Mitsubishi Colt 2006 User Manual
GROUP 13
FUEL
CONTENTS
MULTIPOINT FUEL INJECTION (MPI). . . . . . . . . . . . . . . . . . . . 13A
MULTIPOINT FUEL INJECTION (MPI) <4G1>. . . . . . . . . . . . . . 13B
FUEL SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13C
GROUP 15
INTAKE AND
EXHAUST
CONTENTS
AIR INTAKE SYSTEM . . . . . . . . . . . . 15-2
AIR DUCT AND AIR CLEANER . . . . . . . . . 15-2
INTERCOOLER <4G1> . . . . . . . . . . . . . . . 15-3
INLET MANIFOLD <4A9>. . . . . . . . . . . . . . 15-4
INLET MANIFOLD <4G1> . . . . . . . . . . . . . 15-4
EXHAUST SYSTEM . . . . . . . . . . . . . . 15-5
EXHAUST MANIFOLD <4A9> . . . . . . . . . . 15-5
TURBOCHARGER <4G1> . . . . . . . . . . . . . 15-6
EXHAUST PIPE AND MUFFLER <4A9> . . 15-7
EXHAUST PIPE AND MUFFLER <4G1> . . 15-8
15-2
INTAKE AND EXHAUST
AIR INTAKE SYSTEM
AIR INTAKE SYSTEM
AIR DUCT AND AIR CLEANER
CONSTRUCTION DIAGRAM
<4A9>
Engine
air intake hose
<M/T>
Air cleaner intake duct
<4G1>
M2150004000504
Engine
air intake hose
<CVT>
Air cleaner resonator
Air cleaner assembly
AC601193
AB
Engine air intake hose
Air cleaner intake duct
• An air cleaner resonator has been adopted to
improve engine performance and reduce air
intake noise <4A9>.
• A front air intake system that actively sucks cooling air from the front through the top of the radiator has been adopted in order to improve engine
performance and reduce air intake noise.
Air cleaner assembly
AC402138
AC402138
AB
• For the air cleaner intake duct, a venturi duct with
a diaphragm on its path has been adopted to sup
press rise in air resistance and reduce air intake
noise.
• In consideration of industrial waste reduction and
global environment, recycled materials made
from eating utensils and the scraps have been
adopted for the air cleaner body and cover of the
air cleaner assembly.
-
INTAKE AND EXHAUST
AIR INTAKE SYSTEM
INTERCOOLER <4G1>
M2150007000246
An air cooled intercooler has been adopted to lower
the intake air temperature drastically and improve
engine performance.
CONSTRUCTION DIAGRAM
Air by-pass valve
15-3
Intercooler inlet air duct
Intercooler assembly
AC600080
AB
15-4
INLET MANIFOLD <4A9>
INTAKE AND EXHAUST
AIR INTAKE SYSTEM
M2150010000105
Inlet port
The inlet manifold is made of resin. The inlet ports
are curled for size and weight reduction.
INLET MANIFOLD <4G1>
AK305379
M2150010000116
AB
The port shape is changed to be optimum for the
vehicle with the turbocharger.
AK403235
INTAKE AND EXHAUST
EXHAUST SYSTEM
EXHAUST SYSTEM
15-5
EXHAUST MANIFOLD <4A9>
Pipes
M2150006000317
The exhaust manifold consists of stainless steel
pipes, with all the ports being equal in length, to
achieve robust mid-range torque and weight reduc
tion.
AK402037
AD
-
15-6
INTAKE AND EXHAUST
EXHAUST SYSTEM
TURBOCHARGER <4G1>
Considering the balance among the engine output,
the response and the amount of the exhaust gases,
the optimized size is used .
M2150009000123
AK402141
INTAKE AND EXHAUST
EXHAUST SYSTEM
EXHAUST PIPE AND MUFFLER <4A9>
M2150003000642
CONSTRUCTION DIAGRAM
15-7
<M/T>
Annular joint
Front exhaust pipe
<CVT>
Annular joint
Under floor catalytic converter
Under floor catalytic converter
Centre exhaust pipe
Exhaust pre-muffler
Centre exhaust pipe
Exhaust main muffler
Insertion joint
Exhaust main muffler
Insertion joint
AC601362
AB
Front exhaust pipe
Exhaust pre-muffler
Exhaust pipe consisting of three separation system:
front exhaust pipe, centre exhaust pipe, and exhaust
main muffler, has the following features:
• An exhaust pre-muffler has been installed to the
centre exhaust pipe in order to reduce exhaust
noise.
• An insertion joint has been adopted for the connection between the centre exhaust pipe and the
exhaust main muffler to save the weight of the
exhaust system.
AC601363
• The under floor catalytic converter has been
moved closer to the engine side to improve
exhaust gas performance.
• An annular joint has been adopted for the connection between the exhaust manifold and the
front exhaust pipe to reduce the exhaust pipe's
vibration from the engine side.
AB
15-8
INTAKE AND EXHAUST
EXHAUST PIPE AND MUFFLER <4G1>
M2150003000653
CONSTRUCTION DIAGRAM
Under floor
Front
catalytic
converter
Front exhaust pipe
catalytic converter
EXHAUST SYSTEM
Exhaust main muffler
Centre exhaust pipe
Insertion joint
Annular joint
Exhaust pipe consisting of three separation system:
front exhaust pipe, centre exhaust pipe, and exhaust
main muffler, has the following features:
• An exhaust pre-muffler has been installed to the
centre exhaust pipe in order to reduce exhaust
noise.
• An insertion joint has been adopted for the connection between the centre exhaust pipe and the
exhaust main muffler to save the weight of the
exhaust system.
Exhaust pre-muffler
AC601366
• An annular joint has been adopted for the connection between the front exhaust pipe and the
front catalytic converter has been adopted to
reduce vibration from the engine side.
• A front catalytic converter and an under floor catalytic converter have been adopted to improve
exhaust gas performance.
AB
GROUP 17
ENGINE AND
EMISSION
CONTROL
CONTENTS
ENGINE CONTROL . . . . . . . . . . . . . . 17-2
ACCELERATOR SYSTEM . . . . . . . . . . . . . 17-2
EMISSION CONTROL . . . . . . . . . . . . 17-3
GENERAL INFORMATION <4A9> . . . . . . . 17-3
GENERAL INFORMATION <4G1> . . . . . . . 17-4
17-2
ENGINE AND EMISSION CONTROL
ENGINE CONTROL
ENGINE CONTROL
ACCELERATOR SYSTEM
M2170003000310
For the accelerator system, an electronic throttle
valve control system has been adopted, eliminating
of an accelerator cable. This system detects the
amount of the accelerator pedal movement by using
a accelerator pedal-position sensor in the accelerator
pedal assembly for electronic control of the throttle
valve angle.
CONSTRUCTION DIAGRAM
Accelerator pedal assembly
(Built-in accelerator pedal
position sensor)
Accelerator pedal
arm stopper
AC206106
AD
ENGINE AND EMISSION CONTROL
EMISSION CONTROL
EMISSION CONTROL
17-3
GENERAL INFORMATION <4A9>
Although the emission control systems are basically
the same as those of the 4G1-Non-Turbo engine
used in the COLT, the following improvements have
been added.
System Remarks
Crank case ventilaton system Closed type
Evaporative emission control system Electronic control type with duty signal
Exhaust gas recirculation (EGR) system <CVT> Electronic control (stepper motor) type
Air/fuel ratio closed loop control Oxygen sensor signal used
Catalytic converter Three-way catalytic converter
• The adoption of the catalytic converter just
beneath exhaust manifold realizes the earlier
activation.
• The adoption of the dual oxygen sensor has
increased reliability air/fuel ratio control.
•
The abolition of the EGR system <M/T>.
EMISSION CONTROL SYSTEM DIAGRAM
Oxygen sensor (rear)
Oxygen sensor (front)
M2171000100838
Air
inlet
PCV valve
Catalytic converter
Injector
From
fuel pump
EGR valve
(stepper motor)
<CVT>
Purge control
solenoid valve
Canister
AK402829
AC
17-4
ENGINE AND EMISSION CONTROL
EMISSION CONTROL
GENERAL INFORMATION <4G1>
Although the emission control systems are basically
the same as those of the 4G1-Non-Turbo engine
used in the COLT, the following improvements have
been added.
• The adoption of the catalytic converter just
beneath turbo charger and under the floor
increased the performance of the emission con
-
trols.
System Remarks
Crank case ventilaton system Closed type
Evaporative emission control system Electronic control type with duty signal
Air/fuel ratio closed loop control Oxygen sensor signal used
Catalytic converter Three-way catalytic converter
• The adoption of the check valve between the
purge control solenoid valve and the canister pro
tects the regurgitation as turbocharging.
•
The abolition of the EGR system
EMISSION CONTROL SYSTEM DIAGRAM
M2171000100849
-
Air
inlet
Check valve
Purge control
solenoid valve
Canister
Waste gate
solenoid valve
Waste gate
actuator
Fuel pressure control
solenoid valve
To
fuel tank
Oxygen sensor
(front)
Catalytic
converter
Fuel pressure
regulator
From
fuel pump
Injector
Oxygen sensor
(rear)
Catalytic
converter
AK600530AB
GROUP 23
CONTINUOUSLY
VARIABLE
TRANSMISSION
(CVT)
CONTENTS
CVT. . . . . . . . . . . . . . . . . . . . . . . . . . . 23-2
GENERAL INFORMATION. . . . . . . . . . . . . 23-2
ELECTRONIC CONTROL SYSTEM. . . . . . 23-3
EEPROM. . . . . . . . . . . . . . . . . . . . . . . . . . . 23-3
CONTROLLER AREA NETWORK (CAN)
COMMUNICATION . . . . . . . . . . . . . . . . . . . 23-3
RATIO PATTERN . . . . . . . . . . . . . . . . . . . . 23-3
DIAGNOSIS CLASSIFICATION TABLE . . . 23-4
ATF WARMER (ATF COOLER) . . . . . . . . . 23-5
TRANSMISSION CONTROL . . . . . . . 23-6
GENERAL INFORMATION . . . . . . . . . . . . . 23-6
SELECTOR LEVER ASSEMBLY . . . . . . . . 23-7
CVT ERRONEOUS OPERATION
PREVENTION MECHANISMS . . . . . . . . . . 23-8
23-2
CONTINUOUSLY VARIABLE TRANSMISSION (CVT)
CVT
CVT
GENERAL INFORMATION
M2231000100165
The F1C1A transmission is adopted for the CVT.
This transmission is basically the same as conven
tional transmission.
The ATF warmer (ATF cooler) is adopted.
-
SPECIFICATIONS
Item Specification
Transmission model F1C1A
Engine model 4A91
Tor qu e co nv er te r Type 3-element, 1-stage, 2-phase type
Lock-up Provided
Stall torque ratio 2.0
Transmission type Forward automatic continuously variable (steel belt type),
1st in reverse
Gear ratio Forward 2.319 − 0.445
Reverse 2.588
Clutch A pair of multi-plate system
Brake A pair of multi-plate system
Manual control system P-R-N-D-Ds-L (smart shift)
Function Variable speed control Yes
Line pressure control Yes
Direct engagement control Yes
N-D/N-R control Ye s
Shift pattern control Yes
Self-diagnosis Yes
Failsafe Ye s
Oil pump Type External gear pump
Configuration Built-in (chain drive)
Control method Electronic control (INVECS-III)
Transmission oil Specified lubricants DIA QUEEN ATF SP III
Quantity L 8.1
CONTINUOUSLY VARIABLE TRANSMISSION (CVT)
ELECTRONIC CONTROL SYSTEM
CVT
23-3
EEPROM
M2231012000024
Because EEPROM has been used, even if the battery terminals or control unit connectors are disconnected, the necessary learned values are stored in
the engine-CVT-ECU to prevent a loss of shift qual
ity. (Initialisation is available by M.U.T.-III).
CONTROLLER AREA NETWORK (CAN)
COMMUNICATION
CAN* communication has been adopted for communication with other ECUs in order to decrease the
number of wires and ensure information transmis
sion. For CVT control, the engine-CVT-ECU receives
the following signals.
CAN COMMUNICATION INPUT SIGNAL TABLE
Input signal Transmitter ECU
Average vehicle speed signal from drive wheels ABS-ECU
Motor current signal EPS-ECU
EPS warning lamp illumination request signal
Compressor signal Meter and A/C-ECU
NOTE: *: For more information about CAN (Controller Area Network), refer to GROUP 54C P.54C-2.
RATIO PATTERN
M2231013000061
Engine speed
(r/min)
7,000
LOW
M2231017000018
-
6,000
5,000
4,000
3,000
2,000
1,000
Accelerator
fully open
40%
Accelerator
fully closed, 20%
0
Vehicle speed (km/h)
80%
60%
100 15050
OD
AC403740
AE
23-4
CONTINUOUSLY VARIABLE TRANSMISSION (CVT)
CVT
DIAGNOSIS CLASSIFICATION TABLE
M2231015000056
Item Diagnosis Data list Actuator
Code No. Trouble symptoms Item No. Display
Crank angle sensor
CVT fluid temperature sensor 15 Open circuit 08
− −
16 Short circuit
01 r/min
°C −
test
−
Line pressure sensor 18 Open circuit 09 MPa
19 Short circuit
Turbine speed sensor 22 Open circuit 02 r/min
Primary speed sensor 23 Open circuit 03 r/min
26 System failure
Secondary speed sensor 24 Open circuit 04 r/min
25 System failure
Accelerator pedal position sensor (APS)
Primary pressure sensor 27 Open circuit 11 MPa
Gear ratio
Line pressure control solenoid valve 31 Open circuit/short
Shift control solenoid valve 32 Open circuit 15 % 02
Damper clutch control solenoid valve 33 Open circuit 14 % 03
Clutch pressure control solenoid valve 34 Open circuit 17 % 04
− −
28 Short circuit
− −
circuit
36 Short circuit
37 Short circuit
06 mV
12 Displays the
gear ratio.
16 % 01
−
−
−
−
−
−
−
38 Short circuit
Shift system 42 System failure
Damper clutch system 44 System failure 10 r/min
45
Clutch system 46 System failure
48
Inhibitor switch 51 Open circuit 26 P/R/N/D/Ds/L
52 Short circuit
Stop lamp switch 53 Open circuit 33 ON/OFF
54 Short circuit
Battery voltage
CVT control relay 56 Open circuit 25 V 11
Steel belt system 59 System failure
Line pressure system 57 System failure
− −
71
72
− − −
− − −
24 V
− − −
− − −
−
−
−
−
CONTINUOUSLY VARIABLE TRANSMISSION (CVT)
ATF WARMER (ATF C OOL ER)
Thermo valve
ATF Warmer
(ATF Cooler)
M2230000600082
CVT
23-5
Sectional view
Engine coolant
ATF
Thermostat
Thermo
Radiator
valve
ATF warmer (ATF cooler)
Engine
CVT CVT CVT
<Engine coolant temperature:
75˚C or less>
Engine coolant flows through
the heater only.
Heater
Radiator
ATF warmer (ATF cooler)
<Engine coolant temperature:
75 - 85˚C>
Engine coolant flows through
the heater and the ATF warmer.
Thermostat
Thermo
valve
The ATF warmer (ATF cooler) is adopted. (the ATF
cooler incorporating the radiator is not adopted)
At the start of running, the temperature of the engine
coolant rises earlier than that of the ATF. The ATF
warmer utilizes this characteristic to raise the ATF
temperature as early as possible to an appropriate
level (70 - 80
°C). It also controls fluid temperature
Engine
: Valve open
: Valve closed
Heater
: Engine coolant
: ATF
Thermostat
Thermo
Radiator
valve
ATF warmer (ATF cooler)
AC403052
Engine
AC
Heater
<Engine coolant temperature:
85˚C or more>
Engine coolant flows through
AC403006
all the sections.
AC
stably and reduces ATF agitation resistance to
improve fuel consumption ratio.
In addition, a thermo-valve has been adopted to
restrict the engine coolant supply to the ATF warmer
(ATF cooler) until the engine coolant temperature
reaches the appropriate temperature when low tem
perature start in winter, giving the priority to the heating performance.
23-6
CONTINUOUSLY VARIABLE TRANSMISSION (CVT)
TRANSMISSION CONTROL
TRANSMISSION CONTROL
GENERAL INFORMATION
M2232000100447
• A smart shift type selector lever has been
adopted in order to facilitate walkthrough
between the seats.
• A gun grip type selector lever knob has been
adopted for better operation and easier visual
recognition of the switches arranged in the centre
panel.
• The selector lever assembly has been a single
unit made by aluminium die casting for better
accuracy and fewer parts, resulting in the light
weight and compact structure.
COMPONENT VIEW
P
R
N
D
Ds
L
• The selector lever has been designed to be compact and appropriately configured not to interfere
with the energy absorbing mechanism on the
steering column upon impact of the vehicle.
• In order to prevent abrupt start by erroneous
operation of selector lever, a CVT erroneous
operation prevention mechanism (the shiftlock
mechanism and key interlock mechanism) has
been adopted.
-
Inhibitor switch
AC206842
Transmission
control cable
Selector lever
assembly
AC207638
AC206864
AB
CONTINUOUSLY VARIABLE TRANSMISSION (CVT)
SELECTOR LEVER ASSEMBLY
Push button
TRANSMISSION CONTROL
M2232002000190
Detent pin
23-7
Front of vehicles
Selector lever
(P position)
Selector lever
(except for P position)
AC206896
AC206897
A
Lock cam
AC206898
Detent pin
Detent block
AC206899
Operation
1. When the selector lever is in the P position, the
detent pin is engaged with the lock cam. When
the pushbutton on the selector lever is pressed,
the detent pin moves in the direction A as illustrated in the figure to rotate the lock cam.
2. When the detent pin rotates the lock cam to disengage, the selector lever can go over the protruding part of the detent block. This enables
shifting the selector lever.
AC207644
AB
23-8
CONTINUOUSLY VARIABLE TRANSMISSION (CVT)
TRANSMISSION CONTROL
CVT ERRONEOUS OPERATION PREVENTION MECHANISMS
SHIFT LOCK MECHANISM
Only when the following two conditions are satisfied,
the selector lever can be shifted from the P position
to another position:
• When the brake pedal is depressed
• When the ignition key is in other than the LOCK
(OFF) position
When the brake pedal is not depressed
Detent pin
Lever
Shiftlock cable
Stopper
Brake pedal
M2232003000104
Lock cam
Rod
When the selector lever is in the P position with the
brake pedal not depressed, the shiftlock cable stop
per keeps the lever locked so that the rod and lock
cam do not move.
When the brake pedal is depressed
Shiftlock cable
Brake pedal
When the brake pedal is depressed, the stopper is
pulled by the shiftlock cable so that the lever
becomes unlocked.
Then the lock cam linked to the rod can also rotate
so that the selector lever can be shifted from the P
position to another position by pressing the pushbut
ton.
As a result of this, the pushbutton of the selector
-
lever linked to the detent pin cannot be pressed and
the selector lever cannot be shifted from the P posi
tion to another position.
Detent pin
Lever
Lock cam
Rod
Stopper
NOTE: When the brake pedal is depressed with the
ignition key in the LOCK (OFF) position, the selector
lever cannot be shifted from the P position to another
position.
-
AC206902
AC206903
AB
-
AB
CONTINUOUSLY VARIABLE TRANSMISSION (CVT)
TRANSMISSION CONTROL
23-9
When the ignition key is in the LOCK (OFF) position or pulled out (With the selector
lever in the P position)
Slider
Projection of rotor
Key interlock cable
Ignition key
Engine starting
switch assembly
LOCK (OFF) position
In the engine starting switch assembly, the slider is
engaged with the groove of the key interlock cable,
and the slider is locked by the projection of the rotor
so that the key interlock cable as well as the lever,
rod, and lock cam does not move.
Lever
Lock cam
Rod
AC206911
As a result of this, any attempt to shift the selector
lever is prevented. The pushbutton on the selector
lever cannot be pressed because the lock cam does
not rotate, then the selector lever cannot be shifted
from the P position to another position.
AB
23-10
CONTINUOUSLY VARIABLE TRANSMISSION (CVT)
TRANSMISSION CONTROL
When the ignition key is in other than the LOCK (OFF) position (With the selector
lever in the P position)
Slider
A
Projection of rotor
Key interlock cable
The rotor in the engine starting switch assembly has
a notch between ACC and START so that the slider
becomes unlocked.
Then the slider can move in the direction A as illustrated in the figure to allow the lock cam to rotate so
that the selector lever can be shifted from the P posi
tion to another position by pressing the pushbutton.
KEY INTERLOCK MECHANISM
When the selector lever is not in the P position, the
ignition key cannot be turned to the LOCK (OFF)
position and pulled out.
Engine starting
switch assembly
Lever
Ignition key
ACC to START
position
Lock cam
Rod
AC206912
NOTE: When the ignition key is in other than the
LOCK (OFF) position with the brake pedal not
depressed, the selector lever cannot be shifted from
the P position to another position.
-
AB
CONTINUOUSLY VARIABLE TRANSMISSION (CVT)
TRANSMISSION CONTROL
When pulling out the key with the selector lever in other than the P position
Slider
B
Projection of rotor
Key interlock cable
23-11
A
The lock cam is kept in a rotated condition, and the
key interlock cable is kept pulled in direction A as
illustrated in the figure. In this state, the slider in the
engine starting switch assembly is moved and locked
in direction B as illustrated in the figure.
Engine starting
switch assembly
Lever
A
Ignition key
ACC to START
position
Rod
Lock cam
AC206912
AC
As a result of this, any attempt to turn the ignition key
to the LOCK (OFF) position is prevented because
the slider prevents the rotor from rotating, and the
ignition key can only turn up to the ACC position and
cannot be pulled out.
23-12
CONTINUOUSLY VARIABLE TRANSMISSION (CVT)
TRANSMISSION CONTROL
When pulling out the key with the selector lever in the P position
Slider
Projection of rotor
Key interlock cable
When releasing the pushbutton on the selector lever
with the selector lever in the P position, the lock cam
is rotated by the detent pin. Then the key interlock
cable is moved by the lock cam in direction A as illustrated in the figure.
A
Engine starting
switch assembly
Lever
A
Detent pin
Ignition key
ACC to START
position
Lock cam
Rod
AC206911
As a result of this, the slider in the engine starting
switch assembly is unlocked. The rotor can then turn,
and the ignition key can be pulled out by turning it to
the LOCK (OFF) position.
AC
GROUP 26
FRONT AXLE
CONTENTS
GENERAL INFORMATION . . . . . . . . 26-2
26-2
FRONT AXLE
GENERAL INFORMATION
GENERAL INFORMATION
The front axle consists of front hub, wheel bearing,
knuckles and driveshafts, and has the following fea
tures:
• The wheel bearing incorporates magnetic
encoder for wheel speed sensing.
• The driveshaft incorporates EBJ-TJ type constant
velocity joint <4A9-CVT, 4A9-M/T (LS)>,
EBJ-ETJ type constant velocity joint <4A9-M/T
(VR)>, BJ-TJ type constant velocity joint <4G1>.
• The dynamic damper is mounted to reduce differential gear noise.
• The bracket assembly is mounted to reduce
torque steer. < 4G1>
SPECIFICATIONS
Item 4A9 4G1
• For environmental protection, a lead-free grease
-
CVT M/T
is used on the joints.
EBJ(Eight Ball Fixed Joint):The use of the
smaller-sized eight balls inside the joint achieves
weight saving and compact size compared with a
BJ(Birfield Joint).
ETJ(Eco type Tripod Joint):This joint achieves
weight saving and compact size compared with a
TJ(Tripod Joint).
BJ:Birfield Joint
TJ: Tripod Joint
LS VR
M2260000100701
Wheel bearing Type Double-row angular contact ball bearing
Bearing (OD x ID) mm 76 × 40 76 × 40 76 × 40 76 × 40
Driveshaft Joint type Outer EBJ EBJ EBJ BJ
Inner TJ TJ ETJ TJ
Length (joint to joint)
× diameter mm
LH 377 × 21.2 377 × 21.2 379 × 23 352 × 24.9
RH 688 × 21.2 688 × 21.2 664.3 × 23 378.2 × 24.9
CONSTRUCTION DIAGRAM
FRONT AXLE
GENERAL INFORMATION
26-3
<4A9>
Front hub
<4G1>
Strut assembly
Knuckle
Strut assembly
EBJ
Wheel bearing
TJ (LH) <CVT, M/T (LS)>
ETJ (LH) <M/T (VR)>
Dynamic damper
Driveshaft (LH)
Driveshaft (RH)
TJ (RH) <CVT, M/T (LS)>
ETJ (RH) <M/T (VR)>
Dynamic damper
AC402000
AC403318
AG
Front hub
Knuckle
BJ
Wheel bearing
Driveshaft (LH)
TJ
Bracket assembly
TJ
Driveshaft (RH)
Dynamic damper
AC511705
AC
26-4
FRONT AXLE
GENERAL INFORMATION
BJ
Comparison between BJ and EBJ
EBJ
Comparison between TJ and ETJ
TJ
ETJ
AC306013AE
GROUP 27
REAR AXLE
CONTENTS
GENERAL INFORMATION . . . . . . . . 27-2
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