Mazda 5 Technical Guide mazda-5-technical-guide

Download

Page 1

GENERAL INFORMATION

Toc of SCT

GENERAL INFORMATION . . . 00-00

Toc of SCT

00–00 GENERAL INFORMATION

AIM OF DEVELOPMENT . . . . . . . . . . . . 00–00–1

VEHICLE IDENTIFICATION NUMBER

(VIN) CODE . . . . . . . . . . . . . . . . . . . . . . 00–00–9

End of Toc

AIM OF DEVELOPMENT

Product concept

• Communicative & Dynamic Space Wagon

— The new generation Space Wagon has achieved an optimal balance between 'Functionality/

Communicativeness' and 'Driveability/Design'.

— All occupants, not only the driver, can enjoy the functional space in full comfort.

External View

VEHICLE IDENTIFICATION NUMBER

(VIN) . . . . . . . . . . . . . . . . . . . . . . . . . . . .00–00–10

UNITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00–00–10

NEW STANDARD . . . . . . . . . . . . . . . . . . .00–00–11

SECTION

DPE000000000T04

DPE000ZT1003

Vehicle outline Packaging

• '6 + One' packaging concept (Seven-seater specification vehicle)

— The 6-passenger cabin affords ride comfort for each passenger, and the center open space provides plus-

one functionality for enhanced passenger interaction.

— 'Casual sensibility and convenient' functionality

• The best-in-class wheel base realizes advanced driving stability.

• Adoption of wide-open sliding doors on both sides.

— Ingress/Egress improvement

• Adoption of seat sliding and double-folding functions

— Achievement of optimum functionality for each seat

Design theme

• Stylish & Clean

Design image keywords

• Sweeping wedge shape

• Feeling of solid packaging

• Compactness

Interior

• Achievement of a smooth dashboard surface

• The audio unit, climate control unit, and shift knob locations are integrated in the center panel to achieve a

refined appearance.

• The adoption of ergonomic principles on many parts realizes excellent operability and a functional interior

00–00–1

Page 2

GENERAL INFORMATION

design.

DPE000ZT1004

Safety

• The adoption of the triple-H, strenghtened frames on the floor, sides and roof areas provides enhanced protection.

• Injuries in a pedestrian-vehicle collision are minimized by the increased space between the hood and engine.

• Air bags have been adopted for the driver and passenger-side to soften the impact to the head and face of the

front passengers.

• Side air bags that effectively protect the chest area have been adopted for the front seats.

• Large curtain air bags have been adopted that deploy and cover the front and rear side windows to protect the

heads of the front and rear passengers.

• Pre-tensioner and load limiter mechanisms have been adopted for the front seat belts.

• Seat belt reminders have been adopted for the prevention of unfastened seat belts.

• Both ISO FIX and tether strap anchors are provided in the second and third-row seats for child-restraint

securing.

• An immobilizer system has been adopted. This anti-theft device prevents the engine from being started unless the encrypted identification code, transmitted from a special electronic chip embedded in the key, corresponds with the identification code registered in the vehicle.

• Power windows with a safety auto-reverse mechanism have been adopted.

Suspension

• Front suspension

— Strut-type suspension adopted — A liquid-filled bushing for the lower arm adopted — A separated input type shock absorber mount has been adopted for improved steering stability and riding

00–00–2

Page 3

comfort..

GENERAL INFORMATION

L.H.D.

R.H.D.

DPE213ZT1001

DPE213ZT1002

1 Front shock absorber and coil spring 2 Front stabilizer control link 3 Front stabilizer

4 Front lower arm 5 Front crossmember

• Rear suspension

— An E-type multi-link rear suspension adopted — A wider occupancy space has been achieved due to the separated positioning of the shock absorber and

00–00–3

Page 4

coil spring..

GENERAL INFORMATION

1 Rear shock absorber 2 Rear crossmember 3 Rear trailing link 4 View from the rear of the vehicle 5 Rear lower arm

DPE214ZT1003

6 Rear coil spring 7 Rear stabilizer control link 8 Rear stabilizer 9 Rear lateral link

10 Rear upper arm

Steering

• Power steering

— Electro Hydraulic Power Assist Steering (EHPAS) adopted (L8, LF) — Engine-speed-sensing power steering adopted (MZR-CD (RF-Turbo))

00–00–4

Page 5

L.H.D.

GENERAL INFORMATION

L8, LF

MZR-CD (RF Turbo)

PCM

1 Steering wheel 2 Steering column and shaft 3 Steering gear and linkage 4 Power steering oil pump 5 Electric power steering oil pump

DPE614ZT1001

6 EHPAS control module (built into electric power

steering oil pump) 7 steering angle sensor 8 Instrument cluster 9 EHPAS warning light

00–00–5

Page 6

R.H.D.

GENERAL INFORMATION

L8, LF

MZR-CD (RF Turbo)

PCM

DPE614ZT1002

1 Steering wheel 2 Steering column and shaft 3 Steering gear and linkage 4 Power steering oil pump 5 Electric power steering oil pump

6 EHPAS control module (built into electric power

steering oil pump) 7 steering angle sensor 8 Instrument cluster 9 EHPAS warning light

Engine

• The lightweight, aluminum alloy cylinder block and lower block provide superior vibration resistance. Superior crank support stiffness combined with lightweight pistons and connecting rods have been adopted for a comfortable, linear drive feel.

• Low-tension piston rings, and shimless tappets have been adopted to minimize friction losses and improve fuel economy.

• The following improvements have been realized (MZR-CD (RF Turbo)) due to the adoption of the common rail type fuel injection system. — Particulate matter (PM) reduction has been realized due to the extremely high pressure fuel injection

00–00–6

Page 7

GENERAL INFORMATION

system.

— NOx and PM reduction have been realized due to an optimized combustion condition and enhanced

flexibility in injection volume, timing, and pulse

• A diesel particulate filter system (MZR-CD (RF Turbo)) has been adopted to remove particulate matter (PM) in the exhaust gas.

Automatic transmission

• A slope-control function saves the driver from having to make frequent use of the brake pedal on slopes, providing the driver a feeling of smooth shift control.

• A higher 4th gear ratio promotes fuel economy during high-speed cruising.

• An expanded lockup range covers lower vehicle speeds. A control function adds lockup during deceleration that

contributes to improved fuel economy and reduced CO

Brakes

• Lever-type parking brake adopted

• Brake assist system provides enhanced brake force based on light braking effort.

• Linear, responsive braking function with an outstanding feeling of security and control characteristics.

— Stability and steerability is maintained during braking control due to the adoption of ABS or DSC for all

models, together with Electronic Brakeforce Distribution (EBD).

— A large-sized single diaphragm (10 inch) has been adopted, ensuring high brake functionality. — An intrusion-minimizing brake pedal, which minimizes the amount of rearward pedal thrust in a frontal

collision, has been adopted.

— A brake-assist function has been adopted to supplement pedal braking force and reduce speed in a shorter

distance during emergency braking.

ABS STRUCTURAL VIEW

emissions.

L.H.D.

PCM (MZR-CD (RF Turbo))

R.H.D.

PCM (L8, LF)

ABS HU/CM

PCM (MZR-CD (RF Turbo))

PCM (L8, LF)

DPE413ZT1001

00–00–7

Page 8

GENERAL INFORMATION

1 Front ABS wheel-speed sensor 2 Front ABS sensor rotor 3 Rear ABS wheel-speed sensor 4 Rear ABS sensor rotor

DYNAMIC STABILITY CONTROL (DSC) STRUCTURAL VIEW

MZR-CD (RF Turbo) L8, LF

10 11

L.H.D.

1011

1313

5 Instrument cluster 6 Brake system warning light 7 ABS warning light

DSC HU/CM

PCM (MZR-CD (RF Turbo))

PCM (L8, LF)

R.H.D.

PCM (L8, LF)

1 Front ABS wheel-speed sensor 2 Front ABS sensor rotor 3 Rear ABS wheel-speed sensor 4 Rear ABS sensor rotor 5 Combined sensor 6 Brake fluid pressure sensor (Built into DSC HU/CM) 7 Steering angle sensor

DSC HU/CM

PCM (MZR-CD (RF Turbo))

DPE415ZT1001

8 DSC OFF switch

9 Instrument cluster 10 DSC OFF light 11 DSC indicator light 12 Brake system warning light 13 ABS warning light

Equipment for enhanced comfort

• Left/right sliding doors

— Auto closure

00–00–8

Page 9

GENERAL INFORMATION

— The electrically operated sliding doors can also be opened and closed using the advanced key or keyless-

entry transmitter.

• Driver support system — The 'Back monitor system with predicted vehicle track display' system, with front and rear-mounted CCD

cameras, displays the line the vehicle will follow as calculated from the steering-wheel angle.

• Audio system — The 20 GB built-in hard disc drive audio also provides remote operation using the wireless remote

controller.

• Rear seat entertainment system — Remote operation using the wireless remote controller is possible for the retractable 7-inch LCD and DVD

mounted on the ceiling, and TV reception.

• Advanced Keyless Entry and Start Up System — Doors are locked/unlocked and the engine is started/stopped without the use of a conventional key.

• KARAKURI storage box — Storage space is provided with storage boxes under the seat bottoms of the second row seats.

End Of Sie

VEHICLE IDENTIFICATION NUMBER (VIN) CODE

European (L.H.D. U.K.) specs.

DPE000000000T01

J M Z C R 1 9 8 2 5 # 1 2 3 4 5 6

Serial No.

Plant

for Europe-RHD: Dummy for Europe-LHD: Dummy for Others: Model year

Transmission

Engine type

Body style

Drive axle

Vehicle type

World manufacturer identification

0= Hiroshima 1= Hofu

0 5 to 9 (Same as model year-Israel etc.) 5= 2005

2= 5MTX 5= 4ATX 6= 6MTX

8= L8 (1.8 L) F= LF (2.0 L) T= RF-Turbo-Standard power (2.0 L) R= RF-Turbo-High power (2.0 L)

9= 4-door Station Wagon

1= FF

CR= Mazda5

JMZ= European (L.H.D. U.K.)

DPE000ZW1005

00–00–9

Page 10

General (L.H.D R.H.D) specs.

J M 6 C R 10 F 1 0 0 1 2 3 4 5 6

GENERAL INFORMATION

Serial No.

End Of Sie

VEHICLE IDENTIFICATION NUMBER (VIN)

European (L.H.D) specs.

JMZ CR1982*# 100001— JMZ CR19F2*# 100001— JMZ CR19F5*# 100001— JMZ CR19R6*# 100001— JMZ CR19T6*# 100001—

No significance

Model year

No significance

Model change code

Engine type

Body style

Vehicle type

World manufacturer identification

0 = Dummy

5= 2005, 6= 2006 0 = Dummy

F= LF (2.0 L)

10 = Closed body

CR= Mazda5

JM6 = General (R.H.D.) specs. JM7 = General (L.H.D.) specs.

DPE000ZW1006

DPE000000000T05

U.K. specs.

JMZ CR19820# 100001— JMZ CR19F20# 100001— JMZ CR19R60# 100001— JMZ CR19T60# 100001—

General (L.H.D) specs.

JM7 CR10F1*0 100001— JM7 CR10F100 100001—

General (R.H.D) specs.

JM6 CR10F100 100001—

End Of Sie

UNITS

Electrical current A (ampere) Electric power W (watt) Electric resistance ohm Electric voltage V (volt)

Length

Negative pressure

Positive pressure

mm (millimeter) in (inch) kPa (kilo pascal) mmHg (millimeters of mercury) inHg (inches of mercury) kPa (kilo pascal)

(kilogram force per square

kgf/cm centimeter)

psi (pounds per square inch)

DPE000000000T02

00–00–10

Page 11

GENERAL INFORMATION

N·m (Newton meter) kgf·m (kilogram force meter)

To r qu e

Volume

Weight

Conversion to SI Units (Système International d'Unités)

• All numerical values in this manual are based on SI units. Numbers shown in conventional units are converted from these values.

Rounding Off

• Converted values are rounded off to the same number of places as the SI unit value. For example, if the SI unit value is 17.2 and the value after conversion is 37.84, the converted value will be rounded off to 37.8.

kgf·cm (kilogram force centimeter) ft·lbf (foot pound force) in·lbf (inch pound force) L (liter) US qt (U.S. quart) Imp qt (Imperial quart) ml (milliliter) cc (cubic centimeter) cu in (cubic inch) fl oz (fluid ounce) g (gram) oz (ounce)

Upper and Lower Limits

• When the data indicates upper and lower limits, the converted values are rounded down if the SI unit value is an upper limit and rounded up if the SI unit value is a lower limit. Therefore, converted values for the same SI unit value may differ after conversion. For example, consider 2.7 kgf/cm

210—260 kPa {2.1—2.7 kgf/cm 270—310 kPa {2.7—3.2 kgf/cm

• The actual converted values for 2.7 kgf/cm

, 30—38 psi}

, 39—45 psi}

are 265 kPa and 38.4 psi. In the first specification, 2.7 is used as

in the following specifications:

an upper limit, so the converted values are rounded down to 260 and 38. In the second specification, 2.7 is used as a lower limit, so the converted values are rounded up to 270 and 39.

End Of Sie

NEW STANDARD

• Following is a comparison of the previous standard and the new standard.

New Standard Previous Standard

Abbrevi-

ation

AP Accelerator Pedal — Accelerator Pedal APP Accelerator Pedal Position — Accelerator Pedal Position ACL Air Cleaner — Air Cleaner

A/C Air Conditioning — Air Conditioning

BARO Barometric Pressure — Atmospheric Pressure

B+ Battery Positive Voltage

— Brake Switch — Stoplight Switch — Calibration Resistor — Corrected Resistance #6

CMP sensor Camshaft Position Sensor — Crank Angle Sensor

LOAD Calculated Load Voltage — —

CAC Charge Air Cooler — Intercooler CLS Closed Loop System — Feedback System CTP Closed Throttle Position — Fully Closed CPP Clutch Pedal Position — Clutch Position

CIS Continuous Fuel Injection System EGI Electronic Gasoline Injection System

CS sensor Control Sleeve Sensor CSP sensor Control Sleeve Position Sensor #6

CKP sensor Crankshaft Position Sensor — Crank Angle Sensor 2

DLC Data Link Connector — Diagnosis Connector

DTM Diagnostic Test Mode — Test Mode #1

Name

Abbrevi-

ation

Name

Battery Voltage

DPE000000000T03

Remark

00–00–11

Page 12

GENERAL INFORMATION

New Standard Previous Standard

Abbrevi-

ation

DTC Diagnostic Trouble Code(s) — Service Code(s)

DI Distributor Ignition — Spark Ignition

DLI Distributorless Ignition — Direct Ignition

EI Electronic Ignition — Electronic Spark Ignition #2

ECT Engine Coolant Temperature — Water Thermo

EM Engine Modification — Engine Modification

— Engine Speed Input Signal — Engine RPM Signal

EVAP Evaporative Emission — Evaporative Emission

EGR Exhaust Gas Recirculation — Exhaust Gas Recirculation

FC Fan Control — Fan Control FF Flexible Fuel — Flexible Fuel

4GR Fourth Gear — Overdrive

— Fuel Pump Relay — Circuit Opening Relay #3

FSO

solenoid

GEN Generator — Alternator

GND Ground — Ground/Earth

HO2S Heated Oxygen Sensor — Oxygen Sensor With heater

IAC Idle Air Control — Idle Speed Control

— IDM Relay — Spill Valve Relay #6 — Incorrect Gear Ratio — — — Injection Pump FIP Fuel Injection Pump #6 — Input/Turbine Speed Sensor — Pulse Generator

IAT Intake Air Temperature — Intake Air Thermo

KS Knock Sensor — Knock Sensor

MIL Malfunction Indicator Lamp — Malfunction Indicator Light MAP Manifold Absolute Pressure — Intake Air Pressure MAF Mass Air Flow — Mass Air Flow

MAF sensor Mass Air Flow Sensor — Airflow Sensor

MFL Multiport Fuel Injection — Multiport Fuel Injection

OBD On-Board Diagnostic — Diagnosis/Self Diagnosis

OL Open Loop — Open Loop

— Output Speed Sensor — Vehicle Speed Sensor 1

OC Oxidation Catalytic Converter — Catalytic Converter O2S Oxygen Sensor — Oxygen Sensor PNP Park/Neutral Position — Park/Neutral Range

PID Parameter Identification — Parameter Identification

— PCM Control Relay — Main Relay #6

PSP Power Steering Pressure — Power Steering Pressure

PCM Powertrain Control Module ECU Engine Control Unit #4

— Pressure Control Solenoid — Line Pressure Solenoid Valve

PAIR Pulsed Secondary Air Injection — Secondary Air Injection System

— Pump Speed Sensor — NE Sensor #6

AIR Secondary Air Injection — Secondary Air Injection System

SAPV Secondary Air Pulse Valve — Reed Valve

SFI Sequential Multipoint Fuel Injection — Sequential Fuel Injection

— Shift Solenoid A

— Shift Solenoid B

— Shift Solenoid C — 3-4 Shift Solenoid Valve

Fuel Shut Off Solenoid FCV Fuel Cut Valve #6

Name

Abbrevi-

ation

— 1-2 Shift Solenoid Valve — Shift A Solenoid Valve — 2-3 Shift Solenoid Valve — Shift B Solenoid Valve

Name

Remark

Pulsed injection

Injection with air pump

00–00–12

Page 13

GENERAL INFORMATION

New Standard Previous Standard

Abbrevi-

ation

3GR Third Gear — 3rd Gear TWC Three Way Catalytic Converter — Catalytic Converter

TB Throttle Body — Throttle Body TP Throttle Position — —

TP sensor Throttle Position Sensor — Throttle Sensor

TCV Timer Control Valve TCV Timing Control Valve #6

TCC Torque Converter Clutch — Lockup Position

TCM

—

TR Transmission (Transaxle) Range — Inhibitor Position TC Turbocharger — Turbocharger

VSS Vehicle Speed Sensor — Vehicle Speed Sensor

VR Voltage Regulator — IC Regulator

VAF sensor Volume Air Flow Sensor — Air flow Sensor

WUTWC

WOT Wide Open Throttle — Fully Open

Transmission (Transaxle) Control Module

Transmission (Transaxle) Fluid Temperature Sensor

Warm Up Three Way Catalytic Converter

Name

Abbrevi-

ation

— EC-AT Control Unit

— ATF Thermosensor

— Catalytic Converter #5

Name

Remark

#1: Diagnostic trouble codes depend on the diagnostic test mode #2: Controlled by the PCM #3: In some models, there is a fuel pump relay that controls pump speed. That relay is now called the fuel pump

relay (speed). #4: Device that controls engine and powertrain #5: Directly connected to exhaust manifold #6: Part name of diesel engine

End Of Sie

00–00–13

Page 14

ENGINE

Toc of SCT

OUTLINE . . . . . . . . . . . . . . . . . 01-00

ON-BOARD DIAGNOSTIC

[ENGINE CONTROL SYSTEM

(L8, LF)]. . . . . . . . . . . . . . . . . 01-02A

ON-BOARD DIAGNOSTIC

[MZR-CD (RF Turbo)] . . . . . . 01-02B

MECHANICAL [L8, LF]. . . . . . . 01-10A

MECHANICAL

[MZR-CD (RF Turbo)] . . . . . . 01-10B

LUBRICATION [L8, LF] . . . . . . 01-11A

LUBRICATION

[MZR-CD (RF Turbo)] . . . . . . 01-11B

COOLING SYSTEM [L8, LF] . . 01-12A COOLING SYSTEM

[MZR-CD (RF Turbo)] . . . . . . 01-12B

INTAKE-AIR SYSTEM

[L8, LF] . . . . . . . . . . . . . . . . . 01-13A

INTAKE-AIR SYSTEM

[MZR-CD (RF Turbo)] . . . . . . 01-13B

FUEL SYSTEM [L8, LF] . . . . . . 01-14A

SECTION

FUEL SYSTEM

[MZR-CD (RF Turbo)]. . . . . . . 01-14B

EXHAUST SYSTEM [L8, LF]. . . 01-15A EXHAUST SYSTEM

[MZR-CD (RF Turbo)]. . . . . . . 01-15B

EMISSION SYSTEM [L8, LF] . . 01-16A EMISSION SYSTEM

[MZR-CD (RF Turbo)]. . . . . . . 01-16B

CHARGING SYSTEM

[[L8, LF] . . . . . . . . . . . . . . . . . 01-17A

CHARGING SYSTEM

[MZR-CD (RF Turbo)]. . . . . . . 01-17B

IGNITION SYSTEM. . . . . . . . . . 01-18

STARTING SYSTEM [L8, LF] . . 01-19A STARTING SYSTEM

[MZR-CD (RF Turbo)]. . . . . . . 01-19B

CONTROL SYSTEM [L8, LF] . . 01-40A CONTROL SYSTEM

[MZR-CD (RF Turbo)]. . . . . . . 01-40B

Toc of SCT

01–00 OUTLINE

ENGINE ABBREVIATIONS. . . . . . . . . . . 01–00–1

ENGINE FEATURES [L8, LF] . . . . . . . . . 01–00–2

End of Toc

ENGINE ABBREVIATIONS

AAS Air Adjusting Screw ABDC After Bottom Dead Center ABS Antilock Brake System ACC Accessories ATDC After Top Dead Center ATX Automatic Transaxle BBDC Before Bottom Dead Center BDC Bottom Dead Center BTDC Before Top Dead Center CAN Controller Area Network CCM Comprehensive Component Monitor CM Control Module DC Drive Cycle DLC-2 Data Link Connector-2 DOHC Double Overhead Camshaft DPF Diesel Particulate Filter DSC Dynamic Stability Control EX Exhaust

ENGINE FEATURES

[MZR-CD (RF Turbo)]. . . . . . . . . . . . . . . 01–00–3

ENGINE SPECIFICATION [L8, LF] . . . . . 01–00–4

ENGINE SPECIFICATION

[MZR-CD (RF Turbo)]. . . . . . . . . . . . . . . 01–00–7

DPE010002000T01

01–00–1

Page 15

FFD Freeze Frame Data HLA Hydraulic Lash Adjuster HU Hydraulic Unit IG Ignition IN Intake KOEO Key On Engine Off KOER Key On Engine Running M Motor MRE Magneto Resistance Element MTX Manual Transaxle PATS Passive Anti-theft System PC Pending Code PCV Positive Crankcase Ventilation PID Parameter Identification PM Particulate Matter P/S Power Steering SEI Single Electric Ignition SST Special Service Tool TAS Throttle Adjust Screw TDC Top Dead Center VBC Variable Boost Control WDS Worldwide Diagnostic System

OUTLINE

End Of Sie

ENGINE FEATURES [L8, LF]

Mechanical

• Aluminum alloy cylinder head and cylinder block adopted

Reduced weight

Reduced engine noise and vibration

Improved serviceability

Lubrication

Reduced noise • Aluminum alloy oil pan adopted Reduced weight • Plastic oil strainer adopted

Improved lubricity

Cooling System

Reduced weight

Miniaturization • Built-in type water pump adopted Reduced engine noise and

vibration Reduced power consumption • Fan control module adopted

• Aluminum alloy engine mount bracket adopted

• Plastic cylinder head cover adopted (LF)

• Silent timing chain adopted

• Crankshaft pulley with torsional damper adopted

• Pendulum type engine mount adopted

• Deep, skirt-type cylinder block adopted, composed of an integrated main bearing cap

together with a ladder frame structure (LF)

• Drive belt auto tensioner adopted

• Timing chain adopted

• Engine front cover with service holes adopted

• Stretch-type A/C drive belt adopted (LF)

• Trochoid gear type oil pump adopted

• Oil jet valves adopted

• Water-cooled type oil cooler adopted

• Cross flow type radiator with aluminum core and plastic tank adopted

• Stainless steel thermostat with plastic thermostat cover adopted

• Electric cooling fan adopted

• Fan control module adopted

DPE010002000T02

Intake air System

Improved engine torque • Variable intake air system adopted (LF) Improved noise reduction • Resonance chamber adopted Improved emission performance • Variable tumble system adopted

01–00–2

Page 16

OUTLINE

Fuel System

Improved serviceability

Reduction of evaporative gas • Returnless fuel system adopted

Emission System

Improved exhaust gas purification

Charging System

Improved reliability • Battery duct adopted Miniaturization • Non-regulator type generator with built-in power transistor adopted

Ignition System

Improved reliability • Independent ignition control system with distributorless ignition coil adopted

Improved durability

Starting System

Improved startability • Reduction type starter adopted

Control System

Improved engine torque and output

Improved emission performance

Wiring harness simplification • Controller area network (CAN) adopted

• Nylon tubes adopted for fuel hoses in the engine compartment and around the fuel tank, and quick release connectors adopted for joints

• Exhaust gas recirculation (EGR) system adopted

• Catalytic converter system adopted

• Spark plug with an iridium alloy center electrode and platinum tip ground electrode

adopted

• Variable intake air control adopted (LF)

• Variable tumble control adopted

• EGR system adopted

End Of Sie

ENGINE FEATURES [MZR-CD (RF TURBO)]

Mechanical

Improved power performance • Coated pistons have been adopted

• An aluminium alloy oil pan upper block has been adopted

Reduced engine noise and vibration

Improved serviceability

Improved design • An engine cover has been adopted

Lubrication

Improved lubricity

Cooling System

Reduced weight • Cross flow type radiator with aluminum core and plastic tank adopted Reduced engine noise and

vibration Reduced power consumption • Fan control module adopted

Intake air System

Power efficiency, performance, and fuel economy

• An eight counter weight crankshaft has been adopted

• A crankshaft pulley cover has been adopted

• An engine cover with insulator has been adopted

• A pendulum type engine mount has been adopted

• A serpentine type drive belt has been adopted

• An auto tensioner that automatically adjusts the drive belt tension has been adopted

• Trochoid gear type oil pump adopted

• Oil jet valves adopted

• Water-cooled type oil cooler adopted

• Electric cooling fan adopted

• Fan control module adopted

• A variable geometry turbocharger has been adopted

DPE010002000T05

Fuel System

Exhaust gas purification • Common rail injection system adopted

01–00–3

Page 17

OUTLINE

Emission System

• Diesel particulate filter system adopted

Improved exhaust gas purification

Improved reliability

Charging System

Miniaturization • Non-regulator type generator with built-in power transistor adopted

Starting System

Improved startability • Reduction type starter adopted

Control System

Improved emission gas purification

Wiring harness simplification • Controller area network (CAN) adopted Improved drivability • Cruise control adopted

• EGR system adopted

• EGR cooler adopted

• Intake shutter valve adopted

• Oxidation catalytic converter adopted

• Rollover valve adopted

• Evaporative chamber adopted

• Intake shutter valve control adopted

• Fuel injection control changed

• Diesel particulate filter regeneration control adopted

• EGR control adopted

End Of Sie

ENGINE SPECIFICATION [L8, LF]

Specification

Item

MECHANICAL

Cylinder arrangement and number In-line, 4-cylinder Combustion chamber Pentroof Valve system DOHC, timing chain driven, 16 valves Displacement (ml {cc, cu in}) 1,598 {1,598, 97.5} 1,999 {1,999, 122.0} Bore × stroke (mm {in}) 78.0 × 83.6 {3.07 × 3.29} 87.5 × 83.1 {3.44 × 3.27} Compression ratio 10.0:1 10.8:1

Compression pressure

Val ve timin g

Valve clearance (mm {in})

LUBRICATION SYSTEM

Ty pe Force-fed type Oil pressure (reference value)

[oil temperature: 100°C {212°F}]

Type Trochoid gear type

Oil pump

Oil cooler Type Water-cooled

Oil filter

Relief valve opening pressure (reference value)

Type Full-flow, paper element

Bypass pressure

(kPa {kgf/cm Open BTDC (°)4 4 Close ABDC (°)33 52 Open BBDC (°)37 37 Close ATDC (°)4 4

(kPa {kgf/cm

, psi} [rpm])

(kPa {kgf/cm

, psi}

, psi})

1,470 {14.99, 213.2} [250] 1,720 {17.54, 249.5} [300]

L8 LF

234—521 {2.39—5.31, 33.9—75.5}

450—550 {4.59—5.61, 65.3—79.8}

80—120 {0.82—1.22, 11.6—17.4}

Specifications

0.22—0.28

{0.0087—0.011}

[Engine cold]

0.27—0.33

{0.0107—0.0129}

[Engine cold]

[3,000]

DPE010002000T04

01–00–4

Page 18

OUTLINE

Item

Oil capacity (approx. quantity)

COOLING SYSTEM

Ty p e Water-cooled, Electromotive

Coolant capacity (approx. quantity) (L {US qt, lmp qt})

Water pump Type Centrifugal, V-ribbed belt-driven

Thermostat

Radiator Type Corrugated fin Cooling system

cap

Cooling fan

FUEL SYSTEM

Injector

Pressure regulator

Fuel tank Capacity (L {US gal, lmp gal}) 60 {16, 13} Fuel pump Type Electric

Fuel Type

EMISSION SYSTEM

Catalyst Type WU-TWC (monolith)

Evaporative emission control system

PCV system Type Closed type

CHARGING SYSTEM

Battery

Generator

IGNITION SYSTEM

Total (dry engine) (L {US qt, lmp qt}) 4.6 {4.9, 4.0} Oil replacement (L {US qt, lmp qt}) 3.9 {4.1, 3.4} Oil and oil filter

replacement

Type Wax, bottom-bypass Opening

temperature Full-open temperature (°C {°F}) 97 {207} Full-open lift (mm {in}) 8.0 {0.31} or more

Cap valve opening pressure

Ty pe E le c tri c Number of blades 7 Outer diameter (mm {in}) 360 {14.2} Fan motor output (W) 240

Regulating pressure

Type Charcoal canister type

Voltage (V) 12 Type and capacity

(5-hour rate) Output (V-A) 12-90 Regulated voltage Self diagnosis function

(L {US qt, lmp qt}) 4.3 {4.5, 3.8}

(°C {°F}) 80—84 {176—183}

(kPa {kgf/cm

Type Hi-ohmic Type of fuel delivery Top-feed Type of drive Voltage

(kPa {kgf/cm

, psi})

Premium unleaded fuel {Research octane number is 95 or

more (conforming to EN228}

(Research octane number is 91)

(A·h) 50D20L (40), 75D23L (52)

L8 LF

93.2—122.6 {0.95—1.25, 13.5—17.8}

(Research octane number is 90 or more)

Specifications

With heater: 7.0 {7.4, 6.2}

Without heater: 6.5 {6.9, 5.7}

approx. 390 {3.98, 56.6}

*1}*2

, Regular unleaded fuel

WU-TWC (monolith),

TWC (monolith)

Controlled by PCM

01–00–5

Page 19

OUTLINE

Item

Type SEI (Single Electronic Ignition) Spark advance Electronic

Ignition system

Firing order

Spark plug Type L303 18 110

STARTING SYSTEM

Starter

CONTROL SYSTEM

EGR control Type Stepping motor type

Type Coaxial reduction Output (kW) 1.0

L8 LF

1—3—4—2 (all cylinders independent firing)

Specifications

CYLINDER No.

CRANKSHAFT PULLEY

ENGINE

*1 : Europe specs. *2 : European countries, Israel, Cyprus, Singapore, Brunei, Trinidad and Tobago, China (Hong Kong, Macao),

Honduras, Panama, Nicaragua, Lebanon, El Salvador, Morocco, Taiwan, Indonesia, Guadeloup, French

Guiana, Reunion, Canary Islands, New Caledonia, Turkey, Martinique *3 : Peru *4 : Chile, Costa Rica, The Philippines, Guatemala, Venezuela

Recommended engine oil

Item

Grade

Viscosity (SAE) 5W–30 10W–40 5W–20

Remarks Mazda genuine Dexelia oil e.g. ——

API SL or ACEA

A3/A5

Europe Except Europe

API SL or ACEA A3 API SG/SH/SJ/SL or ILSAC GF–2/GF–3

Specifications

40, 30, 20, 20W–20, 10W–30, 10W–40,

10W–50, 20W–40, 15W–40, 20W–50,

15W–50, 5W–20, 5W–30

01–00–6

Page 20

Engine Performance Curve

OUTLINE

165 N·m /4,000rpm

120

110 100

90 80 70 60

(kW)

40 30 20 10

1,000 3,0002,000 4,000 5,000 5,500 6,500

85 kW/5,300rpm

(rpm)

1 Engine speed 2 Output

180 170 160 150 140 130

(N·m)

(kW)

185 N·m /4,500rpm

120 110

100

90 80 70

60 50 40 30 20 10

1,000 3,0002,000 4,000 5,000 6,000 7,000

107 kW/6,000rpm

(rpm)

3 Torque

200 190 180 170

160

(N·m)

150 140 130

DPE100AT1001

End Of Sie

ENGINE SPECIFICATION [MZR-CD (RF TURBO)]

Specification

Item

MECHANICAL

Ty p e Diesel, 4-cycle

Cylinder arrangement and number In-line, 4 cylinder

Combustion chamber Direct injection

Valve system SOHC, belt-driven, 16-valve

Displacement (ml {cc, cu in}) 1,998 {1,988, 122.9}

Bore x stroke (mm {in}) 86.0 x 86.0 {3.39 x 3.39}

Compression ratio 16.7

Compression pressure

Valve timing

Valve clearance

[engine cold]

(kPa {kgf/cm

Open BTDC (°)6 Close ABDC (°)30 Open BBDC (°)41

Close ATDC (°)8 IN (mm {in}) 0.12—0.18 {0.0048—0.0070} EX (mm {in}) 0.32—0.38 {0.0126—0.0149}

, psi}

[rpm])

LUBRICATION SYSTEM

Ty p e Force-fed type

Oil pressure (reference value) [oil temperature: 100°C {212°F}]

(kPa {kgf/cm

, psi}

[rpm])

Type Trochoid gear type

Oil pump

Relief valve opening pressure (reference value)

(kPa {kgf/cm

, psi}

580—700 {5.9—7.1, 84.1—101.5} [3,000]

Oil cooler Type Water-cooled

Specifications

MZR-CD (RF Turbo)

2,900 {29.6, 420.7} [250]

147 {1.5, 21} min. [1,000] 343 {3.5, 50} min. [3,000]

DPE010002000T06

01–00–7

Page 21

OUTLINE

Item

Oil filter

Oil capacity (approx. quantity)

COOLING SYSTEM

Ty pe Water-cooled, Electromotive

Coolant capacity (approx. quantity) (L {US qt, lmp qt})

Water pump Type Centrifugal, Timing belt-driven

Thermostat

Radiator Type Corrugated fin

Cooling system cap

Cooling fan

INTAKE AIR SYSTEM

Turbocharger type Variable geometry turbocharger Air cleaner element Dry type Glow plug type Stainless type

FUEL SYSTEM

Supply pump Electronic control Fuel injector Electromagnetic control Fuel tank capacity (reference) (L {US gal, lmp gal}) 60 {16, 13}

EMISSION SYSTEM

EGR valve type DC motor Intake shutter valve type DC motor

Catalytic converter type

Diesel particulate filter system type Catalyzed diesel particulate filter

CHARGING SYSTEM

Battery

Generator

STARTING SYSTEM

Starter

CONTROL SYSTEM

IAT sensor (Inside MAF) Thermistor MAF sensor Hot-wire IAT sensor No.2 Thermistor Intake shutter valve position sensor Hall element type Boost sensor Piezoelectric element ECT sensor Thermistor CMP sensor Magneto resistance element CKP sensor Magneto resistance element

Type Full-flow, paper element

Bypass pressure

Total (dry engine) (L {US qt, lmp qt}) 5.5 {5.8, 4.8} Oil replacement (L {US qt, lmp qt}) 4.9 {5.2, 4.3} Oil and oil filter replacement (L {US qt, lmp qt}) 5.1 {5.4, 4.5}

Type Wax, bottom-bypass Opening temperature (°C {°F}) 80—84 {176—183} Full-open temperature (°C {°F}) 95 {203} Full-open lift (mm {in}) 8.5 {0.33} or more

Cap valve opening pressure

Ty pe E lec t r ic Number of blades 7 Outer diameter (mm {in}) 360 {14.2} Fan motor output (W) 240

Voltage (V) 12 Type and capacity

(5-hour rate) Output (V-A) 12-90 Regulated voltage Self diagnosis function

(kPa {kgf/cm

Type Coaxial reduction Output (kW) 2.2

, psi})

(A·h) 95D31L (64), 115D31L (70)

78—118 {0.8—1.2, 11.3—17.1}

93.2—122.6 {0.95—1.25, 13.5—17.8}

Oxidation catalytic converter (monolithic

Specifications

MZR-CD (RF Turbo)

With heater: 8.5 {9.0, 7.5}

Without heater: 8.0 {8.5, 7.0}

catalyst)

Controlled by PCM

01–00–8

Page 22

OUTLINE

Item

Specifications

MZR-CD (RF Turbo)

APP sensor Hall element type EGR valve position sensor Potentiometer Exhaust gas temperature sensor (Lower) Thermistor Exhaust gas temperature sensor (Middle) Thermistor Exhaust gas temperature sensor (Upper) Thermistor Exhaust gas pressure sensor Semiconductor type

HO2S

Zirconia element (Stoichiometric air/fuel ratio

sensor) BARO sensor (built into PCM) Piezoelectric element Fuel temperature sensor Thermistor Fuel pressure sensor Piezoelectric element Exhaust gas pressure correction temperature sensor Thermistor Neutral switch ON/OFF Clutch switch ON/OFF PSP switch ON/OFF

Recommended engine oil

Item Specifications

Grade ACEA C1 or JASO DL-1 Viscosity (SAE) 5W-30

Engine Performance Curve

310 N·m / 2,500rpm

(kw)

100

1 Engine speed 2 Output 3 Torque

81kw / 2500rpm

1000

2000 3000 4000

(rpm)

5000

(N·m)

400

350

300

250

200

150

360 N·m / 2,500rpm

(kw)

100

105kw / 3,500rpm

1000

4 Standard power 5 Hi power

2000 3000 4000

(rpm)

(N·m)

400

350

300

250

200

150

5000

DPE000BT2001

End Of Sie

01–00–9

Page 23

ON-BOARD DIAGNOSTIC [ENGINE CONTROL SYSTEM (L8, LF)]

01–02A ON-BOARD DIAGNOSTIC [ENGINE CONTROL

SYSTEM (L8, LF)]

ON-BOARD DIAGNOSTIC OUTLINE

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–02A–1

DIAGNOSTIC TEST MODE [L8, LF]. . . . 01–02A–2

DTC DETECTION LOGIC AND

CONDITIONS [L8, LF]. . . . . . . . . . . . . . 01–02A–5

KOEO/KOER SELF-TEST [L8, LF]. . . . . 01–02A–10

PID/DATA MONITOR AND RECORD

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . . 01–02A–11

SIMULATION TEST [L8, LF] . . . . . . . . . . 01–02A–13

DIAGNOSTIC SYSTEM WIRING DIAGRAM

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . . 01–02A–14

End of Toc

ON-BOARD DIAGNOSTIC OUTLINE [L8, LF]

Features

To meet the EOBD regulations • Diagnostic test modes adopted Improved serviceability • DTCs adopted

• KOEO/KOER self-test function adopted

• PID/DATA monitor function adopted

• Simulation test function adopted

Block Diagram

PCM

DPE010200000T07

DLC-2

( CAN )

1 OBD system 2 Malfunction indication function 3MIL 4 Memory function 5 Tester communication function 6 WDS or equivalent 7 Detection function

8 PID data monitor function

9 Simulation test function 10 Fail-safe function 11 Input device 12 Engine control system 13 Output device

DPE102AT2601

01–02A–1

Page 24

ON-BOARD DIAGNOSTIC [ENGINE CONTROL SYSTEM (L8, LF)]

End Of Sie

DIAGNOSTIC TEST MODE [L8, LF]

• To meet EOBD regulations, the following diagnostic test modes have been adopted.

Diagnostic test mode Item

Mode 01 Sending diagnostic data (PID data monitor/On-board system readiness test) Mode 02 Sending freeze frame data Mode 03 Sending emission-related malfunction code (DTC) Mode 04 Clearing/resetting emission-related malfunction information Mode 06 Sending intermittent monitoring system test results (DMTR) Mode 07 Sending continuous monitoring system test results (pending code) Mode 09 Request vehicle information

Sending Diagnostic Data PID data monitor

• The PID data monitor items are shown below.

PID data monitor table

Support item Unit

Monitor status since DTCs cleared No unit Fuel system loop status Refer to list below. LOAD % ECT °C °F Short term fuel trim % Long term fuel trim % MAP kPa Engine speed rpm Vehicle speed km/h mph Spark advance ° IAT °C °F MAF g/s Absolute TP % O2S location No unit Input voltage from front HO2S V Input voltage from rear HO2S V OBD requirement according to vehicle design No unit Time since engine start s Distance travelled while MIL is activated km miles EGR valve control signal % Purge solenoid valve control signal % Number of warm-ups since DTCs cleared No unit Distance travelled since DTCs cleared km miles BARO kPa Estimated catalyst converter temperature °C °F Monitor status this DC No unit PCM voltage V Absolute load value % Commanded equivalence ratio No unit Relative TP %

DPE010200000T08

Meaning of fuel system loop status

• The following information is displayed on the tester.

— Feedback stops: ECT is lower than the determined feedback zone. — Feedback operating: HO2S being used for feedback is normal. — Feedback stops: Open loop due to driving condition — Feedback stops: Open loop due to detected system fault — Feedback operating: Malfunction occurred in HO2S (rear) system

On-board system readiness test

• The items supported by the on-board system readiness test are shown below.

01–02A–2

Page 25

ON-BOARD DIAGNOSTIC [ENGINE CONTROL SYSTEM (L8, LF)]

Continuous monitoring system

— HO2S heater — Fuel system — Misfire — CCM

Intermittent monitoring system

— HO2S — Catalyst

Sending Freeze Frame Data

• The Freeze Frame Data monitor items are shown below.

Freeze Frame Data monitor table

Support item Unit

DTC that caused required Freeze Frame Data storage No unit Fuel system loop status Refer to list below. LOAD % ECT °C °F Short term fuel trim % Long term fuel trim % MAP kPa Engine speed rpm Vehicle speed km/h mph Spark advance ° IAT °C °F MAF g/s Absolute TP % Time since engine start s EGR valve control signal % Purge solenoid valve control signal % Number of warm-ups since DTCs cleared No unit Distance travelled since DTCs cleared km miles BARO kPa Estimated catalyst converter temperature °C °F PCM voltage V Absolute load value % Commanded equivalence ratio No unit Relative TP %

Meaning of fuel system loop status

• The following information is displayed on the tester.

Sending Emission-related Malfunction Code

• The DTCs are shown below.

DTC table

×: Applicable

—: Not applicable

DTC No. Condition MIL DC Monitor item

P0031 Front HO2S heater circuit low input ON 2 HO2S heater × P0032 Front HO2S heater circuit high input ON 2 HO2S heater × P0037 Rear HO2S heater circuit low input ON 2 HO2S heater × P0038 Rear HO2S heater circuit high input ON 2 HO2S heater × P0101 MAF sensor circuit range/performance problem ON 2 CCM × P0102 MAF sensor circuit low input ON 1 CCM × P0103 MAF sensor circuit high input ON 1 CCM ×

01–02A–3

Memory function

Page 26

ON-BOARD DIAGNOSTIC [ENGINE CONTROL SYSTEM (L8, LF)]

DTC No. Condition MIL DC Monitor item

P0107 MAP sensor circuit low input ON 1 CCM × P0108 MAP sensor circuit high input ON 1 CCM × P0111 IAT sensor circuit range/performance problem ON 2 CCM × P0112 IAT sensor circuit low input ON 1 CCM × P0113 IAT sensor circuit high input ON 1 CCM × P0117 ECT sensor circuit low input ON 1 CCM × P0118 ECT sensor circuit high input ON 1 CCM × P0121 TP sensor stuck closed ON 2 CCM × P0122 TP sensor circuit low input ON 1 CCM × P0123 TP sensor circuit high input ON 1 CCM × P0125 Excessive time to enter closed loop fuel control ON 2 CCM × P0132 Front HO2S circuit high input ON 2 HO2S × P0133 Front HO2S circuit problem ON 2 HO2S × P0134 Front HO2S no activity detected ON 2 HO2S × P0138 Rear HO2S circuit high input ON 2 HO2S × P0140 Rear HO2S no activity detected ON 2 HO2S × P0300 Random misfire detected Flash/ON 1 or 2 Misfire × P0301 Cylinder No.1 misfire detected Flash/ON 1 or 2 Misfire × P0302 Cylinder No.2 misfire detected Flash/ON 1 or 2 Misfire × P0303 Cylinder No.3 misfire detected Flash/ON 1 or 2 Misfire × P0304 Cylinder No.4 misfire detected Flash/ON 1 or 2 Misfire × P0327 KS circuit low input ON 1 CCM × P0328 KS circuit high input ON 1 CCM × P0335 CKP sensor circuit problem ON 1 CCM × P0340 CMP sensor circuit problem ON 1 CCM × P0403 EGR valve (stepper motor) circuit problem ON 2 CCM ×

P0421

P0443 Purge solenoid valve circuit problem ON 2 CCM × P0480 Cooling fan control circuit problem OFF 1 Other × P0500 VSS circuit problem ON 2 CCM × P0505 IAC system problem OFF — Other — P0506 Idle control system RPM lower than expected ON 2 CCM × P0507 Idle control system RPM higher than expected ON 2 CCM × P0511 IAC valve circuit problem ON 1 CCM × P0602 PCM programming error ON 1 CCM × P0610 PCM vehicle options error ON 1 CCM × P0661 Variable intake air solenoid valve circuit low input OFF 1 Other × P0662 Variable intake air solenoid valve circuit high input OFF 1 Other × P0703 Brake switch input circuit problem ON 2 CCM × P0704 CPP switch input circuit problem ON 2 CCM × P0850 Neutral switch input circuit problem ON 2 CCM × P1260 Immobilizer system problem OFF 1 Other — P2009 Variable tumble solenoid valve circuit low input ON 2 CCM × P2010 Variable tumble solenoid valve circuit high input ON 2 CCM × P2096 Target A/F feedback system too lean ON 2 Fuel system × P2097 Target A/F feedback system too rich ON 2 Fuel system × P2177 Fuel system too lean at off idle ON 2 Fuel system × P2178 Fuel system too rich at off idle ON 2 Fuel system × P2187 Fuel system too lean at idle ON 2 Fuel system × P2188 Fuel system too rich at idle ON 2 Fuel system × P2195 Front HO2S signal stuck lean ON 2 HO2S × P2196 Front HO2S signal stuck rich ON 2 HO2S × P2228 BARO sensor circuit low input ON 1 CCM ×

Warm up three way catalyst system efficiency below threshold

ON 2 Catalyst ×

Memory function

01–02A–4

Page 27

ON-BOARD DIAGNOSTIC [ENGINE CONTROL SYSTEM (L8, LF)]

DTC No. Condition MIL DC Monitor item

P2229 BARO sensor circuit high input ON 1 CCM × P2502 Charging system voltage problem OFF 1 Other × P2503 Charging system voltage low OFF 1 Other × P2504 Charging system voltage high OFF 1 Other × P2507 PCM B+ voltage low ON 1 CCM ×

Memory function

Sending Continuous Monitoring System Test Results

• These appear when a problem is detected in a monitored system.

1-drive cycle type

• If any problems are detected in the first drive cycle, pending codes will be stored in the PCM memory, as well as DTCs.

• After pending codes are stored, if the PCM determines that the system is normal in any future drive cycle, the PCM deletes the pending codes.

2-drive cycle type

• The code for a failed system is stored in the PCM memory in the first drive cycle. If the PCM determines that the system returned to normal or the problem was mistakenly detected, and deletes the pending code. If the problem is found in the second drive cycle too, the PCM determines that the system has failed, and stores the pending codes, and the DTCs.

• After pending codes are stored, if the PCM determines that the system is normal in any future drive cycle, the PCM deletes the pending codes.

DLC-2 Outline

• The DLC-2 located in the driver compartment is a service connector defined by EOBD regulations.

• The following are functions for each terminal.

Terminal name Function

B+ Battery positive voltage CAN_H (HS) CAN communication line (HS) CAN_L (HS) CAN communication line (HS) GND1 Ground (chassis) GND2 Ground (signal) CAN_H (MS) CAN communication line (MS) CAN_L (MS) CAN communication line (MS)

CAN_L

(HS)

CAN_H

(HS)

GND2

DLC-2

GND1

CAN_L

(MS)

CAN_H

(MS)

End Of Sie

B3E0102T101

DTC DETECTION LOGIC AND CONDITIONS [L8, LF]

P0031 Front HO2S heater circuit low input

• The PCM monitors the front HO2S heater control signal. If the PCM turns the front HO2S heater off but front HO2S heater circuit has low voltage, PCM determines that front HO2S heater circuit has malfunction.

P0032 Front HO2S heater circuit high input

• The PCM monitors the front HO2S heater control signal. If the PCM turns the front HO2S heater on but the front HO2S heater circuit has high voltage, the PCM determines that the front HO2S heater circuit has malfunction.

P0037 Rear HO2S heater circuit low input

• The PCM monitors the rear HO2S heater control signal at PCM terminal 2C. If the PCM turns the rear HO2S heater off but the rear HO2S heater circuit has low voltage, the PCM determines that the rear HO2S heater circuit has a malfunction.

P0038 Rear HO2S heater circuit high input

• The PCM monitors the rear HO2S heater control signal at PCM terminal 2C. If the PCM turns the rear HO2S heater on but the rear HO2S heater circuit has high voltage, the PCM determines that the rear HO2S heater circuit has a malfunction.

P0101 MAF sensor circuit range/performance problem

• The PCM monitors the mass intake air flow amount when the engine is running.

— If the mass intake air flow amount is below 5.0 g/s {0.66 lb/min} for 5 s and engine speed is above 500

rpm with the engine running and throttle opening angle is above 50%, the PCM determines that detected mass intake air flow amount is too low.

— If the mass intake air flow amount is above 96.0 g/s {12.7 lb/min} for 5 s and the engine speed is below

2,000 rpm with the engine running and engine coolant temperature, the PCM determines that detected

DPE010200000T09

01–02A–5

Page 28

ON-BOARD DIAGNOSTIC [ENGINE CONTROL SYSTEM (L8, LF)]

mass intake air flow amount is too high.

P0102 MAF sensor circuit low input

• The PCM monitors input voltage from the MAF sensor when the engine is running. If the input voltage at PCM terminal 1AC is below 0.21 V, the PCM determines that the MAF circuit has a malfunction.

P0103 MAF sensor circuit high input

• The PCM monitors input voltage from the MAF sensor when the engine is running. If the input voltage at PCM terminal 1AC is above 4.9 V, the PCM determines that the MAF circuit has a malfunction.

P0107 MAP sensor circuit low input

• The PCM monitors the input voltage from the MAP sensor when the intake air temperature is above 10 °C {50 °F}. If the input voltage at PCM terminal 2AL is below 0.1V, the PCM determines that the MAP sensor circuit

has a malfunction.

P0108 MAP sensor circuit high input

• The PCM monitors the input voltage from the MAP sensor when the intake air temperature is above 10 °C {50 °F}. If the input voltage at PCM terminal 2AL is above 4.9V, the PCM determines that the MAP sensor circuit

has a malfunction.

P0111 IAT circuit range/performance problem

• If the intake air temperature is higher than the engine coolant temperature by 40 °C {72 °F} with the ignition key at on, the PCM determines that there is an IAT sensor performance problem.

P0112 IAT sensor circuit low input

• The PCM monitors the IAT sensor signal at PCM terminal 1AH. If the PCM detects the IAT sensor voltage

below 0.16 V, the PCM determines that the IAT sensor circuit has malfunction.

P0113 IAT sensor circuit high input

• The PCM monitors the input voltage from the IAT sensor if input voltage at PCM terminal 1AH is above 4.8 V, the PCM determines that IAT sensor circuit has malfunction.

P0117 ECT sensor circuit low input

• The PCM monitors the ECT sensor signal at PCM terminal 2AK. If the PCM detects ECT sensor voltage below

0.2 V, the PCM determines that the ECT sensor circuit has a malfunction.

P0118 ECT sensor circuit high input

• The PCM monitors ECT sensor signal at PCM terminal 2AK. If the PCM detects ECT sensor voltage above 4.6 V, the PCM determines that the ECT sensor circuit has a malfunction.

P0121 TP sensor stuck closed

• If the PCM detects that the throttle valve opening angle is below 12.5% for 5 s after the following conditions are met, the PCM determines that the TP is stuck closed:

MONITORING CONDITION

— Engine coolant temperature above 70 °C {158 °F} — MAF sensor signal above 32.0 g/s {4.2 lb/min}

• If the PCM detects that throttle valve opening angle is above 50% for 5 s after the following conditions are met, the PCM determines that the TP is stuck open:

MONITORING CONDITION

— Engine speed above 500 rpm — MAF sensor signal below 5 g/s {0.7 lb/min}

P0122 TP sensor circuit low input

• If the PCM detects the TP sensor voltage at PCM terminal 2I is below 0.1 V while the engine is running, the PCM determines that the TP circuit has malfunction.

P0123 TP sensor circuit high input

• If the PCM detects the TP sensor voltage at PCM terminal 2I is above 4.9 V while the engine is running, the PCM determines that the TP circuit has malfunction.

P0125 Excessive time to enter closed loop fuel control

• The PCM monitors the ECT sensor signal at PCM terminal 2AK after the engine is started while the engine is cold. If the engine coolant temperature does not reach the expected temperature for a specified period, the PCM determines that it has taken an excessive amount of time for the engine coolant temperature to reach the temperature necessary to start closed-loop fuel control.

P0132 Front HO2S circuit high input

• The PCM monitors the input voltage from the front HO2S. If the input voltage from the front HO2S sensor is

above 1.2 V for 0.8 s, the PCM determines that circuit input is high.

P0133 Front HO2S circuit problem

• The PCM monitors the inversion cycle period, lean-to-rich response time and rich-to-lean response time of the sensor. The PCM calculates the average of the inversion cycle period-specified inversion cycles, average response time from lean-to-rich, and from rich-to-lean when the following conditions are met. If any exceeds the threshold, the PCM determines that the circuit has a malfunction.

MONITORING CONDITIONS

— Drive mode 3 — The following conditions are met:

• Calculation load 14.8—59.4% (at 2,000 rpm)

• Engine speed 1,410—4,000 rpm

01–02A–6

Page 29

ON-BOARD DIAGNOSTIC [ENGINE CONTROL SYSTEM (L8, LF)]

• Vehicle speed is above 3.76 km/h {2.33 MPH}.

• Engine coolant temperature is above -10 °C {14 °F}.

• Front HO2S signal inversion cycle is above 10 cycles.

P0134 Front HO2S no activity detected

• The PCM monitors the input voltage from the front HO2S when the following conditions are met. If the input voltage from the sensor never exceeds 0.55 V for 83.2 s, the PCM determines that sensor circuit is not activated.

MONITORING CONDITIONS

— HO2S, HO2S heater and TWC repair verification drive mode — Following conditions are met

• Engine speed is above 1,500 rpm.

• Engine coolant temperature is above 70 °C {158 °F}.

P0138 Rear HO2S circuit high input

• The PCM monitors input voltage from rear HO2S. If the input voltage from the rear HO2S sensor is above 1.2 V for 0.8 s, the PCM determines that circuit input is high.

P0140 Rear HO2S no activity detected

• The PCM monitors the input voltage from the rear HO2S when the following conditions are met. If the input voltage from the sensor never exceeds 0.55 V for 30.4 s, the PCM determines that the sensor circuit is not activated.

MONITORING CONDITIONS

— HO2S, HO2S heater and TWC repair verification drive mode — The following conditions are met:

• Engine speed is above 1,500 rpm.

• Engine coolant temperature is above 70 °C {158 °F}.

P0300 Random misfire detected

• The PCM monitors the CKP sensor input signal interval time. The PCM calculates the change of interval time for each cylinder. If the change of interval time exceeds the preprogrammed criteria, the PCM detects a misfire in the corresponding cylinder. While the engine is running, the PCM counts number of misfires that occurred at 200 crankshaft revolutions and 1,000 crankshaft revolutions and calculates the misfire ratio for each crankshaft revolution. If the ratio exceeds the preprogrammed criteria, the PCM determines that a misfire, which can damage the catalytic converter or effect emission performance, has occurred.

P0301 Cylinder No.1 misfire detected

P0302 Cylinder No.2 misfire detected

• The PCM monitors the CKP sensor input signal interval time. The PCM calculates the change of interval time for each cylinder. If the change of interval time exceeds the preprogrammed criteria, the PCM detects a misfire in the corresponding cylinder. While the engine is running, the PCM counts the number of misfires that occurred at 200 crankshaft revolutions and 1,000 crankshaft revolutions and calculates the misfire ratio for each crankshaft revolution. If the ratio exceeds the preprogrammed criteria, the PCM determines that a misfire, which can damage the catalytic converter or effect emission performance, has occurred.

P0303 Cylinder No.3 misfire detected

• The PCM monitors the CKP sensor input signal interval time. The PCM calculates the change of interval time for each cylinder. If the change of interval time exceeds the preprogrammed criteria, the PCM detects a misfire in the corresponding cylinder. While the engine is running, the PCM counts the number of misfires that occurred at 200 crankshaft revolutions and 1,000 crankshaft revolutions and calculates the misfire ratio for each crankshaft revolution. If the ratio exceeds the preprogrammed criteria, the PCM determines that a misfire, which can damage the catalytic converter or effect emission performance, has occurred.

P0304 Cylinder No.4 misfire detected

• The PCM monitors the CKP sensor input signal interval time. The PCM calculates the change of interval time for each cylinder. If the change of interval time exceeds the preprogrammed criteria, the PCM detects a misfire in the corresponding cylinder. While the engine is running, the PCM counts the number of misfires that occurred at 200 crankshaft revolutions and 1,000 crankshaft revolutions and calculates the misfire ratio for each crankshaft revolution. If the ratio exceeds the preprogrammed criteria, the PCM determines that a misfire, which can damage the catalytic converter or affect emission performance, has occurred.

P0327 KS circuit low input

• The PCM monitors the input signal from the KS when the engine is running. If the input voltage between PCM terminals 2Q and 2R is below 0.058 V, the PCM determines that the knock sensor circuit has a malfunction.

P0328 KS circuit high input

• The PCM monitors the input signal from the KS when the engine is running. If the input voltage at PCM terminals between 2Q and 2R is above 4.9 V, the PCM determines that the knock sensor circuit has a

01–02A–7

Page 30

ON-BOARD DIAGNOSTIC [ENGINE CONTROL SYSTEM (L8, LF)]

malfunction.

P0335 CKP sensor circuit problem

• If the PCM does not receive input voltage from the CKP sensor for 4.2 s while the MAF is 2.0 g/s {0.26 lb/min} or above, the PCM determines that the CKP sensor circuit has a malfunction.

P0340 CMP sensor circuit problem

• The PCM monitors the input voltage from the CMP sensor when the engine is running. If the PCM does not receive input voltage from the CMP sensor while the PCM receives input signal from the CKP sensor, the PCM determines that the CMP circuit has a malfunction.

P0403 EGR valve (stepper motor) circuit problem

• The PCM monitors input voltage from the EGR valve. If the voltage at PCM terminals 2AU, 2AR, 2AY and/or 2AV remain low or high, the PCM determines that the EGR valve circuit has a malfunction.

P0421 Warm up three way catalyst system efficiency below threshold

• The PCM monitors input voltages from the purge solenoid valve. If the voltage at PCM terminal 2AN remains low or high, the PCM determines that the purge solenoid valve circuit has a malfunction.

MONITORING CONDITION

— Engine speed 1,410—3,100 rpm — Calculated WU-TWC temperature in PCM above 574 °C {1065 °F} — Calculated load 15—60% (at 2,000 rpm)

P0443 Purge solenoid valve circuit problem

• The PCM monitors input voltages from the purge solenoid valve. If the voltage at PCM terminal 2AN remains low or high, the PCM determines that the purge solenoid valve circuit has a malfunction.

P0480 Fan control circuit problem

• The PCM monitors input voltages from the fan control module. If the voltage at PCM terminal 1W remains low or high, the PCM determines that the fan control circuit has a malfunction.

P0500 VSS circuit problem

• Wheel speed signal from ABS/DSC HU/CM is below 3.7 km/h {2.3 mph} when following conditions are met

— Shift range in except P, N or R position (ATX) — Neutral switch and clutch pedal position switch are OFF (MTX) — Load is above 40% — Engine speed is 2,000 rpm or above — Brake switch is OFF

P0505 IAC system problem

• The PCM cannot control idle speed toward target idle speed during the KOER self test.

P0506 Idle control system RPM lower than expected

• Actual idle speed is lower than expected by 100 rpm for 14 s, when brake pedal is depressed (brake switch is on).

P0507 Idle control system RPM higher than expected

• The actual idle speed is higher than expected by 200 rpm for 14 s, when the brake pedal is depressed (brake switch is on).

P0511 IAC valve circuit problem

• If the PCM detects that PCM terminal 2E voltage is above or below the threshold target is within 16—30%, the PCM determines that the IAC valve circuit has a malfunction. *: Detected threshold value depends on battery voltage and IAC control signal duty value.

P0602 PCM programming error

• No configuration data in the PCM

P0610 PCM vehicle options error

• PCM data configuration error

P0661 Variable intake air solenoid valve circuit low input

• The PCM monitors the VIS control solenoid valve control signal at PCM terminal 2AJ. If the PCM turns the VIS control solenoid valve off but voltage at PCM terminal 2AJ still remains low, the PCM determines that the VIS control solenoid valve circuit has a malfunction.

P0662 Variable intake air solenoid valve circuit high input

• The PCM monitors the VIS control solenoid valve control signal at PCM terminal 2AJ. If the PCM turns VIS control solenoid valve on but the voltage at PCM terminal 2AJ still remains high, the PCM determines that the VIS control solenoid valve circuit has a malfunction.

P0703 Brake switch input circuit problem

• The PCM monitors changes in input voltage from the brake switch. If the PCM does not detect PCM terminal 1AU voltage changes while alternately accelerating and decelerating 8 times, the PCM determines that the brake switch circuit has a malfunction.

P0704 CPP switch input circuit problem

• The PCM monitors changes in the input voltage from the clutch pedal position switch. If the PCM does not detect PCM terminal 1O voltage changes while the vehicle runs with vehicle speed above 30 km/h {19 mph} and stops 8 times, the PCM determines that the clutch pedal position switch circuit has a malfunction.

P0850 Neutral switch input circuit problem

• The PCM monitors changes in the input voltage from the neutral switch. If the PCM does not detect PCM

when the IAC control duty

01–02A–8

Page 31

ON-BOARD DIAGNOSTIC [ENGINE CONTROL SYSTEM (L8, LF)]

terminal 1S voltage changes while running the vehicle with a vehicle speed above 30 km/h {19 mph} and the clutch pedal depressed and released 10 times repeatedly, PCM determines that the neutral switch circuit has a malfunction.

P1260 Immobilizer system problem

• The instrument cluster detects an immobilizer system malfunction.

P2009 Variable tumble solenoid valve circuit low input

• The PCM monitors the variable tumble control solenoid valve control signal at PCM terminal 2AI. If the PCM turns the variable tumble control solenoid valve off but the voltage at PCM terminal 2AI still remains low, the PCM determines that the variable tumble control solenoid valve circuit has a malfunction.

P2010 Variable tumble solenoid valve circuit high input

• The PCM monitors variable the tumble control solenoid valve control signal at PCM terminal 2AI. If the PCM turns the variable tumble control solenoid valve on but voltage at PCM terminal 2AI still remains high, the PCM determines that the variable tumble control solenoid valve circuit has a malfunction.

P2096 Target A/F feedback system too lean

• The PCM monitors the target A/F fuel trim when under the target A/F feedback control. If the fuel trim is more than the specification, the PCM determines that the target A/F feedback system is too lean.

P2097 Target A/F feedback system too rich

• The PCM monitors the target A/F fuel trim when under the target A/F feedback control. If the fuel trim is less than the specification, the PCM determines that the target A/F feedback system is too rich.

P2177 Fuel system too lean at off idle

• The PCM monitors the short term fuel trim (SHRTFT), long term fuel trim (LONGFT) during the closed loop fuel control at off-idle. If the LONGFT or the sum total of these fuel trims exceed the preprogrammed criteria, the PCM determines that the fuel system is too lean at off-idle.

P2178 Fuel system too rich at off idle

P2187 Fuel system too lean at idle

• The PCM monitors short term fuel trim (SHRTFT) and long term fuel trim (LONGFT) during the closed loop fuel control at idle. If the LONGFT or the sum total of these fuel terms exceed the preprogrammed criteria, the PCM determines that the fuel system is too lean at idle.

P2188 Fuel system too rich at idle

• The PCM monitors short term fuel trim (SHRTFT), long term fuel trim (LONGFT) during the closed loop fuel control at idle. If the LONGFT or the sum total of these fuel terms exceed the preprogrammed criteria, the PCM determines that the fuel system is too rich at idle.

P2195 Front HO2S signal stuck lean

• The PCM monitors the front HO2S output voltage when the following conditions are met. If the output voltage is less than 0.45 V for 41 s, the PCM determines that the front HO2S signal remains lean.

MONITORING CONDITION

— Fuel injection control system status: feedback zone — ECT: more than 70 °C {158 °F} — Engine speed: more than 1,500 rpm

P2196 Front HO2S signal stuck rich

• The PCM monitors the front HO2S output voltage when the following conditions are met. If output voltage is more than 0.45 V for 41 s, the PCM determines that the front HO2S signal remains lean.

MONITORING CONDITION

— Fuel injection control system status: feedback zone — ECT: more than 70 °C {158 °F} — Engine speed: more than 1,500 rpm

P2228 BARO sensor circuit low input

• The PCM monitors the input voltage from the BARO sensor. If the input voltage at PCM terminal 1AG is below

1.99 V, the PCM determines that the BARO sensor circuit has a malfunction.

P2229 BARO sensor circuit high input

• The PCM monitors the input voltage from the BARO sensor. If the input voltage at PCM terminal 1AG is above

4.45 V, the PCM determines that the BARO sensor circuit has a malfunction.

P2502 Charging system voltage problem

• The PCM determines that the generator output voltage is above 17 V or battery voltage is below 11 V while the engine is running.

P2503 Charging system voltage low

• The PCM needs more than 20 A from the generator, and judges generator output voltage to be below 8.5 V while the engine is running.

P2504 Charging system voltage high

• The PCM determines that the generator output voltage is above 18.5 V or battery voltage is above 16.0 V while the engine is running.

01–02A–9

Page 32

ON-BOARD DIAGNOSTIC [ENGINE CONTROL SYSTEM (L8, LF)]

P2507 PCM B+ voltage low

• The PCM monitors the voltage at the back-up battery positive terminal at PCM terminal 1BA. If the PCM detected battery positive terminal voltage below 2.5 V for 2 s, the PCM determines that the backup voltage circuit has a malfunction.

End Of Sie

KOEO/KOER SELF-TEST [L8, LF]

• The self-test function consists of the KOEO (Key On, Engine Off) self-test, performed when the ignition switch is turned to the ON position and the engine is stopped; and the KOER (Key On, Engine Running) self-test, performed when idling. If a malfunction is detected when either self-test is executed, a DTC is displayed on the WDS or equivalent. Using the self-test function, the present malfunction or a successful repair is readily confirmed. Refer to the self-test function table for the corresponding DTCs.

KOEO (Key ON, Engine Off) Self-test

• The KOEO self-test is a powertrain control system self-diagnosis, performed when the ignition switch is turned to the ON position and the engine is stopped. A KOEO self-test begins when the connected WDS or equivalent sends an execute command to the PCM.

• As the KOEO self-test is performed, the PCM performs the inspection for set DTCs and if a malfunction is detected the DTC is displayed on the WDS or equivalent.

KOER (Key ON, Engine Running) Self-test

• The KOER self-test is a powertrain control system self-diagnosis, performed when the ignition switch is turned to the ON position and the engine is idling. A KOER self-test begins when the connected WDS or equivalent sends an execute command to the PCM.

• As the KOER self-test is performed, the PCM performs the inspection for set DTCs and if a malfunction is detected the DTC is displayed on the WDS or equivalent.

KOEO/KOER self-test table

DTC No. Condition

P0031 Front HO2S heater circuit low input ×× P0032 Front HO2S heater circuit high input ×× P0037 Rear HO2S heater circuit low input ×× P0038 Rear HO2S heater circuit high input ×× P0101 MAF sensor circuit range/performance problem — — P0102 MAF sensor circuit low input ×× P0103 MAF sensor circuit high input ×× P0107 MAP sensor circuit low input ×× P0108 MAP sensor circuit high input ×× P0111 IAT sensor circuit range/performance problem — — P0112 IAT sensor circuit low input ×× P0113 IAT sensor circuit high input ×× P0117 ECT sensor circuit low input ×× P0118 ECT sensor circuit high input ×× P0121 TP sensor stuck closed — — P0122 TP sensor circuit low input ×× P0123 TP sensor circuit high input ×× P0125 Excessive time to enter closed loop fuel control — — P0132 Front HO2S circuit high input ×× P0133 Front HO2S circuit problem — — P0134 Front HO2S no activity detected — × P0138 Rear HO2S circuit high input ×× P0140 Rear HO2S no activity detected — × P0300 Random misfire detected — × P0301 Cylinder No.1 misfire detected — × P0302 Cylinder No.2 misfire detected — × P0303 Cylinder No.3 misfire detected — × P0304 Cylinder No.4 misfire detected — × P0327 KS circuit low input ×× P0328 KS circuit high input ××

Test condition

KOEO KOER

DPE010200000T10

×: Applicable

—: Not applicable

01–02A–10

Page 33

ON-BOARD DIAGNOSTIC [ENGINE CONTROL SYSTEM (L8, LF)]

DTC No. Condition

P0335 CKP sensor circuit problem — — P0340 CMP sensor circuit problem — — P0403 EGR valve (stepper motor) circuit problem ×× P0421 Warm up three way catalyst system efficiency below threshold — — P0443 Purge solenoid valve circuit problem ×× P0480 Cooling fan control circuit problem ×× P0500 VSS circuit problem — — P0505 IAC system problem — × P0506 Idle control system RPM lower than expected — — P0507 Idle control system RPM higher than expected — — P0511 IAC valve circuit problem ×× P0602 PCM programming error ×× P0610 PCM vehicle options error ×× P0661 Variable intake air solenoid valve circuit low input ×× P0662 Variable intake air solenoid valve circuit high input ×× P0703 Brake switch input circuit problem — — P0704 CPP switch input circuit problem — — P0850 Neutral switch input circuit problem — — P1260 Immobilizer system problem × — P2009 Variable tumble solenoid valve circuit low input ×× P2010 Variable tumble solenoid valve circuit high input ×× P2096 Target A/F feedback system too lean — — P2097 Target A/F feedback system too rich — — P2177 Fuel system too lean at off idle — × P2178 Fuel system too rich at off idle — × P2187 Fuel system too lean at idle — × P2188 Fuel system too rich at idle — × P2195 Front HO2S signal stuck lean — — P2196 Front HO2S signal stuck rich — — P2228 BARO sensor circuit low input ×× P2229 BARO sensor circuit high input ×× P2502 Charging system voltage problem — × P2503 Charging system voltage low — × P2504 Charging system voltage high — × P2507 PCM B+ voltage low ××

Test condition

KOEO KOER

End Of Sie

PID/DATA MONITOR AND RECORD [L8, LF]

• The PID/DATA monitor items are shown below.

PID/DATA monitor item table

Item Definition Unit/Condition PCM terminal

AC_REQ A/C request signal in PCM On/Off 1AP ACCS A/C relay control signal in PCM On/Off 1AN ALTF Generator field coil control signal in PCM % 2AQ ALTT V Input voltage from generator V 2AM ARPMDES Target engine speed RPM — B+ Input voltage from battery V 1BE

BARO

BOO Input signal from brake switch On/Off 1AU CATT11_DSD Estimated catalyst converter temperature °C °F— CHRGLP Generator warning light control signal in PCM On/Off — COLP Input signal from refrigerant pressure switch (medium-pressure) On/Off 1R

BARO kPa Bar psi Input voltage from BARO sensor V

DPE010200000T11

—: Not applicable

1AG

01–02A–11

Page 34

ON-BOARD DIAGNOSTIC [ENGINE CONTROL SYSTEM (L8, LF)]

Item Definition Unit/Condition PCM terminal

CPP Input signal from CPP switch On/Off 1O CPP/PNP Input signal from neutral switch Drive/Neutral 1S DTCCNT DTC count (includes those needing no action) No unit —

ECT

EQ_RAT11_DS D

EVAPCP Purge solenoid valve control signal in PCM % 2AN FAN_DUTY Variable fan duty cycle % 1W FP Fuel pump relay control signal in PCM On/Off 1AR

FUELPW Fuel injection duration in PCM ms

FUELSYS Fuel system loop status

GENVDSD Target generator voltage V — HTR11 Front HO2S heater control signal in PCM On/Off 2G HTR12 Rear HO2S heater control signal in PCM On/Off 2C IAC Throttle actuator control signal in PCM % 2E, 2F

IAT

IMRC Intake manifold runner control On/Off 2AI IMTV Intake manifold tuning valve On/Off 2AJ INGEAR In gear On/Off 1O, 1S IVS Idle validation Idle/Off Idle — KNOCKR Spark retard value to prevent knocking ° 2Q, 2R LOAD LOAD % — LONGFT1 Long fuel trim % —

MAF

MAP MAP sensor

MIL MIL control signal in PCM On/Off — MIL_DIS Distance travelled while MIL is activated km mile — O2S11 Front HO2S output current V 2AG O2S12 Input voltage from rear HO2S V 2AH RFCFLAG Readiness function code Learnt Not Learnt — RO2FT1 Target A/F feedback system status No unit 2AH RPM Engine speed RPM 2Y, 2Z

SEGRP EGR valve stepping motor position Step

SELTESTDTC DTC count by KOEO/KOER self-test — — SEGRP_DSD Desired EGR valve position % — SHRTFT1 Short fuel trim % — SHRTFT11 Target A/F fuel trim (front) % 2AG SHRTFT12 Target A/F fuel trim (rear) % 2AH SPARKADV Spark advance in PCM ° 2U, 2V test Test mode On/Off — TIRESIZE Tire revolution per mile No unit —

TP 1 TP sensor 1 % 2I TP REL Relative TP % 2I TPCT Minimum input voltage from TP sensor at throttle closing V 2I VSS Vehicle speed KPH MPH 1J

ECT °C °F Input voltage from ECT sensor V

Desired Equivalence Ratio (Lambda) — —

OL/CL/OL Drive/

OL Fault/CL Fault

IAT °C °F Input voltage from IAT sensor V

MAF g/s Input voltage from MAF sensor V

kPa Bar psi

Input voltage from TP sensor % TP from TP sensor V

2AK

2AZ, 2BB, 2BC, 2BD

—

1AH

1AC

2AL

2AR, 2AU,

2AV, 2AY

End Of Sie

01–02A–12

Page 35

ON-BOARD DIAGNOSTIC [ENGINE CONTROL SYSTEM (L8, LF)]

SIMULATION TEST [L8, LF]

DPE010200000T12

• The simulation items are shown below.

Simulation item table

×: Applicable

—: Not applicable

Item Applicable component Unit/condition

ACCS A/C relay On/Off ×× 1AN ALTF Generator (field coil) % — × 2AQ EVAPCP Purge solenoid valve % ×× 2AN FAN_DUTY Variable fan duty cycle % ×× 1W FP Fuel pump relay On/Off ×× 1AR

FUELPW1 Fuel injector (FP1, RP1) % ××

GENVDSD Target generator voltage V — × — HTR11 Front HO2S heater On/Off ×× 2G HTR12 Rear HO2S heater On/Off ×× 2C IMRC Intake manifold runner control On/Off ×× 2AI IMTV Intake manifold tuning valve On/Off ×× 2AJ INJ_1 Injector No.1 OFF/— — × 2BB INJ_2 Injector No.2 OFF/— — × 2BC INJ_3 Injector No.3 OFF/— — × 2BD INJ_4 Injector No.4 OFF/— — × 2AZ

SEGRP EGR valve stepping motor position Step ××

test Terminal TEN On/Off ×× —

Test condition

KOEO KOER

PCM terminal

2AZ, 2BB,

2BC, 2BD

2AR, 2AU,

2AV, 2AY

End Of Sie

01–02A–13

Page 36

ON-BOARD DIAGNOSTIC [ENGINE CONTROL SYSTEM (L8, LF)]

DIAGNOSTIC SYSTEM WIRING DIAGRAM [L8, LF]

1BE

AT X

1BA

1BD

2AH

2AG

2AO

2AL

2AK

PCM

2BB

2BC

2BD

2AZ

1AN

1AT

1AR

DPE010200000T13

CAN

2AA

1AH

1AC

1AA

1AM

1AI

AT X

MTX

1AZ

1BH

1BG

1BC

1AB

1 HO2S (rear) 2 HO2S (front) 3 MAP sensor 4 TP sensor 5ECT sensor

01–02A–14

DPE0140ZT2004

Page 37

ON-BOARD DIAGNOSTIC [ENGINE CONTROL SYSTEM (L8, LF)]

6IAT sensor 7MAF sensor 8 Fan control module

9 Fuel injector No.1 10 Fuel injector No.2 11 Fuel injector No.3 12 Fuel injector No.4 13 HO2S heater (rear) 14 HO2S heater (front) 15 A/C relay 16 Fuel pump relay 17 Fuel pump 18 Main relay 19 TR switch 20 Starter relay 21 Starter 22 Ignition switch 23 Battery

01–02A–15

Page 38

ON-BOARD DIAGNOSTIC [ENGINE CONTROL SYSTEM (L8, LF)]

2AM

1AP

PCM

2AQ

2AN

2AU

2AR

2AY

2AV

2AI

2AJ

2BE

2BF

AT X

1AU

1AV

2BG

2BH

VSS

AT X

MTX

DPE102ZT2005

24 To terminal 2P 25 CKP sensor 26 CMP sensor 27 Generator 28 Refrigerant pressure switch (medium)

01–02A–16

Page 39

ON-BOARD DIAGNOSTIC [ENGINE CONTROL SYSTEM (L8, LF)]

29 Refrigerant pressure switch (high, low) 30 Brake light 31 Brake switch 32 Generator 33 Purge solenoid valve 34 EGR valve 35 Variable tumble solenoid valve 36 Variable intake air solenoid valve (LF) 37 IAC valve 38 Ignition coil No.1 39 Ignition coil No.2 40 Ignition coil No.3 41 Ignition coil No.4 42 Neutral switch 43 CPP switch 44 To terminal 1AA 45 Input/turbine speed sensor 46 TFT sensor 47 TR switch 48 M range switch 49 Up switch 50 Down switch 51 Oil pressure switch 52 Shift solenoid C 53 Shift solenoid B 54 Shift solenoid A 55 Shift solenoid E 56 Shift solenoid D 57 Pressure control solenoid

End Of Sie

01–02A–17

Page 40

MECHANICAL [L8, LF]

01–10A MECHANICAL [L8, LF]

ENGINE STRUCTURAL VIEW [L8, LF] . 01–10A–1 CYLINDER HEAD COVER CONSTRUCTION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–10A–1

CYLINDER HEAD CONSTRUCTION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–10A–2

CYLINDER HEAD GASKET CONSTRUCTION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–10A–2

CYLINDER BLOCK CONSTRUCTION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–10A–3

CRANKSHAFT, MAIN BEARING

CONSTRUCTION [L8, LF] . . . . . . . . . . 01–10A–4

CRANKSHAFT PULLEY CONSTRUCTION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–10A–6

ENGINE FRONT COVER CONSTRUCTION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–10A–6

PISTON, PISTON RING, PISTON PIN

CONSTRUCTION [L8, LF] . . . . . . . . . . 01–10A–7

End of Toc

ENGINE STRUCTURAL VIEW [L8, LF]

CONNECTING ROD, CONNECTING ROD

BEARING CONSTRUCTION [L8, LF] . .01–10A–9 DRIVE BELT CONSTRUCTION [L8, LF] . 01–10A–10

ENGINE MOUNT OUTLINE [L8, LF] . . . . 01–10A–10

ENGINE MOUNT CONSTRUCTION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . . 01–10A–11

VALVE MECHANISM OUTLINE [L8, LF] . 01–10A–13 VALVE MECHANISM STRUCTURAL VIEW

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . . 01–10A–14

VALVE, VALVE SPRING, VALVE SEAL, VALVE

GUIDE CONSTRUCTION [L8, LF]. . . . . 01–10A–14

CAMSHAFT CONSTRUCTION [L8, LF] . 01–10A–15 CAMSHAFT SPROCKET CONSTRUCTION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . . 01–10A–17

CRANKSHAFT SPROCKET CONSTRUCTION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . . 01–10A–18

TIMING CHAIN, CHAIN TENSIONER

CONSTRUCTION [L8, LF] . . . . . . . . . . . 01–10A–19

TAPPET CONSTRUCTION [L8, LF]. . . . .01–10A–20

DPE011002000T01

B3E2206T001

End Of Sie

CYLINDER HEAD COVER CONSTRUCTION [L8, LF]

• The cylinder head cover is made of integrated plastic, which is lightweight and sound absorbent.

• The oil filler cap is a bayonet type. The boss for installing the camshaft position (CMP) sensor is provided at the

rear of the cylinder head cover.

DPE011010220T01

01–10A–1

Page 41

MECHANICAL [L8, LF]

B3E2224N119

1 Camshaft position (CMP) sensor 2 Oil filler cap

End Of Sie

CYLINDER HEAD CONSTRUCTION [L8, LF]

• The cylinder head is made of a high heat conductive, lightweight aluminium alloy, which is quenched.

• Compact, pentroof-type combustion chambers have been adopted. The spark plugs are mounted at the top of

the combustion chambers to improve combustion efficiency.

• The intake/exhaust port layout is a cross flow type, (the angle between two valves is 39°, the two intake valves and the two exhaust valves per cylinder) which improves air intake/exhaust efficiency.

• The cylinder head bolts are plastic region tightening bolts to be tightened in five steps to insure tightening stability.

DPE011010100T01

1 Cylinder head bolt 2 Exhaust side 3 Intake side 4 Engine front side

19°

20°

5 Angle between two valves 6 Exhaust port 7 Intake port

B3E0110T060

End Of Sie

CYLINDER HEAD GASKET CONSTRUCTION [L8, LF]

• Cylinder head gaskets are two layer-metal gasket.

01–10A–2

DPE011010271T01

Page 42

MECHANICAL [L8, LF]

DPEO114BT110

1 Bead plate 2Shim 3 A-A sectional view

End Of Sie

CYLINDER BLOCK CONSTRUCTION [L8, LF]

• The cylinder block is made of aluminum alloy, which is cast with the cast iron liner, improving heat radiation and decreasing weight.

• The cylinder block is a deep skirt type and forms a ladder frame structure with the integrated main bearing cap. The water jacket of the cylinder block is a closed deck type. Its higher rigidity reduces vibration and noise.

• The cylinder block has an oil separator cover on the opposite side of the fresh air intake, the PCV (positive crankcase ventilation) valve and the oil separator function with an part for installing the PCV valve, to improve blow-by gas ventilation efficiency.

• There is no positioning tab where the upper and lower main bearings are installed.

• The main bearing cap bolts are elastic region tightening bolts to be tightened in two steps to insure tightening

stability.

DPE011010300T01

1 Oil separator cover 2PCV valve 3 Main bearing cap

B3E0110T051

4 Oil separator cover attachment part 5 Cylinder block

01–10A–3

Page 43

MECHANICAL [L8, LF]

• The service hole for installing the SST, which is used for detecting the No.1 cylinder TDC position, is located at the right side of the cylinder block. The TDC position can be detected when the SST edge touches the cutting surface of the No.1 counter weight.

SST

B3E0110T052

1 Cylinder block 2 No.1 cylinder 3 Service hole 4 No.1 cylinder TDC position 5 No.1 piston 6 Crankshaft counter weight

End Of Sie

CRANKSHAFT, MAIN BEARING CONSTRUCTION [L8, LF]

• A five axle-hole, four counter weight cast iron crankshafts have been adopted.

• There is no positioning key where the crankshaft sprocket and crankshaft pully are installed. The crankshaft

sprocket must be installed using the SST with the No.1 cylinder aligned with TDC position. Tightening pressure on the tightening bolt is used to secure the crankshaft sprocket and crankshaft pulley.

• An oil line for supplying oil to each journal is provided in the crankshaft. Crank pins and fillets on both sides of the journal are rolled to bear heavy loads.

DPE011011301T01

B3E2224N126

01–10A–4

Page 44

MECHANICAL [L8, LF]

B3E0110T053

1 Oil passage 2 Fillet roll area

• Upper and lower main bearings are made of aluminum alloy and the upper side No.3 journal bearing is integrated with the thrust bearing. The upper main bearing has oil grooves and oil holes.

• There is no upper and lower bearings positioning tab for installing the main journal.

• Measure and attach the main bearings (upper c lower) so that they are positioned at the center of the main

bearing cap.

1 Upper main bearing 2 Lower main bearing 3 Thrust bearing 4 Upper main bearing oil groove

5 Oil hole 6 Main bearing cap 7 Main bearing

• Three kinds of main bearings are available depending on the oil clearance.

Bearing size Bearing thickness (mm {in})

Standard 2.506—2.509 {0.0987—0.0988}

0.25 {0.01} OS

0.50 {0.02} OS

2.628—2.634 {0.1035—0.1037}

2.753—2.759 {0.1084—0.1086}

B3E0110T054

01–10A–5

Page 45

MECHANICAL [L8, LF]

End Of Sie

CRANKSHAFT PULLEY CONSTRUCTION [L8, LF]

• A crankshaft position (CKP) signal detecting plate has been adopted for the crankshaft pulley. The torsional damper, which prevents the crankshaft from wobbling, has also been adopted for the crankshaft.

• There is no positioning key slot on the crankshaft pulley. Instead, the positioning hole on the crankshaft pulley and the engine front cover are used for aligning the crankshaft pulley with the crankshaft.

• The crankshaft pulley lock bolt is plastic region tightening bolt to be tightened in two steps to insure crankshaft pulley tightening stability.

DPE011011371T01

B3E0110T101

1 Front view 2 Cross-sectional view 3 Plate for CKP sensor signal detection

4 Hole for pulley positioning 5 Torsional damper

End Of Sie

ENGINE FRONT COVER CONSTRUCTION [L8, LF]

• The engine front cover is made of aluminum alloy, and is integrated with the No.3 engine-mounting bracket, to improve noise absorption and weight reduction.

• The bolt hole for crankshaft pulley positioning, the service hole for unlocking the chain adjuster ratchet, and the service hole for securing the tensioner arm when loosening the timing chain, are on the engine front cover.

DPE011010501T01

01–10A–6

Page 46

MECHANICAL [L8, LF]

1Front view 2 Service hole for tensioner arm fixation 3 Service hole for chain tensioner lock release

4 No.3 engine mount bracket 5 Bolt hole crankshaft pulley positioning 6Back view

End Of Sie

PISTON, PISTON RING, PISTON PIN CONSTRUCTION [L8, LF]

• The pistons are made of aluminium alloy, which withstands heat and is highly conductive.

• The piston skirt is coated with graphite to reduce friction.

• The offset pistons are used to reduce piston-slapping noise.

• To prevent the piston from being reassembled in the wrong direction, a front mark (←) is on the piston.

• Pistons and connecting rods cannot be disassembled because they are shrinkage fit.

B3E0110T102

DPE011011010T01

01–10A–7

Page 47

MECHANICAL [L8, LF]

Piston Specification.

ITEM L8 LF

Outer diameter mm {in} 82.965—82.995 {3.266—3.268} 87.465—87.495 {3.4435—3.4446} Offset quantity mm {in} 0.8 {0.04} Compression height: HC mm {in} 28.5 {1.122} Piston height: HD mm {in} 51.0 {2.0078}

B3E0110T055

1 Piston side view 2 Offset 3 Outer diameter

4 Piston upper view 5 Install arrow facing engine front 6 Engine front side

• The following piston rings have been adopted: Barrel face ring for top ring, taper under cut ring for second ring, 2 scuff rings and an expander for the oil ring.

• The piston pin is made of chrome steel alloy, which has superior rigidity.

• The connecting rod and the piston pin are shrinkage fit, so that it cannot be disassembled.

01–10A–8

Page 48

1 Top ring sectional view 2 Second ring sectional view 3 Oil ring sectional view

MECHANICAL [L8, LF]

B3E0110T056

4 Expander 5 Side rail

End Of Sie

CONNECTING ROD, CONNECTING ROD BEARING CONSTRUCTION [L8, LF]

• The connecting rod is made of structural sintered alloy to improve rigidity.

• The connecting rod, the piston, and the piston pin are shrinkage fit, so that they cannot be disassembled.

• The connecting rod bolts are plastic region tightening bolts to be tightened in two steps to insure tightening

stability.

• There is no positioning tab for the connecting rod bearing. When installing the bearing, measure the position of the bearing so that the position reaches the center of the connecting rod and the bearing cap, and install it.

• The large end of the connecting rod and the connecting rod cap were originally formed as a single unit and then it was cut into the connecting rod and the cap. The form of the cutting surface is used as the alignment mark for the connecting rod and cap.

DP E011 0112 11T01

1 Enlargement 2 Connecting rod 3 Fracture side

4 Connecting rod cap 5 Connecting rod bearing

2.3—2.7 mm

—0.10 in}

{0.09

B3E0110T057

01–10A–9

Page 49

MECHANICAL [L8, LF]

• The upper and lower bearing of the connecting rod bearing is made of aluminum alloy.

• There are three kinds of connecting rod bearings depending on the oil clearance.

Bearing size Bearing thickness (mm {in})

Standard 1.498—1.504 {0.0590—0.0592}

0.50 {0.02} OS

0.25 {0.01} OS

End Of Sie

DRIVE BELT CONSTRUCTION [L8, LF]

• A generator drive belt auto tensioner with an embedded coil spring has been adopted to automatically maintain optimal drive belt tension.

• With the adoption of stretch-type A/C drive belt, specified tension of the belt is maintained. When replacing the A/C drive belt, remove it by cutting it off, and install a new one using the specified jig.

1.748—1.754 {0.0688—0.0690}

1.623—1.629 {0.0639—0.0641}

DPE011015800T01

1 Generator drive belt 2 Generator pulley 3 Drive belt auto tensioner pulley 4 Crankshaft pulley

5 A/C compressor pulley 6 Water pump pulley 7 A/C drive belt

End Of Sie

ENGINE MOUNT OUTLINE [L8, LF]

• The pendulum-type layout of the engine mounting reduces noise in the cabin.

• The engine is supported at three points and simplification of engine mount composition has been attained.

• An oil-filled No.3 engine mount rubber has been adopted to reduce noise and vibration in the cabin.

• The surface of the No.3 engine mount is made of aluminium alloy to decrease weight.

DPE011039000T01

B3E0110T104

01–10A–10

Page 50

MECHANICAL [L8, LF]

1 No.1 engine mount rubber 2 No.1 engine mount bracket 3 No.3 engine mount rubber

B3E0110T061

4 No.4 engine mount bracket 5 No.4 engine mount rubber

End Of Sie

ENGINE MOUNT CONSTRUCTION [L8, LF]

• The No.1 engine mounting rubber regulates backlash from the powertrain.

• The No.3 engine mounting rubber is oil-filled for noise reduction and vibration isolation.

• The installation structure of the No.4 engine mount has been simplified for serviceability improvement.

DPE011039000T02

01–10A–11

Page 51

MECHANICAL [L8, LF]

AT X

MTX

1 No.1 engine mount rubber 2 No.1 engine mount bracket 3 No.3 engine mount rubber 4 No.3 engine mount rubber sectional view

AT X

MTX

DPE110AN1001

5 No.4 engine mount rubber 6 No.4 engine mount bracket 7 No.4 engine mount rubber sectional view

• The engine is supported at the following three points: front part of the engine (No.3 engine mounting), one side of the transaxle (No.1 engine mounting), and rear upper part of the transaxle (No.4 engine mounting). The supporting point at the side of the transaxle (No.1 engine mounting) has been set at the lowest edge of the transaxle. With this layout, No.1 engine mounting absorbs the rotation force, generated under the engine torque fluctuation and transmitted to the powertrain, and distributes the rotation force to the front and rear part of the engine (pendulum).

01–10A–12

Page 52

MECHANICAL [L8, LF]

1 Powertrain system upper surface 2 No.3 engine mount 3Engine 4 Vehicle front 5 Vehicle rear 6 No.1 engine mount

B3E0110T112

7 Transaxle 8 No.4 engine mount

9 Powertrain system back 10 Engine front 11 Torque 12 Engine back

End Of Sie

VALVE MECHANISM OUTLINE [L8, LF]

• There are two intake ports and two exhaust ports for each cylinder. There are a total of sixteen valves directly driven by two camshafts.

DP E011 012 111T01

End Of Sie

01–10A–13

Page 53

MECHANICAL [L8, LF]

VALVE MECHANISM STRUCTURAL VIEW [L8, LF]

DP E011 012 111T02

1 Camshaft 2 Timing chain 3 Camshaft sprocket 4 Tensioner arm 5 Chain tensioner

B3E0110T108

6 Crankshaft sprocket 7 Chain guide 8 Valve assembly 9 Tappet

End Of Sie

VALVE, VALVE SPRING, VALVE SEAL, VALVE GUIDE CONSTRUCTION [L8, LF]

• The valves are made of heat-resistant steel. There are two intake valves and two exhaust valves per cylinder.

VALVE SPEC.

ITEM L8 LF

valve full length (mm {in})

Intake valve umbrella diameter (mm {in})

Stem diameter (mm {in})

Intake valve: Approx. 32.5 {1.28}

Exhaust valve:Approx. 28 {1.10}

Intake valve: Approx. 103.4 {4.070}

Exhaust valve: Approx. 104.7 {4.120}

Intake valve: Approx. 35 {1.38}

Exhaust valve:Approx. 30 {1.18}

Intake valve: Approx. 5.5 {0.22}

Exhaust valve: Approx. 5.5 {0.22}

DP E011 012 111T03

• The intake valve and the exhaust valve are tufftride processed to improve adhesion resistance.

• The valve spring is an beehive type. It has been improved by reducing the size of the upper seat.

• The valve guide is made of sintered alloy to improve abrasion resistance.

• The valve seal is integrated with the lower spring seat to simplify the unit and improve serviceability.

01–10A–14

Page 54

MECHANICAL [L8, LF]

AME2211N008

1 Valve keeper 2 Upper valve spring seat 3 Valve spring 4 Valve seal 5Valve guide 6Valve

End Of Sie

CAMSHAFT CONSTRUCTION [L8, LF]

• A cast iron, highly rigid five axis journal camshaft has been adopted to insure higher reliability.

• Camshaft endplay is regulated at the flange of the No.1 journal.

• Lubricating oil is supplied through the oil supply hole at each journal. Additionally the cam nose part is chill cast

to improve abrasion resistance, and the width of the cam heel part is shortened to reduce weight

• There is no positioning pin or key slot for the camshaft sprocket at the end of the camshaft.

DPE011012420T01

01–10A–15

Page 55

MECHANICAL [L8, LF]

Camshaft Specification

ITEM L8 LF

LIFT (mm {in})

IN : 7.5 {0.29}

EX : 7.7 {0.30}

Overlap (°)8

IN : 8.8 {0.34}

EX : 7.7 {0.30}

TDC

4° 4°

37°

BDC

DPE110AT1010

33°

TDC

4°

BDC

4°

37°

52°

• The detection unit or the camshaft position (CMP) sensor, which is integrated with the camshaft, is on the intake camshaft.

• The groove for securing the No.1 cylinder TDC for the camshaft, is provided at the rear of the intake and exhaust camshaft.

01–10A–16

Page 56

MECHANICAL [L8, LF]

SST

B3E0110T109

1 Intake camshaft 2 Exhaust camshaft 3Thrust 4Cam nose 5 Cam journal 6 Cam heel 7 Detection part for CKP sensor

End Of Sie

CAMSHAFT SPROCKET CONSTRUCTION [L8, LF]

• Sintered alloy, which has high rigidity, has been adopted for the camshaft sprocket and is hardened to improve the abrasion resistance at the contact point with the timing chain.

DPE011012420T02

01–10A–17

Page 57

MECHANICAL [L8, LF]

B3E0110T114

1 Camshaft sprocket

End Of Sie

CRANKSHAFT SPROCKET CONSTRUCTION [L8, LF]

• High-strength chromium steel has been adopted for the crankshaft sprocket. Due to carbonizing protection, abrasion resistance at all chain contact points is increased.

• The crankshaft sprocket consists of the timing chain sprocket and oil pump sprocket, which are integrated into a single unit.

• The keyway on the crankshaft sprocket, used to position the crankshaft during installation, has been eliminated.

Timing chain Drive Sprocket Specification

Outer diameter (mm {in}) Approx. 47.955 {1.8880} Tooth width (mm {in}) Approx. 7.35 {0.289}

DPE011012420T03

Oil Pump Drive Sprocket Specification

Outer diameter (mm {in}) Approx. 47.955 {1.8880} Tooth width (mm {in}) Approx. 6.15 {0.242}

1 Oil pump drive sprocket 2 Timing chain drive sprocket 3 Engine front

4 Outer diameter 5 Tooth width

AME2211N010

End Of Sie

01–10A–18

Page 58

MECHANICAL [L8, LF]

TIMING CHAIN, CHAIN TENSIONER CONSTRUCTION [L8, LF]

DPE011012201T01

• A silent chain (link grounding type) type has been adopted for the timing chain to reduce tapping noise caused by sprocket engagement.

• Engine oil inside the engine front cover lubricates the timing chain and each sprocket. The pin part of the timing chain is nitriding processed to improve abrasion resistance.

Timing Chain Specification

Pitch size (mm {in}) 8 {0.32}

B3E0110T116

1 Camshaft sprocket 2 Tensioner arm 3 Chain tensioner 4 Chain guide

5 Crankshaft sprocket 6 Timing chain 7Pitch size 8Pin

• An oil pressure type chain tensioner has been adopted for the timing chain tensioner. The tension of the timing chain is constantly maintained using oil pressure and spring force in the chain tensioner.

• The oil pressure type chain tensioner consists of the following parts: Piston spring that depresses the tensioner arm, and a check ball that maintains pressure to the tensioner arm.

1 Hole for a ratchet lock 2 Oil supply hole 3 Check ball

B3E0110T058

4 Piston spring 5Piston 6Rack

01–10A–19

Page 59

MECHANICAL [L8, LF]

7Ratchet 8 Ratchet spring 9 Cross-section

End Of Sie

TAPPET CONSTRUCTION [L8, LF]

• The tappet is a shimless tappet which is integrated with the shim.

• The tappet surface is phosphate-coated to smooth the attaching surface to the cam and improve abrasion

resistance.

• The valve clearance can be adjusted by replacing the tappet. There are 35 kinds of tappets depending on the thickness. The tappet kind can be determined by the engraved identification mark.

Tappet Specification

Discernment mark Tappet thickness (mm {in}) The number of jumps (mm {in})

725—625 3.725—3.625 {0.1467—0.1427} 0.025 {0.00098} 602—122 3.602—3.122 {0.1418—0.1229} 0.02 {0.00078} 100—000 3.100—3.000 {0.1220—0.1181} 0.025 {0.00098}

DPE011012431T01

1 Tappet 2Camshaft 3 Tappet sectional view

4 Cam lob contact surface 5 Valve stem contact surface 6 Identification mark position

AME2211N007

End Of Sie

01–10A–20

Page 60

LUBRICATION [L8, LF]

01–11A LUBRICATION [L8, LF]

LUBRICATION SYSTEM OUTLINE

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–11A–1

LUBRICATION SYSTEM

STRUCTURAL VIEW [L8, LF] . . . . . . . 01–11A–1

LUBRICATION SYSTEM FLOW DIAGRAM

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–11A–2

OIL FILTER CONSTRUCTION [L8, LF] . 01–11A–2

End of Toc

LUBRICATION SYSTEM OUTLINE [L8, LF]

Features

Reduced noise • Aluminum alloy oil pan adopted Reduced weight • Plastic oil strainer adopted

• Trochoid gear type oil pump adopted

Improved lubricity

• Oil jet valves adopted

• Water-cooled type oil cooler adopted (if equipped)

End Of Sie

LUBRICATION SYSTEM STRUCTURAL VIEW [L8, LF]

OIL COOLER CONSTRUCTION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . . 01–11A–3

OIL PAN CONSTRUCTION [L8, LF] . . . .01–11A–3

OIL STRAINER CONSTRUCTION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . . 01–11A–4

OIL PUMP CONSTRUCTION [L8, LF]. . . 01–11A–4 OIL JET VALVE

CONSTRUCTION/OPERATION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . . 01–11A–6

DPE011 100000T01

DPE011 100000T02

1 Oil pump chain tensioner 2 Oil pump chain guide 3 Oil pump chain 4 Oil pump sprocket 5 Oil pump 6O-ring 7 Oil strainer 8 Oil pan drain plug

DPE111AT1001

9 Washer 10 Oil pan 11 Oil jet valve 12 Oil filter adapter 13 Oil pressure switch 14 Oil filter 15 Gasket 16 Oil cooler (if equipped)

01–11A–1

Page 61

LUBRICATION [L8, LF]

End Of Sie

LUBRICATION SYSTEM FLOW DIAGRAM [L8, LF]

DPE011100000T03

1 Camshaft 2 Tappet 3Orifice 4 Oil pressure switch 5Oil filter 6 Oil cooler (if equipped) 7 Oil pump 8Oil strainer 9 Main bearing

DPE111AT1002

10 Crankshaft 11 Connecting rod bearing 12 Oil pan 13 Timing chain 14 Chain tensioner 15 Piston 16 Oil jet valve 17 Oil passage 18 Relief passage

End Of Sie

OIL FILTER CONSTRUCTION [L8, LF]

• The oil filter component is installed on the left surface (vehicle front) of the cylinder block.

• An aluminum oil filter adapter has been adopted for weight reduction. The oil pressure switch and oil cooler are

installed on the oil filter adapter.

• The oil filter is a full-flow paper element type with an outer diameter of 76.2 mm {3.00 in} and height of 94.0 mm {3.70 in}.

DPE011114300T01

01–11A–2

Page 62

LUBRICATION [L8, LF]

1Gasket 2 Oil filter adapter 3 Oil pressure switch 4 Oil filter

5 Oil cooler (if equipped) 6 Outer diameter 7 Height

End Of Sie

OIL COOLER CONSTRUCTION [L8, LF]

• A water-cooled type oil cooler has been adopted to reduce engine oil degradation.

• The oil cooler is attached to the oil filter adapter.

DPE111AT1003

DP E01111 470 0T0 1

DPE111AT1004

1 External view 2 Engine coolant flow direction

End Of Sie

OIL PAN CONSTRUCTION [L8, LF]

• An aluminum alloy oil pan has been adopted for noise reduction.

• An oil pan baffle plate has been adopted inside the oil pan to stabilize engine oil diffusion by crankshaft rotation

and oil level when the vehicle rolls.

• A silicon sealant with excellent sealing qualities has been adopted. Also, sealing slots have been adopted on the oil pan attachment side to improve sealing performance.

DP E01111 004 0T0 1

01–11A–3

Page 63

LUBRICATION [L8, LF]

1 External view 2 Oil pan baffle plate

End Of Sie

OIL STRAINER CONSTRUCTION [L8, LF]

• A plastic oil strainer with a resin filter in the middle of the strainer has been adopted for weight reduction.

DPE011114240T01

DPE111AT1005

B3E0111T018

1 External view 2 Oil pump attachment side 3Oil strainer

4 Oil inlet 5Sec. A-A 6 Resin filter

End Of Sie

OIL PUMP CONSTRUCTION [L8, LF]

• The oil pump is installed inside the engine front cover. The crankshaft drives the inner rotor through the oil pump chain and oil pump sprocket.

• The oil pump component consists of the oil pump body, oil pump sprocket, oil pump chain, oil pump chain guide, and oil pump chain tensioner.

• An efficient and compact five-lobe epitrochoid and six-flank inner envelope type gear has been adopted on the oil pump.

• The oil pump consists of the inner and outer rotors, relief valve, and oil pump body.

DPE011114100T01

01–11A–4

Page 64

LUBRICATION [L8, LF]

• The oil pump cannot be disassembled. If there is an oil pump malfunction, replace it as a single unit..

1 Oil pump body (relief valve inside) 2 Oil pump chain tensioner 3 Oil pump chain guide 4 Oil pump chain 5 Oil pump sprocket 6Front

DPE111AT1007

7 Inner rotor 8 Outer rotor

9Oil in 10 Relief valve component 11 Rear 12 Oil out

Oil pump specification

Item Engine speed [rpm] Specification

Oil discharge pressure (reference value) [Oil temperature: 100 °C {212 °F}]

(kPa {kgf/cm

Relief valve opening pressure (reference value)

, psi})

1,500 129— 269 {1.32—2.74, 18.7—39.0}

3,000 234—521 {2.39—5.31, 33.9—75.5}

(kPa {kgf/cm

, psi})

450—550 {4.59—5.61, 65.3—79.8}

• A silent chain (link connecting type) has been adopted to the oil pump chain to reduce chain operation noise when the chain and the sprocket engage.

• The engine oil in the engine front cover lubricates the oil pump chain. Wear resistance has been improved using nitriding processing of the pins constructing the oil pump chain.

• The sintered material in the oil pump sprocket has been furnace hardened to improve durability.

DPE111AT1008

01–11A–5

Page 65

LUBRICATION [L8, LF]

1 Timing chain 2 Oil pump driven chain 3Pitch size 4Pin

5Link 6 Oil pump sprocket 7 Outer diameter 8 Driven tooth width

Oil pump driven chain, oil pump sprocket specification

Item Specification

Oil pump driven chain Pitch size (mm {in}) 8 {0.3}

Oil pump sprocket

Outer diameter (mm {in}) 60.78 {2.392} Driven tooth width (mm {in}) 6.15 {0.242}

End Of Sie

OIL JET VALVE CONSTRUCTION/OPERATION [L8, LF]

Construction

• The oil jet valves are installed in the cylinder block (in the main journal). The oil jet valve nozzles are installed pointed toward the back surface of each piston.

• The oil jet valves are designed to maintain optimum oil pressure in the engine by controlling the oil injection according to the oil pressure applied to the check ball in the oil jet valves.

DPE011110730T01

DPE111AT1006

1 Cylinder liner 2 Engine front side 3 Oil jet valve

4 Cylinder block 5Piston 6Oil

Operation

• Oil pressure applied to the check-ball in the oil jet valve opens and closes the oil passage-way to the nozzle and controls oil injection starting and stopping.

• Oil pressure greater than the specified value applied to the check-ball in the oil jet valve opens the oil passage to the spring-pressed nozzle, starting injection. Conversely, oil pressure less than the specified value applied to the check-ball blocks the oil passage by spring force, stopping injection.

01–11A–6

Page 66

LUBRICATION [L8, LF]

1 Nozzle 2 Oil jet valve body 3Spring

End Of Sie

B3E0111T022

4Oil 5 Oil passage 6 Check ball

01–11A–7

Page 67

COOLING SYSTEM [L8, LF]

01–12A COOLING SYSTEM [L8, LF]

COOLING SYSTEM OUTLINE [L8, LF] . 01–12A–1 COOLING SYSTEM STRUCTURAL

VIEW [L8, LF] . . . . . . . . . . . . . . . . . . . . 01–12A–1

COOLING SYSTEM FLOW DIAGRAM

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–12A–2

COOLING SYSTEM CAP CONSTRUCTION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–12A–2

RADIATOR CONSTRUCTION [L8, LF]. . 01–12A–2

THERMOSTAT CONSTRUCTION/OPERATION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . . 01–12A–3

WATER PUMP CONSTRUCTION/OPERATION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . . 01–12A–3

COOLING FAN COMPONENT CONSTRUCTION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . . 01–12A–4

FAN CONTROL MODULE CONSTRUCTION/

OPERATION [L8, LF] . . . . . . . . . . . . . . . 01–12A–5

End of Toc

COOLING SYSTEM OUTLINE [L8, LF]

Features

Reduced weight

Miniaturization • Built-in type water pump adopted Reduced engine noise and

vibration Reduced power consumption • Fan control module adopted

• Cross flow type radiator with aluminum core and plastic tank adopted

• Stainless steel thermostat with plastic thermostat cover adopted

• Electric cooling fan adopted

• Fan control module adopted

End Of Sie

COOLING SYSTEM STRUCTURAL VIEW [L8, LF]

DPE011200000T01

DPE011200000T02

1 Cooling system cap 2 Coolant reserve tank 3 Cooling system filler neck 4 Radiator 5 Thermostat 6 Water pump

End Of Sie

7 Cooling fan component 8 Cooling fan

9 Radiator cowling 10 Cooling fan motor 11 Fan control module

DPE112AT1005

01–12A–1

Page 68

COOLING SYSTEM [L8, LF]

COOLING SYSTEM FLOW DIAGRAM [L8, LF]

1 2

1 Coolant reserve tank 2 Cooling system filler neck 3Radiator 4 Thermostat 5 Water pump 6 Cylinder block

1011

7 Cylinder head 8 EGR valve

9 Heater 10 Oil cooler (ATX) 11 Oil cooler (if equipped) 12 Coolant flow

DPE011200000T03

DPE112AT1001

End Of Sie

COOLING SYSTEM CAP CONSTRUCTION [L8, LF]

• A low-pressure type cap has been adopted for the cooling system cap.

• The cooling system cap is installed on the cooling

system filler neck attached to the shroud panel.

1 Cooling system cap 2 Cooling system filler neck 3 Shroud panel

DPE011215201T01

DPE112AT1002

End Of Sie

RADIATOR CONSTRUCTION [L8, LF]

• A cross-flow radiator with corrugated fins is used to improve cooling performance.

01–12A–2

DPE011215200T01

Page 69

COOLING SYSTEM [L8, LF]

• The radiator tanks are made of plastic and the core is made of aluminum for weight reduction.

• Rubber-insulated mounting brackets are utilized on the underside of the radiator to decrease vibration.

• .

1Tank 2 Rubber mounting bracket 3Core 4 To lower radiator hose 5 From upper radiator hose

End Of Sie

THERMOSTAT CONSTRUCTION/OPERATION [L8, LF]

Construction

• A wax-type thermostat with a jiggle-valve has been adopted.

Operation

• When the engine coolant temperature reaches 80 °C {176 °F}—84 °C {183 °F}, the valve starts

opening to allow engine coolant to flow from the radiator stabilizing the engine coolant temperature. When the engine coolant temperature decreases to approx. 75 °C {167 °F}, the valve closes to stop the engine coolant flow from the radiator.

DPE112AT1004

DPE011215171T01

1 Engine side 2 Thermostat 3 Thermostat cover 4 From heater hose 5 From lower radiator hose 6 Coolant flow direction

End Of Sie

WATER PUMP CONSTRUCTION/OPERATION [L8, LF]

Construction

• The aluminum alloy water pump with the impeller built into the cylinder block has been adopted for size reduction.

DPE011215010T01

01–12A–3

DPE112AT1008

Page 70

COOLING SYSTEM [L8, LF]

• The water pump is not serviceable and must be replaced as a unit if it has a malfunction..

1 Water pump pulley 2 Water pump body

3 Impeller

B3E0112T019

Operation

• The water pump is driven by the generator drive belt.

End Of Sie

COOLING FAN COMPONENT CONSTRUCTION [L8, LF]

• The cooling fan component consists of the radiator cowling, cooling fan, cooling fan motor, and fan control module.

• Electric cooling fan, which operates according to the fan control signal sent from the PCM to the fan control module, has been adopted. Due to this, engine noise has been reduced and rapid engine warming-up is possible.

• The radiator cowling and cooling fan are made of plastic for weight reduction.

DPE011215140T01

1 Cooling fan component 2 Cooling fan 3 Radiator cowling

01–12A–4

4 Fan control module 5 Cooling fan motor

DPE112AT1003

Page 71

COOLING SYSTEM [L8, LF]

Cooling fan, cooling fan motor specification

Item Specification

Cooling fan

Cooling fan motor output (W) 240

End Of Sie

FAN CONTROL MODULE CONSTRUCTION/OPERATION [L8, LF]

Construction

• Fan control module is installed on the radiator cowling.

Number of blades 7 Outer diameter (mm {in}) 360 {14.2}

DPE011215150T01

DPE112AT1006

1 Fan control module 2 Radiator cowling 3 Cooling fan motor

Operation

• The fan control module drives the fan motor based on the cooling fan control signal sent by the PCM according to the following:

— Engine coolant temperature — Vehicle speed — Battery voltage — Whether refrigerant pressure switch is on or off — Whether magnetic clutch is on or off

• The fan control module allows continuously variable control of the fan motor rotation rate reducing fan operation noise and power consumption.

PCM

DPE112AT1007

1 Cooling fan electrical system wiring diagram 2Battery

3 Fan control module

Fail-safe function

1. Over-current fail-safe — If current to the fan motor exceeds the specified value, the cooling fan motor stops running for a specified

period of time.

2. Over-heat fail-safe — If the internal temperature of the fan control module exceeds a specified temperature, the cooling fan motor

01–12A–5

Page 72

COOLING SYSTEM [L8, LF]

starts running at high speed. If the temperature continues to increase and exceeds a specified temperature, the cooling fan motor stops running. (When the ignition switch is turned off, it returns to normal operation.)

3. Input signal open circuit fail-safe — If there is an open circuit in the wiring harness between the PCM and fan control module, the cooling fan

motor runs at high speed.

End Of Sie

01–12A–6

Page 73

INTAKE-AIR SYSTEM [L8, LF]

01–13A INTAKE-AIR SYSTEM [L8, LF]

INTAKE AIR SYSTEM OUTLINE

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–13A–1

INTAKE AIR SYSTEM STRUCTURAL VIEW

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–13A–2

INTAKE AIR SYSTEM DIAGRAM

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–13A–2

INTAKE AIR SYSTEM HOSE ROUTING

DIAGRAM [L8, LF] . . . . . . . . . . . . . . . . 01–13A–3

RESONANCE CHAMBER FUNCTION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–13A–4

AIR CLEANER CONSTRUCTION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–13A–4

THROTTLE BODY CONSTRUCTION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–13A–5

IDLE AIR CONTROL (IAC) VALVE

FUNCTION [L8, LF]. . . . . . . . . . . . . . . . 01–13A–5

IDLE AIR CONTROL (IAC) VALVE

CONSTRUCTION/OPERATION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–13A–5

INTAKE MANIFOLD CONSTRUCTION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–13A–5

VARIABLE INTAKE AIR SYSTEM

FUNCTION [LF]. . . . . . . . . . . . . . . . . . . 01–13A–6

VARIABLE INTAKE AIR SYSTEM

STRUCTURE [LF] . . . . . . . . . . . . . . . . . 01–13A–7

VARIABLE INTAKE AIR SYSTEM

OPERATION [LF] . . . . . . . . . . . . . . . . . . 01–13A–7

VARIABLE TUMBLE SYSTEM

FUNCTION [L8, LF] . . . . . . . . . . . . . . . . 01–13A–8

VARIABLE TUMBLE SYSTEM

STRUCTURE [L8, LF] . . . . . . . . . . . . . . 01–13A–8

VARIABLE TUMBLE SYSTEM

OPERATION [L8, LF] . . . . . . . . . . . . . . . 01–13A–8

VARIABLE INTAKE AIR SOLENOID VALVE

FUNCTION [LF] . . . . . . . . . . . . . . . . . . .01–13A–9

VARIABLE INTAKE AIR SOLENOID VALVE

CONSTRUCTION/OPERATION [LF] . . . 01–13A–9

VARIABLE TUMBLE SOLENOID VALVE

FUNCTION [L8, LF] . . . . . . . . . . . . . . . . 01–13A–10

VARIABLE TUMBLE SOLENOID VALVE

CONSTRUCTION/OPERATION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . . 01–13A–10

VARIABLE INTAKE AIR SHUTTER VALVE

ACTUATOR FUNCTION [LF] . . . . . . . . . 01–13A–10

VARIABLE INTAKE AIR SHUTTER VALVE

ACTUATOR CONSTRUCTION/OPERATION

[LF] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 01–13A–10

VARIABLE TUMBLE SHUTTER VALVE

ACTUATOR FUNCTION [L8, LF] . . . . . .01–13A–11

VARIABLE TUMBLE SHUTTER VALVE

ACTUATOR CONSTRUCTION/OPERATION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . . 01–13A–11

End of Toc

INTAKE AIR SYSTEM OUTLINE [L8, LF]

Features

Improved engine torque • Variable intake air system adopted (LF) Improved noise reduction • Resonance chamber adopted Improved emission gas purification • Variable tumble system adopted

End Of Sie

DPE011300000T01

01–13A–1

Page 74

INTAKE-AIR SYSTEM [L8, LF]

INTAKE AIR SYSTEM STRUCTURAL VIEW [L8, LF]

DPE011300000T02

1 Fresh-air duct 2 Resonance chamber (fresh-air duct side) 3 Air cleaner 4 Resonance chamber (air cleaner side) 5 Throttle body 6IAC valve 7 Variable intake air solenoid valve (LF)

End Of Sie

INTAKE AIR SYSTEM DIAGRAM [L8, LF]

DPE0113ZT2001

8 Variable tumble solenoid valve

9 Variable intake air shutter valve actuator (LF) 10 Variable tumble shutter valve actuator 11 Intake manifold 12 Accelerator cable 13 Accelerator pedal

DPE011300000T03

01–13A–2

DPE0113ZT2002

Page 75

INTAKE-AIR SYSTEM [L8, LF]

1 Air cleaner 2 Resonance chamber (fresh-air duct side) 3 Resonance chamber (air cleaner side) 4IAC valve 5 Throttle body 6 Vacuum chamber 7 Check valve 8 Variable intake air solenoid valve (LF)

End Of Sie

INTAKE AIR SYSTEM HOSE ROUTING DIAGRAM [L8, LF]

9 Variable intake air shutter valve actuator (LF) 10 Variable intake air shutter valve (LF) 11 Variable tumble solenoid valve 12 Variable tumble shutter valve actuator 13 Variable tumble shutter valve 14 Intake manifold 15 To PCM

DPE011300000T04

1 Purge solenoid valve 2 Positive crankcase ventilation (PCV) valve 3 Variable intake air solenoid valve (LF)

DPE0113ZT2003

4 Variable tumble solenoid valve

5 Variable intake air shutter valve actuator (LF)

6 Variable tumble shutter valve actuator

01–13A–3

Page 76

INTAKE-AIR SYSTEM [L8, LF]

End Of Sie

RESONANCE CHAMBER FUNCTION [L8, LF]

• Installed on the fresh air duct and air cleaner to reduce intake air noise.

1 Fresh-air duct 2 Resonance chamber (fresh-air duct side) 3 Air cleaner 4 Resonance chamber (air cleaner side)

DPE011313191T01

DPE0113ZT2004

End Of Sie

AIR CLEANER CONSTRUCTION [L8, LF]

• Mainly composed of the air cleaner case, air cleaner cover, and air cleaner element.

• Non-woven fabric (dry type) element has been adopted.

1 Air cleaner cover 2 Air cleaner element 3 Air cleaner case

DPE011313300T01

B3E0113T104

End Of Sie

01–13A–4

Page 77

INTAKE-AIR SYSTEM [L8, LF]

THROTTLE BODY CONSTRUCTION [L8, LF]

• Consists of the throttle position sensor, and throttle valve.

1 Throttle position sensor 2 Throttle valve

End Of Sie

IDLE AIR CONTROL (IAC) VALVE FUNCTION [L8, LF]

• Electronically adjusts the amount of air that bypasses the throttle valve.

End Of Sie

IDLE AIR CONTROL (IAC) VALVE CONSTRUCTION/OPERATION [L8, LF]

Construction

• Installed on the intake manifold.

• Mainly consists of the housing, valve, plunger and coil.

DPE011313640T01

B3E0113T106

DPE011320661T01

DPE011320661T02

Operation

• Air that bypasses the throttle valve passes from the air hose upstream of the throttle valve, through the IAC valve and is suctioned towards the intake manifold downstream of the throttle valve.

• The valve moves according to a duty signal from the PCM and the size of the bypass passage opening varies accordingly.

• The amount of air that bypasses the throttle valve varies according to the size of the bypass opening; the larger the opening, the more air that is bypassed.

1 Not energized 2Coil 3 Plunger 4 Housing 5 From air hose

6 To intake manifold 7 Atmospheric air flow 8 Energized 9Valve

B3E0113T020

End Of Sie

INTAKE MANIFOLD CONSTRUCTION [L8, LF]

• The intake manifold mainly consists of the variable intake air shutter valve actuator and variable tumble shutter valve actuator.

DPE011313100T01

01–13A–5

Page 78

INTAKE-AIR SYSTEM [L8, LF]

• Made of hard plastic for weight reduction.

B3E0113T108

1 Intake manifold 2 Variable intake air shutter valve actuator (LF) 3 Variable tumble shutter valve actuator

End Of Sie

VARIABLE INTAKE AIR SYSTEM FUNCTION [LF]

• The variable intake air system maintains high torque from the low to high engine speed ranges.

• Changes the effective intake manifold length when the engine speed borders on 4,750 rpm to enhance the

inertia charging effect. As a result, higher torque is obtained in all ranges.

• For the variable intake air control, refer to CONTROL SYSTEM, Variable intake air Control (See 01–40A–15 VARIABLE INTAKE AIR CONTROL OUTLINE [LF].)

DPE011300020T01

B3E0113T109

1 Engine torque 2 Engine speed 3 Approx. 4,750 RPM 4 Variable intake air shutter valve open

5 Variable intake air shutter valve closed 6High 7Low

Inertia charging effect

— Airflow in the intake air pipe pulsates according to the opening and closing of the intake valve. When the

intake valve closes, intake air is compressed near the intake valve due to inertia force. The resulting pressure wave is reflected to the throttle valve side by the intake valve and the wave is then reflected back

01–13A–6

Page 79

INTAKE-AIR SYSTEM [L8, LF]

to the intake valve side when it reaches the dynamic chamber. The effective intake manifold length is controlled so that the pressure wave returns to the intake valve at the intake stroke. Due to this, air intake volume increases, resulting in higher torque.

Effective intake manifold length

— The effective intake manifold length is the length from the intake valve to the dynamic chamber. — The effective intake manifold length changes according to the positioning of the reflected pressure wave

transmitted through the intake air pipe by the opening and closing of the variable intake air shutter valve in the intake manifold.

End Of Sie

VARIABLE INTAKE AIR SYSTEM STRUCTURE [LF]

• Mainly consists of the variable intake air solenoid valve, variable intake air shutter valve, variable intake air shutter valve actuator, dynamic chamber and vacuum chamber.

DPE011300020T02

B3E0113T110

1 Variable intake air solenoid valve 2 Variable intake air shutter valve actuator 3 Variable intake air shutter valve 4 Dynamic chamber

5 Vacuum chamber 6Check valve 7To PCM

End Of Sie

VARIABLE INTAKE AIR SYSTEM OPERATION [LF]

At engine speed less than 4,750 rpm (variable intake air shutter valve is closed)

• Intake manifold vacuum is applied to the variable intake air shutter valve by the operation of the variable intake air solenoid valve, closing the variable intake air shutter valve.

• Under this condition, the effective intake manifold length is from the intake valve to the dynamic chamber (A—C). An inertia charging effect is obtained due to this elongated intake manifold length, air intake volume increases, and higher torque is obtained at low to medium engine speeds.

DPE011300020T03

1 variable intake air shutter valve (closed) 2 Dynamic chamber

At engine speed of 4,750 rpm or more (variable intake air shutter valve is open)

• The variable intake air shutter valve is open.

B3E0113T111

01–13A–7

Page 80

INTAKE-AIR SYSTEM [L8, LF]

• Under this condition, the effective intake manifold length is from the intake valve to the chamber (B—C). The intake air inertia effect is obtained at high engine speeds due to this shortened intake air pipe, increasing intake airflow amount in the cylinder, and higher torque at high engine speeds is obtained.

1 Variable intake air shutter valve (open) 2 Dynamic chamber

B3E0113T112

End Of Sie

VARIABLE TUMBLE SYSTEM FUNCTION [L8, LF]

• The variable tumble system functions to lower emissions at cold-engine start.

• At cold-engine start, the variable tumble system increases intake airflow speed by closing the shutter valve and

narrowing the intake passage. As a result, the air-fuel mixture quality from the injector is improved. Additionally, the creation of a powerful air tumble in the combustion chamber promotes the atomization of the air-fuel mixture. Due to this, exhaust emission efficiency is improved.

• For the variable tumble control, refer to CONTROL SYSTEM, Variable Tumble Control. (See 01–40A–15 VARIABLE TUMBLE CONTROL OUTLINE [L8, LF].)

DPE011300050T01

End Of Sie

VARIABLE TUMBLE SYSTEM STRUCTURE [L8, LF]

• Mainly consists of the variable tumble solenoid valve, variable tumble shutter valve, variable tumble shutter valve actuator, and vacuum chamber.

DPE011300050T02

1 Variable tumble solenoid valve 2 Variable tumble shutter valve actuator 3 Variable tumble shutter valve

B3E0113T113

4 Vacuum chamber 5 Check valve 6To PCM

End Of Sie

VARIABLE TUMBLE SYSTEM OPERATION [L8, LF]

Engine speed approx. 3,750 rpm or more and engine coolant temperature approx. 63°C {145°F} and more

DPE011300050T03

01–13A–8

Page 81

INTAKE-AIR SYSTEM [L8, LF]

(variable tumble shutter valve is closed)

• Intake manifold vacuum is applied to the variable tumble shutter valve actuator by the operation of the variable tumble solenoid valve, closing the variable tumble shutter valve. At this time, the intake passage is narrower than normal, increasing intake airflow speed and also creating a powerful air tumble in the combustion chamber.

1 Variable tumble shutter valve (closed) 2 Combustion chamber 3 Air tumble

End Of Sie

VARIABLE INTAKE AIR SOLENOID VALVE FUNCTION [LF]

• Switches the intake manifold vacuum passage between the intake manifold and the actuator.

DPE011318740T01

End Of Sie

VARIABLE INTAKE AIR SOLENOID VALVE CONSTRUCTION/OPERATION [LF]

Construction

• Mainly composed of the solenoid coil, spring, and plunger.

Operation Energized

• The solenoid coil magnetizes, pulling the plunger. The passage between A and B ports opens due to the plunger being pulled, and intake manifold vacuum is applied to the actuator.

Not energized

• The intake manifold vacuum passage is blocked, and the passage between ports B and C opens, depressurizing the actuator.

DPE011318740T02

B3E0113T114

1 Connected to 2Energized 3 Not energized 4 Port A (to intake manifold) 5 Port B (to actuator) 6 Port C (to atmospheric air)

DPE0113ZT2501

7 Solenoid coil 8Spring

9 Plunger 10 Filter 11 Airflow

01–13A–9

Page 82

INTAKE-AIR SYSTEM [L8, LF]

End Of Sie

VARIABLE TUMBLE SOLENOID VALVE FUNCTION [L8, LF]

• Switches the intake manifold vacuum passage between the intake manifold and the actuator.

End Of Sie

VARIABLE TUMBLE SOLENOID VALVE CONSTRUCTION/OPERATION [L8, LF]

Construction

• Mainly composed of the solenoid coil, spring, and plunger.

Operation Energized

• The solenoid coil magnetizes, pulling the plunger. The passage between A and B ports opens due to the plunger being pulled, and intake manifold vacuum is applied to the actuator.

Not energized

• The intake manifold vacuum passage is blocked, and the passage between ports B and C opens, depressurizing the actuator.

DPE011318745T01

DPE011318745T02

1 Connected to 2 Energized 3 Not energized 4 Port A (to intake manifold) 5 Port B (to actuator) 6 Port C (to atmospheric air)

7 Solenoid coil 8Spring

9 Plunger 10 Filter 11 Airflow

End Of Sie

VARIABLE INTAKE AIR SHUTTER VALVE ACTUATOR FUNCTION [LF]

• Opens and closes the shutter valve.

End Of Sie

VARIABLE INTAKE AIR SHUTTER VALVE ACTUATOR CONSTRUCTION/OPERATION [LF]

Construction

• Mainly consists of the body, rod and diaphragm chamber spring.

DPE0113ZT2501

DPE011320132T01

DPE011320132T02

Operation

• Normally, the spring force presses against the rod, keeping the shutter valve open. When vacuum is applied to the diaphragm chamber from the intake manifold, the rod is pulled, closing the shutter valve.

01–13A–10

Page 83

INTAKE-AIR SYSTEM [L8, LF]

1 Normal status (depressurized) 2 Diaphragm chamber 3Spring 4Rod 5 Shutter valve (open)

6 Vacuum applied 7 Vacuum applied 8 Rod pulled 9 Shutter valve (closed)

End Of Sie

VARIABLE TUMBLE SHUTTER VALVE ACTUATOR FUNCTION [L8, LF]

• Opens and closes the shutter valve.

End Of Sie

VARIABLE TUMBLE SHUTTER VALVE ACTUATOR CONSTRUCTION/OPERATION [L8, LF]

Construction

• Mainly consists of the body, rod and diaphragm chamber spring.

B3E0113T116

DPE011320135T01

DPE011320135T02

Operation

1 Normal status (depressurized) 2 Diaphragm chamber 3Spring 4Rod 5 Shutter valve (open)

6 Vacuum applied 7 Vacuum applied 8 Rod pulled 9 Shutter valve (closed)

B3E0113T116

End Of Sie

01–13A–11

Page 84

FUEL SYSTEM [L8, LF]

01–14A FUEL SYSTEM [L8, LF]

FUEL SYSTEM OUTLINE [L8, LF] . . . . . 01–14A–1

FUEL SYSTEM STRUCTURAL VIEW

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–14A–2

FUEL SYSTEM FLOW DIAGRAM

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–14A–3

RETURNLESS FUEL SYSTEM OUTLINE

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–14A–4

RETURNLESS FUEL SYSTEM

OPERATION [L8, LF] . . . . . . . . . . . . . . 01–14A–4

FUEL TANK CONSTRUCTION [L8, LF] . 01–14A–4 NONRETURN VALVE FUNCTION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–14A–4

NONRETURN VALVE CONSTRUCTION/

OPERATION [L8, LF] . . . . . . . . . . . . . . 01–14A–4

End of Toc

FUEL SYSTEM OUTLINE [L8, LF]

Features

Improved serviceability • Nylon tubes adopted for fuel hoses in the engine compartment and around the fuel

tank, and quick release connectors adopted for joints

Reduction of evaporative gas • Returnless fuel system adopted

FUEL PUMP UNIT FUNCTION [L8, LF]. . 01–14A–4 FUEL PUMP UNIT CONSTRUCTION/

OPERATION [L8, LF] . . . . . . . . . . . . . . . 01–14A–5

QUICK RELEASE CONNECTOR FUNCTION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . . 01–14A–5

QUICK RELEASE CONNECTOR

CONSTRUCTION/OPERATION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . . 01–14A–5

FUEL INJECTOR FUNCTION [L8, LF] . .01–14A–7 FUEL INJECTOR CONSTRUCTION/

OPERATION [L8, LF] . . . . . . . . . . . . . . . 01–14A–7

FUEL PUMP RELAY FUNCTION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . . 01–14A–8

DPE011400000T01

Specification

Item Specification

Type Hi-ohmic

Injector

Pressure regulator control pressure

Fuel pump type Electric Fuel tank capacity (L {US gal, lmp gal}) 60 {16, 13}

Fuel type

Type of fuel delivery Top-feed Type of drive Voltage

(kPa {kgf/cm

, psi})

Premium unleaded fuel {Research octane number is 95 or more (conforming to EN228} unleaded fuel (Research octane number is 91)

Regular unleaded fuel (Research octane number is 90 or more)

Approx. 390 {3.98, 56.6}

*1}*2

, Regular

*1 : Europe specs. *2 : European countries, Israel, Cyprus, Singapore, Brunei, Trinidad and Tobago, China (Hong Kong, Macao),

Honduras, Panama, Nicaragua, Lebanon, El Salvador, Morocco, Taiwan, Indonesia, Guadeloup, French

Guiana, Reunion, Canary Islands, New Caledonia, Turkey, Martinique *3 : Peru *4 : Chile, Costa Rica, The Philippines, Guatemala, Venezuela

End Of Sie

01–14A–1

Page 85

FUEL SYSTEM [L8, LF]

FUEL SYSTEM STRUCTURAL VIEW [L8, LF]

Engine Compartment Side

DPE011400000T02

1 Fuel injector 2 Quick release connector

3 Main fuse block 4 Fuel pump relay

DPE0114ZT2001

01–14A–2

Page 86

Fuel Tank Side

FUEL SYSTEM [L8, LF]

DPE0114ZT2002

1Fuel tank 2 Fuel pump unit

End Of Sie

FUEL SYSTEM FLOW DIAGRAM [L8, LF]

Fuel Flow

3 Quick release connector

DPE011400000T03

1 Fuel-filler cap 2 Fuel filter (high-pressure) 3 Pressure regulator 4 Fuel pump unit 5Fuel pump

End Of Sie

DPE0114ZT2004

6 Fuel filter (low-pressure) 7 Fuel tank 8 Fuel injector 9Fuel flow

01–14A–3

Page 87

FUEL SYSTEM [L8, LF]

RETURNLESS FUEL SYSTEM OUTLINE [L8, LF]

DPE011400000T04

Features

• The returnless fuel system reduces fuel evaporation in the fuel tank.

• The pressure regulator located in the fuel tank prevents fuel return from the engine compartment side, thereby

maintaining a low fuel temperature in the fuel tank. Due to this, formation of evaporative gas produced by a rise in fuel temperature is suppressed.

• The pressure regulator is built into the fuel pump unit in the fuel tank.

End Of Sie

RETURNLESS FUEL SYSTEM OPERATION [L8, LF]

• Fuel in the fuel tank is pumped out through the fuel filter (low-pressure) by the fuel pump, filtered by the fuel filter (high-pressure), and then regulated to a specified pressure by the pressure regulator.

• The pressure regulated fuel is sent to the fuel injectors.

• After pressure regulation, unnecessary fuel is returned from the pressure regulator to inside the fuel pump unit.

DPE011400000T05

End Of Sie

FUEL TANK CONSTRUCTION [L8, LF]

• Capacity is 60 L {16 US gal, 13 lmp gal}.

• Two rollover valves that include check valves (two-way) are built-in. For the rollover valve, refer to the emission

system.

• Made of hard plastic for weight reduction.

DPE011442110T01

End Of Sie

NONRETURN VALVE FUNCTION [L8, LF]

• Prevents fuel from spouting out due to evaporative gas pressure in the fuel tank when removing the fuel-filler cap.

DPE011442270T01

End Of Sie

NONRETURN VALVE CONSTRUCTION/OPERATION [L8, LF]

• A single valve type has been adopted..

DPE011442270T02

1 Valve position during refueling 2 Normal valve position 3 Fuel tank side 4Fuel 5 Fuel-filler pipe

• Installed on the fuel tank side of the fuel-filler pipe.

• Under normal conditions, this valve is closed as shown by the dotted line. When refueling, it opens to the

position shown by the solid line due to the flow of fuel. When refueling is finished, the valve returns to the normal valve position due to spring force.

End Of Sie

FUEL PUMP UNIT FUNCTION [L8, LF]

• The fuel pump suctions fuel from the fuel tank and pumps it to the fuel distributor.

DPE011413350T01

End Of Sie

B3E0114T005

01–14A–4

Page 88

FUEL SYSTEM [L8, LF]

FUEL PUMP UNIT CONSTRUCTION/OPERATION [L8, LF]

DPE011413350T02

DPF0114ZT2003

1 Fuel pump unit

Fuel Pump Unit

• Mainly consists of a fuel filter (high-pressure), pressure regulator, fuel pump, fuel reserve cup, and fuel filter (low-pressure).

• A pressure regulator is built-in due to the adoption of a returnless fuel system.

• A hard-plastic fuel pump unit, with an integrated fuel filter (high-pressure) and fuel pump, has been adopted to

simplify the fuel line.

• Fuel in the fuel reserve cup is suctioned out through the fuel filter (low-pressure) by the fuel pump, and pumped to the fuel filter (high-pressure). Return fuel is sent back to the fuel reserve cup or the fuel tank through the jet pump.

• If return fuel pressure exceeds the specified value, the relief valve discharges return fuel into the fuel pump unit without passing it through the venturi. Due to this, return fuel pressure is maintained below the specified value.

Pressure Regulator

• Built into the fuel pump unit due to adoption of a returnless fuel system.

• Mainly consists of a spring, release valve and diaphragm.

• Pressurizes fuel discharged by the fuel pump to approx. 390 kPa {3.98 kgf/cm

diaphragm and release valve, and then pumps it to the fuel distributor.

• If fuel pressure exceeds approx. 390 kPa {3.98 kgf/cm

, 56.6 psi}, the release valve opens to discharge

, 56.6 psi} using the spring,

unnecessary fuel pressure.

End Of Sie

QUICK RELEASE CONNECTOR FUNCTION [L8, LF]

• Quick release connectors that can be easily connected/disconnected have been adopted to improve serviceability.

End Of Sie

QUICK RELEASE CONNECTOR CONSTRUCTION/OPERATION [L8, LF]

• There are two types of quick release connectors.

DPE011442692T01

DPE011442692T02

01–14A–5

Page 89

Quick release connector locations

FUEL SYSTEM [L8, LF]

FUEL TANK SIDE

ENGINE COMPARTMENT SIDE

DPE0114ZW201

1 Engine compartment side 2 Fuel tank side

Type A

• Used on the fuel tank side of the charcoal canister and in the engine compartment.

• An SST is not used with this type.

• Mainly consists of a retainer and O-ring. The quick release connector is integrated with the fuel hose and

therefore cannot be disassembled.

• When the quick release connector is connected, the fuel pipe projection is locked at the clamp lock point. By pushing the clamp release tab to expand the clamp, the lock point is released allowing the fuel pipe to be disconnected.

B3E0114T009

1 Quick release connector 2 Release tab 3 Lock point

• To connect the quick release connector properly, push it into the fuel pipe until a locking click sound is heard.

01–14A–6

Page 90

FUEL SYSTEM [L8, LF]

• New quick release connectors are fitted with a checker tab that prevents improper fit. This checker tab cannot normally be removed. When the quick release connector is properly connected to the fuel pipe, the lock is released and the checker tab comes off. Due to this, it can be verified that the quick release connector is completely connected.

1 Fuel pipe 2 Checker tab

Typ e B

• The connector can be disconnected by pinching the retainer tab with the SST and pulling the connector.

• To connect the quick release connector properly, push it into the fuel pipe until a locking click sound is heard

B3E0114T010

49 E042 001

CPJ114ZWB881

B3E0114T014

1 Checker tab 2 Fuel pipe

End Of Sie

FUEL INJECTOR FUNCTION [L8, LF]

• Injects fuel according to fuel injector control signals from the PCM.

DPE011413250T01

End Of Sie

FUEL INJECTOR CONSTRUCTION/OPERATION [L8, LF]

• Installed on the cylinder head.

• Mainly consists of a coil, spring, needle valve and ball.

• A signal is sent from the PCM causing exciting current passes through the coil and thereby pulling in the needle

valve. Since the ball that opens and closes the injection opening is integrated with the needle valve, it is pulled

DPE011413250T02

01–14A–7

Page 91

FUEL SYSTEM [L8, LF]

together with the needle valve and fuel is injected.

• The amount of injection is determined by the open time of the needle valve (equal to the energization time of the coil).

1Coil 2Spring 3 Needle valve 4Ball 5O-ring

End Of Sie

FUEL PUMP RELAY FUNCTION [L8, LF]

• Controls the fuel pump on/off according to control signals from the PCM.

End Of Sie

B3E0114T007

DPE011400000T06

01–14A–8

Page 92

EXHAUST SYSTEM [L8, LF]

01–15A EXHAUST SYSTEM [L8, LF]

EXHAUST SYSTEM OUTLINE

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–15A–1

End of Toc

EXHAUST SYSTEM OUTLINE [L8, LF]

Features

• The exhaust piping is shorter due to the placement of the exhaust manifold at the rear of the engine for improved exhaust performance. Moreover, due to the shorter distance to the catalytic converter, temperature decrease of exhaust emission is prevented and catalyst is more efficient.

End Of Sie

EXHAUST SYSTEM STRUCTURAL VIEW [L8, LF]

WU-TWC

EXHAUST SYSTEM STRUCTURAL VIEW

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . . 01–15A–1

DPE011500000T01

DPE011500000T02

1 Exhaust manifold 2Front HO2S 3 Rear HO2S

End Of Sie

TWC

DPE0115ZT2001

4 Pre-silencer 5 Main silencer

01–15A–1

Page 93

EMISSION SYSTEM [L8, LF]

01–16A EMISSION SYSTEM [L8, LF]

EMISSION SYSTEM OUTLINE

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–16A–1

EMISSION SYSTEM STRUCTURAL VIEW

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–16A–2

EXHAUST PURIFICATION SYSTEM

OUTLINE [L8, LF] . . . . . . . . . . . . . . . . . 01–16A–2

EGR SYSTEM OUTLINE [L8, LF]. . . . . . 01–16A–3

EGR SYSTEM STRUCTURE [L8, LF] . . 01–16A–3 EGR SYSTEM OPERATION [L8, LF] . . . 01–16A–3

EGR VALVE FUNCTION [L8, LF] . . . . . . 01–16A–3

EGR VALVE CONSTRUCTION/OPERATION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . 01–16A–4

CATALYTIC CONVERTER SYSTEM

OUTLINE [L8, LF] . . . . . . . . . . . . . . . . . 01–16A–4

CATALYTIC CONVERTER SYSTEM

STRUCTURE [L8, LF] . . . . . . . . . . . . . . 01–16A–4

CATALYTIC CONVERTER SYSTEM

OPERATION [L8, LF] . . . . . . . . . . . . . . 01–16A–4

POSITIVE CRANKCASE VENTILATION (PCV)

SYSTEM OUTLINE [L8, LF] . . . . . . . . . 01–16A–4

POSITIVE CRANKCASE VENTILATION (PCV)

SYSTEM STRUCTURE [L8, LF] . . . . . . 01–16A–5

POSITIVE CRANKCASE VENTILATION (PCV)

SYSTEM OPERATION [L8, LF] . . . . . . 01–16A–5

POSITIVE CRANKCASE VENTILATION (PCV)

VALVE FUNCTION [L8, LF] . . . . . . . . . 01–16A–5

POSITIVE CRANKCASE VENTILATION (PCV)

VALVE CONSTRUCTION [L8, LF] . . . . 01–16A–5

EVAPORATIVE EMISSION (EVAP) CONTROL

SYSTEM OUTLINE [L8, LF] . . . . . . . . . 01–16A–6

EVAPORATIVE EMISSION (EVAP) CONTROL

SYSTEM STRUCTURE [L8, LF] . . . . . . 01–16A–6

EVAPORATIVE EMISSION (EVAP) CONTROL

SYSTEM OPERATION [L8, LF] . . . . . . .01–16A–6

PURGE SOLENOID VALVE FUNCTION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . . 01–16A–6

PURGE SOLENOID VALVE CONSTRUCTION/

OPERATION [L8, LF] . . . . . . . . . . . . . . . 01–16A–7

EVAPORATIVE EMISSION (EVAP) CONTROL

SYSTEM OUTLINE [L8, LF]. . . . . . . . . . 01–16A–7

FUEL-FILLER CAP FUNCTION [L8, LF]. 01–16A–7 FUEL-FILLER CAP CONSTRUCTION/

OPERATION [L8, LF] . . . . . . . . . . . . . . . 01–16A–7

ROLLOVER VALVE FUNCTION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . . 01–16A–8

ROLLOVER VALVE CONSTRUCTION/

OPERATION [L8, LF] . . . . . . . . . . . . . . . 01–16A–8

CHARCOAL CANISTER FUNCTION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . . 01–16A–8

CHARCOAL CANISTER CONSTRUCTION/

OPERATION [L8, LF] . . . . . . . . . . . . . . . 01–16A–8

EVAPORATIVE CHAMBER FUNCTION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . . 01–16A–9

EVAPORATIVE CHAMBER CONSTRUCTION/

OPERATIN [L8, LF] . . . . . . . . . . . . . . . .01–16A–9

CHECK VALVE (TWO-WAY) FUNCTION

[L8, LF] . . . . . . . . . . . . . . . . . . . . . . . . . . 01–16A–9

CHECK VALVE (TWO-WAY) CONSTRUCTION/

OPERATION [L8, LF] . . . . . . . . . . . . . . . 01–16A–9

End of Toc

EMISSION SYSTEM OUTLINE [L8, LF]

Feature

Improved exhaust gas purification • Exhaust gas recirculation (EGR) system adopted

Specification

Item Specification

EGR type Stepping motor

Catalyst form

Evaporative emission (EVAP) control system Charcoal canister type Positive crankcase ventilation (PCV) system Closed type

• Catalytic converter system adopted

WU-TWC (monolith)

TWC (monolith)

End Of Sie

DPE011600000T01

01–16A–1

Page 94

EMISSION SYSTEM [L8, LF]

EMISSION SYSTEM STRUCTURAL VIEW [L8, LF]

Engine Compartment Side

WU-TWC

1 Positive crankcase ventilation (PCV) valve 2 EGR valve

DPE011600000T02

TWC

DPE116AT2601

3 Purge solenoid valve

Fuel Tank Side

1 Fuel-filler cap 2 Charcoal canister 3 Evaporative chamber 4 Check valve (two-way) 5 Rollover valve

DPE0116ZT2001

End Of Sie

EXHAUST PURIFICATION SYSTEM OUTLINE [L8, LF]

Feature

• The EGI system (fuel injection control, ignition control) burns fuel supplied to the engine at the theoretical air/ fuel ratio for improved purification efficiency of the catalytic converter system.

DPE011600010T01

End Of Sie

01–16A–2

Page 95

EMISSION SYSTEM [L8, LF]

EGR SYSTEM OUTLINE [L8, LF]

DPE011600020T01

Features

• An EGR valve with a stepping motor has been adopted for optimum control according to engine operation conditions.

• For control of EGR system, refer to CONTROL SYSTEM, EGR CONTROL. (See 01–40A–27 EGR CONTROL OUTLINE [L8, LF], 01–40A–28 EGR CONTROL BLOCK DIAGRAM [L8, LF], 01–40A–28 EGR CONTROL OPERATION [L8, LF].)

End Of Sie

EGR SYSTEM STRUCTURE [L8, LF]

• Consists of an EGR valve and EGR pipe to conduct exhaust gas to the intake air system..

DPE011600020T02

B3E0116T004

1 EGR valve

End Of Sie

EGR SYSTEM OPERATION [L8, LF]

• The high occurrence of NOX at high temperatures has been reduced by recirculating exhaust gas to the combustion chamber in order to lower the combustion temperature.

• The exhaust gas flows along the EGR passage in the cylinder head and into the EGR valve. Exhaust gas that has flowed past the EGR valve flows through the EGR passage and EGR pipe, and is conducted to the intake manifold.

DPE011600020T03

End Of Sie

EGR VALVE FUNCTION [L8, LF]

• Adjusts the amount of exhaust gas to be recirculated from the exhaust system to the combustion chamber based on the EGR control signal from the PCM.

DPE011620300T01

End Of Sie

01–16A–3

Page 96

EMISSION SYSTEM [L8, LF]

EGR VALVE CONSTRUCTION/OPERATION [L8, LF]

DPE011620300T02

• Consists of a rotor, coils, and a spring..

1 EGR valve 2Main relay

PCM

E A B F

DPE116AT2602

• Operates based on the signal from the PCM to drive the EGR valve stepping motor.

• The PCM determines the optimum EGR valve opening angle based on the engine speed and intake air amount

when the engine is completely warmed up and drives the EGR valve.

End Of Sie

CATALYTIC CONVERTER SYSTEM OUTLINE [L8, LF]

Feature

• Purifies contaminants in the exhaust gas by utilizing a chemical reaction in a three way catalytic converter.

DPE011600050T01

End Of Sie

CATALYTIC CONVERTER SYSTEM STRUCTURE [L8, LF]

• Consists of a three way catalytic converter and insulator.

• A catalytic converter utilizing a platinum—palladium—rhodium system has been adopted.

System diagram

DPE011600050T02

End Of Sie

WU-TWC

TWC

DPE116AT2603

CATALYTIC CONVERTER SYSTEM OPERATION [L8, LF]

DPE011600050T03

• Contaminants in the exhaust gas (HC, CO, NOX) are purified by oxidization and deoxidization while passing through the catalytic converter. — Oxidization process

• Noxious HC (hydrocarbon) and CO (carbon monoxide) are bonded to oxygen which is converted to non-noxious carbon dioxide and water. O

+ HC + CO → CO2 + H2O

— Deoxidization process

• Noxious NO

(nitrogen oxide) is converted to non-noxious nitrogen and oxygen. A part of the oxygen

generated at this time is used in the oxidization process. NO

→ N2 + O

End Of Sie

POSITIVE CRANKCASE VENTILATION (PCV) SYSTEM OUTLINE [L8, LF]

Feature

• A closed type PCV system has been adopted.

DPE011600040T01

End Of Sie

01–16A–4

Page 97

EMISSION SYSTEM [L8, LF]

POSITIVE CRANKCASE VENTILATION (PCV) SYSTEM STRUCTURE [L8, LF]

• Consists of a PCV valve and ventilation hose.

• The PCV valve is installed on the oil separator.

System diagram

1 Ventilation hose 2PCV valve

3 Oil separator

DPE011600040T02

B3E0116T009

End Of Sie

POSITIVE CRANKCASE VENTILATION (PCV) SYSTEM OPERATION [L8, LF]

• Blowby gas (unburnt gas), including CO and HC exhausted from the crankcase, is forced into the intake air system and burned in the combustion chamber to prevent its atmospheric release.

DPE011600040T03

End Of Sie

POSITIVE CRANKCASE VENTILATION (PCV) VALVE FUNCTION [L8, LF]

• Adjusts the amount of blowby gas conducted to the intake air system according to the intake manifold vacuum.

• Regulates the air (including blowby gas) passing from the cylinder head cover to intake manifold during low

load (when vacuum in the intake manifold is high) to ensure an optimum air/fuel ratio.

DPE011613890T01

End Of Sie

POSITIVE CRANKCASE VENTILATION (PCV) VALVE CONSTRUCTION [L8, LF]

• Consists of a spring and valves.

• The PCV valve ensures the passage of blowby

gas by opening the valve according to the intake manifold vacuum, and adjusts the amount of gas by spring force.

DPE011613890T02

DPE0116ZT2004

1PCV valve 2Spring 3 Internal valve 4To intake manifold

01–16A–5

Page 98

EMISSION SYSTEM [L8, LF]

5 From oil separator

End Of Sie

EVAPORATIVE EMISSION (EVAP) CONTROL SYSTEM OUTLINE [L8, LF]

Features

• With the adoption of the charcoal canister, release of evaporative gas into the atmosphere has been prevented.

• A duty solenoid valve (purge control valve) has been adopted for optimum control according to engine

operation conditions.

• For control of evaporative purge, refer to CONTROL SYSTEM, EVAPORATIVE PURGE CONTROL. (See 01– 40A–30 PURGE CONTROL OUTLINE [L8, LF], 01–40A–30 PURGE CONTROL BLOCK DIAGRAM [L8, LF], 01–40A–30 PURGE CONTROL OPERATION [L8, LF].)

End Of Sie

EVAPORATIVE EMISSION (EVAP) CONTROL SYSTEM STRUCTURE [L8, LF]

• Consists of a purge solenoid valve, charcoal canister, rollover valve, and fuel-filler cap.

System diagram

DPE011600030T01

DPE011600030T02

1 Fuel-filler cap 2 Rollover valve 3 Charcoal canister

DPE0116ZT2003

4 Purge solenoid valve 5 Evaporative chamber 6 Check valve (two-way)

End Of Sie

EVAPORATIVE EMISSION (EVAP) CONTROL SYSTEM OPERATION [L8, LF]

• When the engine is stopped, evaporative gas in the fuel tank flows out when the pressure increases and is absorbed by the charcoal canister.

• Evaporative gas that was absorbed by the charcoal canister passes through the solenoid valve together with air introduced from the charcoal canister orifice when the engine is running, and is fed to the engine according to engine operation conditions.

• If the pressure in the fuel tank decreases, air is introduced from the charcoal canister orifice through the rollover valve. If the charcoal canister orifice is clogged, the fuel-filler cap negative pressure valve opens and air is introduced to the fuel tank to prevent increased vacuum in the fuel tank, causing a load on the fuel tank.

• If there is a malfunction in the rollover valve, the fuel-filler cap positive pressure valve opens and evaporative gas is released into the atmosphere to prevent increased pressure in the fuel tank, causing a load on it.

DPE011600030T03

End Of Sie

PURGE SOLENOID VALVE FUNCTION [L8, LF]

• Adjusts the amount of evaporative gas to be introduced to the intake air system.

DPE011618744T01

01–16A–6

Page 99

EMISSION SYSTEM [L8, LF]

End Of Sie

PURGE SOLENOID VALVE CONSTRUCTION/OPERATION [L8, LF]

• Installed on the water outlet case.

• Consists of a coil, spring and plunger.

• Opens and closes the passage in the solenoid

valve according to the purge solenoid valve control signal (duty signal) from the PCM to control the amount of evaporative gas to be introduced to the intake manifold according to engine operation conditions.

1 From charcoal canister 2To intake manifold 3 Flow of evaporative gas

• The signal sent from the PCM energizes the coil and it becomes magnetized, pulling the plunger. The passage between the ports opens when the plunger is pulled, and evaporative gas is introduced to the intake air system according to intake manifold vacuum.

End Of Sie

EVAPORATIVE EMISSION (EVAP) CONTROL SYSTEM OUTLINE [L8, LF]

Features

• With the adoption of the charcoal canister, release of evaporative gas into the atmosphere has been prevented.

• A duty solenoid valve (purge control valve) has been adopted for optimum control according to engine

operation conditions.

End Of Sie

FUEL-FILLER CAP FUNCTION [L8, LF]

• If the evaporative gas passage is closed for some reason, the fuel filler cap prevents the generation of positive or negative pressure in the fuel tank, protecting it from deformation.

End Of Sie

FUEL-FILLER CAP CONSTRUCTION/OPERATION [L8, LF]

• Consists of a positive pressure valve, negative pressure valve, spring, and O-ring.

• When there is positive pressure in the fuel tank due to evaporative gas, the evaporative gas is released into the

atmosphere. When there is negative pressure, air is introduced to the fuel tank.

• The positive pressure valve and negative pressure valve opening pressures are higher than the check valve (two-way) built into the rollover valve, therefore the positive and negative pressure valves are normally not open.

DPE011618744T02

B3E0116T014

DPE011618744T03

DPE011642250T01

DPE011642250T02

1Spring 2O-ring 3 Positive pressure valve 4 Negative pressure valve

End Of Sie

B3E0116T016

01–16A–7

Page 100

EMISSION SYSTEM [L8, LF]

ROLLOVER VALVE FUNCTION [L8, LF]

DPE011642720T01

• The rollover valve prevents fuel flow into the evaporative gas passage during sudden cornering or vehicle rollover.

End Of Sie

ROLLOVER VALVE CONSTRUCTION/OPERATION [L8, LF]

• The rollover valve cannot be removed or installed as it is built into the fuel tank..

1 Vehicle level 2Spring 3 Float

4Fuel level 5 Rotated 180° 6 Flow of evaporative gas

DPE011642720T02

DPE0116ZT2005

• The rollover valve consists of a float, and spring.

• The rollover valve utilizes a combination of float weight, spring force, and buoyancy. When the float is sunk in

the fuel, the float (valve) closes to block the sealing surface of the passage.

End Of Sie

CHARCOAL CANISTER FUNCTION [L8, LF]

• The charcoal canister contains activated charcoal that temporarily absorbs evaporative gas.

DPE011613970T01

End Of Sie

CHARCOAL CANISTER CONSTRUCTION/OPERATION [L8, LF]

• Installed under the fuel tank.

• During purge solenoid valve operation,

atmosphere enters the charcoal canister from the atmospheric orifice to entirely flood the activated charcoal and release the evaporative gas.

4 5

DPE011613970T02

1 Atmosphere 2 Fuel tank side 3 Purge solenoid valve side 4 Flow of evaporative gas 5 Flow of atmosphere

01–16A–8

DPE0116ZT2002

Mazda 5 Technical Guide mazda-5-technical-guide

Specifications and Main Features

Frequently Asked Questions

User Manual