating speed between right and left wheels

Remarks

A hump occurs when there is a large difference in

rotatin

wheels. violent shearing of the silicone oil in the viscous ture rises (the SI torque abruptly rises. If the hump occurs, the inner

and outer plates enter a directly coupled

(differential locked) state.

(rpm)

speed between the right and left

lnce

the large difference causes

couplin

by the plates, the oil tempera-

Icone 011

expands), and the

Bearing cap

Hump region

llAOO5r

Driv&

pinion

rear bearing

FUNCTIONS

(1) The viscous coupling type limited-slip differential

is functionally the same as 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

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

Drive gear

AND

4WD

vehicle, as it has no difference in

FEATURES

the

conventional

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.

llAo337

REAR AXLE -

CONSTRUCTION

Viscous

Coupling Type Limited Slip Differential

3-7

Rear drive shaft

Serration coupled

(L.H.)

Drive pinion

Rear drive shaft

(R.H.1

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 spacer rings @ arranged alternately to hold one plate and angther with only a small spacing in between. The X-rings @ are provided to prevent

(j)

, and the

11Po070

entry of the differential oil into the viscous coupling. The rear drive shaft the viscous coupling case @ and coupled case with the side gear body with the-viscous coupling case. The rear drive shaft the side gear

with the viscous coupling hub 0) . The viscous coupling must not be disassembled.

(R.H.)

(L.H.)

is serration coupled with

,via

the

(L.H.) @which

(R.H.)

is serration coupled with

and its end serration coupled

is in a single

3-8

REAR AXLE - Viscous

Coupling Type Limited Slip

Differential

OPERATION

Drive force smaller (Slipping side)

Rear drive shaft

(L.H.1

(Left wheel)

resistance smaller)

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).

Drive force

(Grippina

larger

side)

Rear drive shaft

(R.H.1 (Right

wheel)

PO071

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

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

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

ROJFAAA

Differential

support member

Differential carrier

BRAKES

SERVICE

GENERAL INFORMATION

Construction

Features Specifications

PARKING BRAKE

Construction Diagram

Diagram

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

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

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

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

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

AND

CONTENTS

2 2 2

7 7

PARKING

SERVICE BRAKES

Front Disc Brake

Rear Disc Brake Specifications

Arrangement of Brake Lines

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

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

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

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

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.

system as a brake system matching the superb driving performance. Models with turbocharger are equipped with a 7 booster for lower brake pedal depression efforts.

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.

8 inch tandem brake

vehicle

CONSTRUCTION DIAGRAM

Proportioning

valv

Front disc brake

SERVICE BRAKES

SPECIFICATIONS

BRAKES

- Service Brakes

5-3

Items

Master cylinder

Brake booster

Proportioning valve Type

Front brakes

Rear disc brakes

TYpe powmermc&;der

mm (in.)

. .

Effective

Split point 4,200 Decompression 0.3

ratio

Type cyhnxLy.

Clearance adjustment

Type Cyl~itl;.~.

Clearance

adjustment

kPa

(psi)

dia.

Non-Turbo Tandem (with level sensor)

22.2

y3tt$;ivacuum-boost

Dual type

M-R44V

53.9

Automatic

AD30P

30.1 Automatic

Turbo

(718)

type

(597)

(2’/8)

(13/16)

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

4,200 (597)

0.3 or 0.4”

M-R44V

53.9 Automatic

AD30P

30.1 Automatic

(2%)

(13/16)

NOTE

*:4WD

X ARRANGEMENT OF

The X arrangement of brake lines is the

BRAKE LINES

arrange- ment by which the right front and left rear and the left front and right rear are connected, so that the

Master cylinder

braking force will be applied at the front’ and rear wheels even in the unlikely event of a malfunction of failure of one system.

14AO454

5-4

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.

Service Brakes

Section A-A

Piston seal

14AO530

,ad Shim

14AO533

<Brake

disc installation

xoss-section>

Disc wheel

Braki

disc

14A0531

14A0532

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

REAR DISC BRAKE

‘he rear brake is the

tifficient

heat dissipation, quick recovery of braking

force when wet, and highly stabilized braking force.

<2WD>

AD30P

Brake disc

type, featuring highly

5-5

The brake system incorporates an auto adjuster that

automatically adjusts the clearance between the pad and brake disc when depressed.

Section A-A

t.he

brake pedal is

<4WD>

I-

Pad

Brake disc

Parking brake cable

14A0003

Parking brake

cable

brake

brak

Piston boot

Piston seal Piston

Auto spindle

Section B-B

Piston seal

Adjuster

Piston

Ret&n

14AOOO2

Connecting link

brake

spring

Parking brake

lever

Spring

Auto adjuster spindle

Pad

14A0122

Shaft

Return spring

14A0123

5-6

BRAKES

- Service Brakes

In addition, disc removal and installation is made easy by the outer disc system, in which the brake

Brake disc installation cross-section

<2WD>

Hub nuts

disc and the disc wheel are installed to the hub the hub nuts.

<4WD>

nuts

Hub

Brake disc

14AO390

Brake&c

14AO622

BRAKES

Parking Brake

5-7

PARKING BRAKE

The parking brake is of the mechanical rear wheel braking type. The parking brake is offset toward the driver’s seat from the vehicle centerline for greater ease of operation.

CONSTRUCTION DIAGRAM

ROSDMB

The parking brake

cable

is of the V-type and is accessible for adjustment through the service hole provided in the floor console.

<4WD>

14AO391

14A0626

til

r--

_..

CLUTCH

CONTENTS

_ _ -

6-1

-.-.

CLUTCH CONTROL

Inter-lock Switch

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

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

2 3

GENERAL INFORMATION

Specifications

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

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

.__...e-

6-2

CLUTCH

General Information / Clutch Control

GENERAL INFORMATION

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.

Clutch cover assembly

Type .

Clutch release cylinder

I.D. mm (in.)

mm (in.)

Non-turbo Hydraulic type

Single dry disc type

215 x 140 (8.5 x 5.5)

Diaphragm spring strap

drove

type

20.64

(13/l

6) 19.05

Turbo

Hydraulic type

Single dry disc type

150 (8.9

225

Diaphragm spring

strap drive type

(314)

x5.9)

ROBBMA

Clutch master cylinder

I.D.

mm (in.)

15.87 (10/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),

<Non-turbo>

Clutch switch

Inter-lock switch’

Pedal support bracket

<Turbo>

15.87

O/l

The clutch switch for the auto-cruise control system

has been equipped at the pedal support bracket.

Clutch master

Oil

clutch bracket

cylinder

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

. . . . -. .

“-Ix.. ...~‘,.;;&;,-*~;

Inter-lock switch

CLUTCH

INTER-LOCK

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.

Clutch Control

SWITCH

6-3

If the Clutch Pedal is Not Depressed:

Because the inter-lock switch is switched ON when

the ignition switch is switched to the

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.

BTAFTER YCTER

STABT

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

Coolant Specifications

RADIATOR AND COOLING FAN

Flow

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

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

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

TRANSAXLE FLUID

TWO-SPEED FAN CONTROL SYSTEM

4 4

Control System Circuitry Diagram

COOLER .

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

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

6 6

7-2

COOLING

General Information

GENERAL INFORMATION

Radiator hose.

Radi

The cooling system is the liquid-cooled,

upper

Radiator hose lower

Heater hoses

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

Watei

Heater

pump

the motor only when necessary, and it functions to

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

Ro7BAAA

MAO1 03

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

When engine is warm (Thermostat open)

Throttle body

7’

IF---

CLUTCH

General Information

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

I ’

7-3

<Non-turbo>

Throttle body

<Turbo>

tedperat&

Water gauge unit

From raclw

Water inlet

6cOO0,8

Water

pump

pipe

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

7-4

CLUTCH

General Information / Radiator and Cooling Fan

SPECIFICATIONS

Items Water pump

Type

Delivery rate

Thermostat

Valve opening temperature

Drive belt

lit.

(qt.I/min.

“C (“F)

RADIATOR AND COOLING FAN

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.

Specifications

Centrifugal impeller type Max. 140

Wax type with jiggle valve

88 V-ribbed type

(190)

(148)

at 6,000

rpm

RO’ICMA

Radiato

Lower insulator

Uooer

insulator

Condenser

Therm0

switch

tank

--fyi$f&

Transaxle fluid cooler hose

<An>

Condenser

fan for

air conditioner

COOLING

- Radiator and

Cooling

Fan

Transaxle

Fluid Cooler

7-5

Cross-section Radiator

installatio

Lower insulator

TRANSAXLE

FLUtD

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.

04*0101

COOLER

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

soling efficiency of the transaxle fluid.

Transaxle

Radiator

Transaxle

fluid cooler

The transaxle fluid cooling path is as described the figure below.

Transaxle fluid cooler

_---.__ -

_.__-.

7-6

COOLING

Two-speed Fan

TWO-SPEED FAN CONTROL SYSTEM

CONTROL SYSTEM CIRCUITRY DIAGRAM

MA,N

FlJ6IBLE LINK@

!mpG2

6lm m16LE Llrn Q

.,D

Control

System

Therm0

sensor operation modes

ON at

85°C (185°F)

or higher

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

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

sensor (for the radiator fan) and air therm0 sensor,

Switch/Sensor conditions

Therm0

Air conditioner switch

OFF

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

sensor

OFF

Air thetmo sensor

LOW HIGH LOW HIGH

HIGH LOW

HIGH

Cooling

OFF

ioN

Fan rotating condition

(radiator)

OFF OFF

OFF

HIGH

HIGH OFF

LOW HIGH HIGH HIGH

fan

Condenser fan

OFF OFF

LOW

HIGH

HIGH HIGH

ELECTRICAL

DIAGNOSIS SYSTEM - CHECK CONNECTORS

ENGINE ELECTRICAL

Alternator

Ignition System Ignition TimingControl Starter Motor

SES

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

Dedicated Fuses MainFusibleLinks Multi-purpose Fuses Sub-fusible Links

INSPECTlON TERMINAL JUNCTION BLOCK

ConstructionofJunction

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

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

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

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

System

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

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

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

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

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

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

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

Block

CONTENTS

LlGHTlNG

23 23 25

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

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

27 24

5 5

Delayed Switch-off Dome Light Headlight

REUYS,

SENSORS

Auto-cruise Control System Automatic Automatic

Headlight (Pop-up System) Heater and Multi-point Fuel Other

THEFT-ALARM

Operation

----

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

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

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

CONTROL UNITS AND

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

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

Seat

Belt

Transaxle

Air Conditioner

Relays and

SYSTEM

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

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

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

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

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

Injection

ControlUnits

System

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

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

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

.._.......

16 22

12 11

32 32

8-2

ELECTRICAL - Fuses

FUSES

MAIN FUSIBLE LINKS (DIRECT TO

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

No.

I 1 I

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.

MPI circuit Radiator fan motor circuit

Ignition switch circuit

No.

Alternator circuit, sub fusible-

link

0, 0, @, 0,

Defogger circuit

(+)

terminal of the battery.

Circuit

Housing

BATTERY)

Rated

colour capacity (A)

Blue

Pink 30 Pink 30

Hcyy

Black

Green

Rated

capacity

(A)

Automatic seatbelt circuit, dedicated fuse @circuit

Pop-up circuit.

alternator circuit

Power window circuit Multi-purpose fuse 0. @. 0.

ed%$?&e

Headlight circuit.

dedicated fuse

@circuit

0. @I. @circuit

Pink

Green

b&i -e?z5mm..

-.--- --.

.._

. .

__-___

----_

Power supply circuit

Fuse No.

ELECTRICAL - Fuses

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,

Rated

apacity

30-ampere

(A)

fuses are used.

Load circuit

15-ampere

8-3

and

Battery

lonition

,itch

IGz

ACC

IG,

ACC

IGI

10 15

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

Canada only?

Radio

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

inhibitor switch, combination meter

Wiper motor, washer motor, intermittent wiper relay

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

light relay 1 <vehicles for Canada Auto-cruise control unit, auto-cruise control actuator,

automatic seatbelt control unit, theft-alarm control unit,

combination meter, warning light, seatbelt timer

only>,

<A/T>,

transistor relay <vehicles for

AA control unit,

only>

Battery

12 13 14 15 16 17

Turn-signal and hazard flasher

Theft-alarm horn relay

Blower motor Stop light

Back up light

Dome light. luggage compartment

door-ajar

AK control unit, ignition key illumination light.

CM/T>,

warntng

dome light relay

light, radio, MPI control

u.nit

Irght, foot. Irght.

unrt.

security light

_--

8-4

ELECTRICAL - Fuses / Diagnosis System

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.

warning

Circuit

light circuit

No.

1 1 Tail light circuit 2

Fog light circuit

3,.

Hazard

4 ) Upper beam circuit

5’

Air conditioner magnet

clutch circuit

6’

Condenser fan motor circuit

NOTE

Air conditioner equipped models.

H,“d;;-;

Red

Red 10

Red

Yellow

Rated

canacitv (A)

10 10

I I

543

DIAGNOSIS SYSTEM - CHECK CONNECTORS

The connectors for diagnosis of the following systems are

provided beside the junction block.

1. Multi-point Fuel injection System

2. Automatic

3. Diagnosis control

z. grm.rlnaFd

Auto-cruise control

16R133l

Transaxle

vehicle speed

nmcwaB

.--.-__

ELECTRICAL

Junction Block

8-5

JUNCTION

The junction block is a feature in which wiring connections are centralized for simpler and more reliable harness connections. The junction block is provided under the instrument driver’s seat side.

CONSTRUCTION OF JUNCTION BLOCK

To engine compartment wiring harness

. No connection

BLOCK

Rear side

hamess

panel

wiring

at the

To instrument

;;;+$ring

rheft-alarm iom

relay

.’

%A0805

relay

NOTE

The alphabetical symbols on the connectors are associated with the

internal circuit diagrams

(PB-6).

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 le

block, the connectors for connections from

heater relay, fuse box, engine compartment

amess and instrument panel harness are provided.

To body

wiring harness

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

netted

in the junction block as shown below.

con-

__._._ -.. .-

8-6

INTERNAL CIRCUIT DIAGRAM

ELECTRICAL - Junction Block

I I

rr,

Illll Illll

III

”

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

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

ILTI-POINT

Air-flow sensor (incorporated within

barometric-pressure sensor and intake air temperature sensor)

Crank angle sensor and top dead center sensor Detonation sensor EGR temperature sensor

<vehicles

Engine coolant temperature sensor Idle switch

NOTE

The “Name” column is arranged in alphabetical order.

for California>

FUEL INJECTION SYSTEM

Name

<Turbo>

Symbol

F E

B D

Name

Magnet clutch relay

MPI control relay MPI

control unit

Oxygen sensor

Throttle position sensor

Vehicle speed sensor (reed

switch)

ROBEAAC

Symbol

J K H

orated within barometric re sensor and

Intake arr

(incorporated within

pressure sensor and intake temperature

barometnc k

sensor)

arr

-4 L 1mo721

8-8

ELECTRICAL

Relays, Control Units and Sensors

<Turbo> (7 ! ’

Intake manifold

lyJJr

I-

I . I

6FlJO85Z

6FUO8281

MPI control

ELECTRICAL

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

Relays, Control Units and Sensors

AUTOMATiC

:ontroi unit

Automatic transaxle fluid temperature

TRANSAXLE

Name

Symbol

sensor

MPI control unit

Pulse aenerator

NOTE

The “Name” column is arranged in alphabetical order.

Name

Pulse generator

Throttle position sensor

Vehicle speed sensor (reed switch)

Symbol

Automatic

transaxl

fluid temperature sen

13AO721

16440784

__ .-

8-10

‘O-CRUISE CONTROL SYSTEM

ELECTRICAL

Relays, Control Units and Sensors

ps+%J

Vehicle speed sensor (reed switch)

AUTOMATIC SEAT BELT

Name

Automatic seat belt control unit

‘

Symbol

A Automatic seat belt motor relay

Name

Symbol

ELECTRICAL

Relays, Control Units and Sensors

HEATER AND AIR CONDITIONER

4ir

conditioner control unit Air inlet sensor Air therm0 sensor

Blower motor High relay

$x$enser

NOTE

The “Name” column is arranged in alphabetical order.

fan motor High-Low selecting

Name

Symbol

8-11

Name

F F E

Condenser fan motor relay Engine coolant temperature switch Heater relay Magnet clutch relay Radiator fan motor relay

Symbol

C B

. . - --

__ .__-...

8-12

ELECTRICAL

Blower motor High relay

Relays, Control Units and Sensors

,,,A,

HEADLIGHT (Pop-up

Name

Headlight relay Passing control relay

NOTE

The “Name” column is arranged in alphabetical order.

System)

Symbol

-7

Name

Pop-up motor relay

Symt

+Junction

block

ELECTRICAL

Relays, Control Units and Sensors

OTHER RELAYS AND CONTROL UNITS

8-13

Name Symbol

Alternator relay

Defogger relay Defogger timer Dome light relay Door lock control unit Door lock relay Daytime running light relay

<vehicles

Fog light relay

Intermittent wiper relay (rear wiper)

Intermittent wiper relay (windshield wiper)

NOTE

The “Name” column is arranged in alphabetical order.

<Engine

for Canada only>

compartment and interior-front>

1,2

H C

Name Power window relay Radiator fan motor relay

Seatbelt

Starter relay

Taillight relay Theft-alarm control unit Theft-alarm horn relay

Transistor relay <vehicles for Canada only>

Turn signal and hazard flasher unit

timer

<M/T>

Symbol

A A

G G

E F

Intermittent wiper relay

(built-in column switch)

ELECTRICAL

b%YrF

unit or

Theft-alarm

control unit

Relays, Control Units and Sensors

7 II III

\I\\\

Theft-alarm horn relay

<Interior -

Rear>

--. --- . ._.

ELECTRICAL

INSPECTION TERMINAL

. .

.&L :

__,

Inspection Terminal

Name Engine speed detecting terminal Fuel pump check connector Ignition timing adjustment connector

NOTE The “Name” column is arranged in alphabetical order.

Symbol

Name Oxygen sensor check connector Self-diagnosis connector

Symbol

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.

Hinge

nual

knob

POD-UD

-r -r

motor

NOTE See

P.8-12

for relays.

Pop-up

motor

16AOWO

SpsernbI

Headlight

1RAoa50

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

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,“;;

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

disconnect the negative battery cable or remove fusible link whenever the manual knob is to be operated.

Light

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

motor and turn the knob clockwise. To ensure safety,

(4)

OPERATION

tieadlight

Switch position

f%+P

switch

NOTE

‘X”

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

Operating Conditions

Lighting switch

Passing switch

Lighting

switch

OFF

Passing switch

UP ON OFF ON OFF ON OFF ON OFF X

X X X X X X

DOWN

Headlight

X X X

ON, it is in the “HEAD” position.

OFF

8-18

HEADLIGHT RAISING OPERATION

1. Pop-up switch ON, lighting switch OFF

ELECTRICAL

Lighting

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

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

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

--.__

*motor

relay means that

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

2 seconds) cuts the power supply to the

motor to protect the motor.

POP-UP

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

. .

. . .

ELECTRICAL -

2. Lighting switch ON, pop-up switch OFF

Ftmbk mr 7

Lin

htina

Fusable knk

8-19

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 lmk 1

lgnnlon

swlch

IACCI

Fusable

hnk

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 tor

Tr2

passes through the D contact of the U/D

Tr2.

The current from transis-

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

motor stops and the headlights remain in the fully-lowered position.

popup

motor rotates about

180”

popUP

-.-

..-

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

ELECTRICAL - Lighting

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

8-21

16AO607

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

.._ ..-_ -_- -

- _. --- --

8-22

ELECTRICAL

Lighting

Ignition ON

switch OFF

Door ON switch OFF

OPERATION

DELAYED SWITCH-OFF DOME LIGHT

16UOO94

Ignition switch

When the door is closed with the dome light switch in

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.

(G)

Mutti-purpose

fuse

Ignition key illu- minatio light

Fusible link

Dome light

Dome light switch

tht

Dome light relay

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.

When the ignition switch is in the OFF position,

signal is input to the NOT circuit and inverted

signal input to the AND circuit. When the door is

-closed

at this time (door switch OFF), the circuit

. .

----es

_.a -&A

16AO604

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.

When the ignition switch is in the ON position,

is input to the NOT circuit

input to the AND circuit. So when the door is

ahd

inverted L signal

closed, the timer circuit does not operate, and

the light does not dim but goes out immediately.

_- .-._. ._

-__

ELECTRICAL

- Ermine

Electrical

8-23

ENGINE ELECTRICAL

ALTERNATOR

terminal

Stern

Electronic

voltage regulator

terminal

RoaGAAB

Rectlfber

‘i

‘IT

Fan

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 . .

Regulated voltage Rotating direction

.._...._..

65A: 75A:

. . . . . . . .

14.4 f

Clockwise

(viewed from pulley side)

for Non-turbo Engine with M/T

for Non-turbo Engine with

and Turbo Engine

0.3V

20°C (68°F)

8-24

STARTER MOTOR

ELECTRICAL

terminal

Engine Electrical

Reduction gear

Magnetic switch

Shift lever

6ELOO53

Permanent magnet

SPECIFICATIONS

Type

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

Nominal output Rotating direction

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

Armature

........

Reduction drive

1.2 kW

Clockwise (viewed from pinion side)

Pinion gear

OverrunnIng

clutch

6EL0055

-.- .-

IGNITION SYSTEM

ELECTRICAL - Engine Electrical

8-25

Sensors

Engine

control

unit

Power transfstor

1 I

Terminal for engine

speed detectton

lgnltlon switch

lgnltion coil

To tachometer

Battery

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 CON-

TROL 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

Similarly, power transistor

“B” which activates the spark plugs of the

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.

No.1

and

No.4

cylinders.

“B”

controls ignition coil

No.2

and

8-26

ELECTRICAL

Engine Electrical

No.:

Capa &or

, tachometer

Cylinder

No. mark

Signal unit for

No. 3

6EL0025

6EL0057

To No. 1 spark plug

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

Primary coil resistance

Specifications

0.86 at

20°C (68°F)

Secondary coil resistance

12.1 at

20°C (68°F)

OC,

IB, G

To No. 4 spark plug

No. 3

spark plug

To No. 2

spark plug

6EL005t

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

IB, I&

oc2

Ground

Engine control unit

Ignition coil terminal “2”

Ignition coil terminal “1”

External connection

SPARK PLUG

OC, IB, G IB,

OC:

Engine

Non-turbo

Type

BPR6ES-11

WZOEPR-11

RN9YC4

Gap

1.0-1.1

(.?39-.043 in.)

0.7-0.8

(.OZB-.031 in.)

I-

-----.

_-- ___

ELECTRICAL

IGNITION TIMING CONTROL SYSTEM

Engtne

Air flow sensor

Intake air temp. sensor Barometric pressure sensor

Engine coolant temp. sensor

control unit

Engine Electrical

Ignition switch

8-27

Battev

Idle position switch

Top dead center sensor

Crank angle sensor

Vehicle speed sensor

Ignition switch “ST” terminal

Detonation sensor for

turbo engine only

109

a”

The ignition control system uses the engine control

unit, that judges which cylinder is to be fired at what time based on the signals coming from various sensors. The engine control unit activates the

power transistors so that ignition occurs, taking into

Power

tranststor

Terminal for engine speed detection

Terminal for ignition,timing and idle speed adjustment

“B”

Ignition coil

To tachometer

consideration the operating conditions of the gine. The functions and controls of the engine control unit are described in the following page. The constructions and functions of the various sensors are described in GROUP 14.

6FUoE.45

en-

8-28

IGNITION TIMING CONTROL

ELECTRICAL- Engine Electrical

lgnitlon power

distribution control (selection of power transistor actlvatlon)

I’

Engine

control

unit

Reading

Control mode

I I I I I I

Input

signal

Control mode

dectsion data

Basic

energlzatlon

Power

tranststor “A” tranststor

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 neces-

sary 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

.^--_

Power

“B”

6ELOO66

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 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.

--. .-----

---- --- ___.

.-. ___.,.__

tur=_.

ELECTRICAL

Ignition Power Distribution Control

No. 1 TDC

‘op

dead center

Crank

signal

angle

signal

I I

No. 3 TDC

Engine Electrical

No 4TDC

,-s- ,-T,“~:~y.“‘

No 2 TDC

~...:tg==

8-29

No. 1 cylinder

No. 3 cyltnder

No. 4 cylinder

No. 2 cylinder tlon

Combus-

stroke

Combustion stroke

Intake stroke stroke

Compression

Intake stroke

Exhaust stroke

Combustion Exhaust

. stroke Compression

stroke

intake stroke

Intake stroke

stroke

r$,mkbeustlon

Compresslon

stroke

Compresslon

stroke

Exhaust

stroke

6EL0067

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

center signal and the crank angle signal.

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.

75”BTDC T

Crank

f Time

count start

6EL217

Ignition Timing Control

The period

on this

(T)

of the crank angle signal is measured and based

v&lue,

the time

(t)

taken for the crank to make a

revolution is determined.

= T/180

Once t is determined, the ignition timing

(T,)

is calculated using the t value and the ignition advance angle (advance from determined by the engine control unit, with the

75”BTDC

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

= t x (75 -

where 8 is the ignition advance

_, ~4 -‘*

Lonrrol unlr.

(75“BTDC).

angle calculated by the engine

TDC)

Signal

8-30

Ignition Advance Angle Control

While

cranking

Fixed angle (5”BTD.C)

Dunng

normal

Advance angle map value

according to engine speed

and intake

Durtng

ignition tlmmg adjustment

operatlon

air

volume

Fixed

angle

(5”BTDC)

coolant

temperature

ELECTRICAL

Engme

coolant temperature sensor

Engine

correction

Engine Electrical

Barometnc

pressure sensor

Barometric

pressure

correctlon

__c

‘-Intake air 1

temperature

, sensor

Intake air

temperature 4

correctton

=ower

transistor

To ignition

coil

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

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.

in synchronization with the crank angle

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

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.

5”BTDC

in synchronization with the crank

. .

-_ .--

Knocking Control for Turbo Engine Only

Engine

Advance map value

perarure correctton

- Barometric correctton

coolant

pressure

tern.

Knockmg correcllon

Knockmg Level

- delermonmon - calculallon - derermmatlon

DelonaIlon

sensor

Knock

detemon

deIeclton

wbral+on

Fatlure

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.

lgnmon cod primary currenr

Delay

angle

lgnmon tlmtng

6FUO565

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.

Energization Time Control

While

crankina

Synchronized

with crank angle

sensor signal

During normal operation

Map value responding to battery voltage

cor- Energizatlon

is clipped at 75% of

ignition interval

In order to obtain stable ignition energy, the

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.

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

ener-

The basic

time

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

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.

Starter

ECU

NOOIAAA

Security

Key-reminder switch

lig

Furthermore, the starter circuit is interrupted in a way that the engine cannot be started, if 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 de-

scribed below.

Liftgate unlock switch

‘L

Horn

OPERATION

Driver opens door with the key

Normal starting

‘11

. .

-I

Door key cylinder

”

daytime running light relay

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

hood is closed + SYSTEM ARMED

A door rear hatch or hood is broken

Headlights

flicker

SYSTEM DISARMED

-1

ALARM

ACT,“ATED

* n

l .

Driver unlocks a door

or rear hatch with the

key.

J-

Engine is disabled to start.

ALARM DEACTIVATED

(SYSTEM DISARMED)

ELECTRICAL - Theft-alarm System

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

(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

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

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

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

(5) All doors will then be

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.

locked,

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

keyless-locking

closed,

moreover, the system

keyless-locking

method.

closed,

will

be armed.

and is armed as

8-33

three,

!?iEeck

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

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

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

located

at the driver’s seat side either before the

ENGINE

CONTENTS

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

BASE ENGINE

Connecting Rod Crankshaft Crankshaft Pulley Cylinder Block Cylinder Head

Main Bearing Caps Piston Piston Rings Rocker Cover Silent Shaft System

Timing Belt Train

Valve Mechanism

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

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

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

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

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

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

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

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

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

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

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

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

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

11 11 12

11 10

9 7

MOUNTS

12 17 13

GENERAL INFORMATION

Engine Cut-away View

Major Specifications

Technical

LUBRICATION SYSTEM

Specifications

Construction Diagram

Features

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

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

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

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

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

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

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

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

2 4

2 3

_--

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

_..

=--Y

9-2

_. ---“.

_ _ ._

+_LI_y_---

ENGINE

..-..

General Information

1 / i "

GENERAL INFORMATION

MAJOR

Items Number and arrangement of cylinder

Cylinder bore x stroke Total displacement 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

Catalytic converter Crankcase ventilation

Evaporative emission

SPEClFlCATiONS

(in.)

(cu.in.1

recirculation system

system

control system

Non-Turbo engine

4 in-line, longitudinal

85 x 88 (3.346 x 3.465)

1997 (121.9)

9.0

Pentroof

Double overhead camshaft

(DOHC)

8 8

56BBDUS”ATDC

Pressure feed-full flow filtration Gear type Electronic control

injection

Liquid cooled-forced circulation Impeller type Impeller type

AC generator with a built-in

voltage regulator

Planetary gear reduction drive

type

Two-coil type, electronic control

ignition ignition

Conventional type: For Federal

and Canada

Electronical

For California For California

Monolithic type,

installation installation

Closed type Closed type

Charcoal canister type

type

“BTDU46”ABDC

control type:

under-floor

multipoint

fuel

Turbo engine 4 in-line, longitudinal

85 x 88 (3.346 x 3.465)

1997

(121.7)

7.8

Pentroof

Double overhead camshaft

(DOHC)

21”BTDC/Sl”ABDC 55”BBDUS”ATDC

Pressure feed-full flow filtration Gear type Electronic control multipoint fuel

injection Turbo type Liquid cooled-forced circulation

AC generator with a built-in voltage regulator

Planetary gear reduction drive Two-coil type, electronic control Conventional type: For Federal

and Canada

Electronical

Monolithic type, under-floor

Charcoal canister type

type

Row- -

control type:

_-.-

ENGINE - General Information

TECHNICAL FEATURES

HIGH PERFORMANCE AND . . FUEL ECONOMY

LOW VIBRATION AND LOW NOISE

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

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

. . . . . .

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

The

DOHC 16-valve

efficiency.

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

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.

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

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

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.

engine ensures excellent intake and exhaust

9-3

’

-.--

..-.

--.-

.._..

._ _

---

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

., __.

.-.-.

10 -

--------

ENGINE

General information

9-5

Lb..

- -. __

---

6EN0362

9-6

ENGINE

General Information

.--

-.. _

6EN0363

-44

s’ y _._--

,_ - k -

..-_ _

BASE ENGINE

Valve se

ENGINE

Base Engine

Valve guide

9-7

6ENO246

Camshaft lubricating

Squish area

Spark plug hole

Exhaust port

intake port

Piston O.D.

6EN0076

Camshaft lubricating oil passage

6ENO247

(1)

The combustion chamber is of the pentroof

The spark

plugs

are located at the center of the

(2)

type. The two intake and two exhaust ports are combustion chambers. in a crossflow arrangement. There is a area provided in the combustion chamber,

squish

(3)

The camshaft bearings are placed at six

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 tion.

combus-

of each camshaft is transmitted to the No. 1 bearing.

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

loca-

9-8

ENGINE - Base Engine

Camshaft

:kets -

sproc side

ROCKER COVER

cy CL

Bearing cap No.

Exhaust side

L: intake

stde

No. 5

No.4

no. 1

No.

intake side

6EN0077

Rocker cover

erection

plug cable is installed.

that the spark

6EN0378

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.

From air

intake

hose

Breather plate

To intake manifold

Positive crankcase

ventilation

Viewed from bottom of rocker cover

valve

Blow-by gas

Fresh air

Rocker cover

6EN0384

CYLINDER BLOCK

Engine oil main gallery

Silent shaft bearing, rear

shaft bearing,

Silent front

ENGINE

Coolant inlet

taw

Base Engine

Engine oil to

cylinder

head

9-9

engine only)

Silenishaft

rear

(1)

bearing.

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.

6EN0246

9-10

PISTON

For non-turbo engine

;nterline y FPiston ceyerline

ldentificatlon

ENGINE

For

turbo engine

Base Engine

Steel strut

6EN0124

(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.

6EN0125

6EN0249

(3)

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

the connecting rod and rotates freely in the piston.

Piston

Connecting

rod?\

~Piston

6EN0250

No. 1 piston ring

.,YM,,

No.

For turbo engine

fiFNflR7

PISTON RINGS

(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

rails and an expander.

ENGINE

Base Engine

CONNECTING ROD

(1)

The same connecting rod is used as that used in the

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.

9-11

4663

Oil jet

Front mark

6ENOO6l

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.

No. 5

Oil passage

6EN0089

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.

Oil passage

6ENOOQO

.--.

9-12

CRANKSHAFT PULLEY

ENGINE

- Base Engine

Drives the water pump and alternator

Hub-

Pulley

Drives the air conditioner compressor

Fin

Rubber

6EMI252

(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.

Timing belt cover

6EN0145

(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.

SILENT SHAFT

SYSTEM

Forward

Center of crankshaft

Silent shaft --

6ENl32

t uluv -

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 well as the rolling moment, thereby drastically

-----_

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

in the conventional

4G63-SOHC

engine.

VALVE MECHANISM

ENGINE - Base Engine

Rocker arm

9-13

Exhaust

camshaf

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

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

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

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

..........

.........

..........

.........

..........

Ift

Exhaust valve

(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

bENO

Intake valve

6ENOlOO

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

(4)

The valve springs, whose cross section is

contribute to the enhanced spring load. This in turn ensures that the valves operate properly. especially at high speed.

oval.

.---..

ENGINE

ROCKER ARM

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

- Base Engine

bearings.

,I$

Needle bearing

- I

‘Roller

6ENOlOI

(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.

6EN025-4

(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

2-valve SOHC

slipper type

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

O-valve

DOHC roller type

2.500

Engine speed

rpm

5.000

6ENOl

the need for adjustment of the valve clearance. There are four lash adjusters provided for each cylinder, 16 in all.

Oil passage ,

Lash adjuster

Cylinder head

Valve

‘-

Rocker

Camshaft

I-

IF=

Reservoir chamber

6E NO255

6EN0256

5-j

Operation of the Lash Adjuster

When the valve starts opening

ENGINE- Base Engine

During the valve opening stroke

9-15

/f-b

When the valve the opening stroke

coiqpletes

6EN0254

6EN0257

(1)

Before the valve starts opening:

No external load is applied to the

plunger,

causing the plunger to be pushed UP plunger spring, maintaining zero clearance.

.(2)

When the valve starts opening:

When the cam pushes the rocker arm, the

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 plunger to support the load from rocker arm, which

allows the valve to start

- -__

ooenino.

thus

by the

ball

6EN0256

(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 cham-

ber 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.

Chrysler Laser 1990 Talon User Manual

Specifications and Main Features

Frequently Asked Questions

User Manual

GENERAL

CLUTCH

COOLING

ELECTRICAL

ENGINE