Mitsubishi LANCER EVOLUTION-VII 2001 Technical Information Manual

TECHNICAL INFORMATION MANUAL

EVOLUTION-VII

Pub. No. N0104CT9A

www.TuningEvo.Club

GROUP INDEX

TECHNICAL

INFORMATION

MANUAL

FOREWORD

This manual has been prepared as an introduction
to the specifications, features, construction, func­tions, etc. of the newly developed LANCER EVOLU­TION-VII. Please read this manual carefully so that
it will be of assistance for your service activities.
Please note that the following service manuals are
also available and should be used in conjunction
with this manual.

WORKSHOP MANUAL S0105CT9A

All information, illustrations and product descrip­tions contained in this manual are current as of the
time of publication. We, however, reserve the right
to make changes at any time without prior notice or
obligation.

GENERAL .......................

ENGINE .........................

POWER TRAIN ..................

DRIVE-CONTROL

COMPONENTS ..................

BODY ...........................

EXTERIOR ......................

INTERIOR .......................

EQUIPMENT .....................

0

1

2

3

4

5

6

7

The EVOLUTION-VII is sold exclusively through
RALLIART Inc. Since the EVOLUTION-VII is a rally­based model, it will not be warranted and will not be
homologated for general production. Therefore, any
service matters on the EVOLUTION-VII should be
inquired to RALLIART Inc. as usual.

E Mitsubishi Motors Corporation April 2001

NOTES

GENERAL

CONTENTS

0-1

HOW TO USE THIS MANUAL 2..............

Model Indications 2............................

TARGETS OF DEVELOPMENT 2..............

PRODUCTS FEATURES 2....................

TECHNICAL FEATURES 4....................

Exterior 4.....................................

Interior 5......................................

Body Dimensions and Spacious Cabin 6.........

Aerodynamic Performance 6....................

Active Center Differential (ACD), Active Yaw

Control (AYC) 7................................

Engine 8......................................

Transmission 8.................................

All-wheel Independent Suspensions 8............

Safety 10......................................

Equipments 13.................................

Serviceability and Reliability 13..................

VEHICLE IDENTIFICATION 14.................

MAJOR SPECIFICATIONS 15.................

0-2

GENERAL -

How to Use This Manual/Targets of Development/Product Features

HOW TO USE THIS MANUAL

MODEL INDICATIONS

The following abbreviations are used in this manual for identification of model types.
MPI: Indicates the multipoint injection, or engine equipped with the multipoint injection.
DOHC: Indicates an engine with the double overhead camshaft, or models equipped with such an engine.
M/T: Indicates the manual transmission, or models equipped with the manual transmission.
A/C: Indicates the air conditioner.

TARGETS OF DEVELOPMENT

A new competitive device in addition to technology established in the previous motor sport events to
improve potential performance as well as outward and inward appearance with a sophisticated view to
represent a high performance sedan of the next generation has been featured to improve the image
of Mitsubishi brand.
Furthermore, enhancement of competitiveness as well as driving performance in various motor sport
events has been sought.

PRODUCT FEATURES

Outward and in­ward appearance
to represent a
high perfor­mance sedan of
the next genera­tion

The most out­standing engine
and power per­formance in the
class

(1) Exterior with sophisticated and fearless expression

D Multi-lighted headlamp and rear combination lamp exclusively used

for EVOLUTION-VII

D Front bumper with large cooling air inlet
D Incorporate blister fender and overwhelming large - sized tyre
D Large- sized and light weight rear spoiler with variable elevation angle

that can be adjusted at 4 points

D Front bumper extension and side sill extension
D Large- sized under cover equipped (for improvement of aerodynamic

and cooling performance in drive system)

(2) Interiors with athletic feeling

D Light weight backet newly designed by RECARO seat (adoption of

silk waving cloth with functionality)

D Steering wheel newly designed by MOMO
D Multi- functional sports meter (with permanent illumination to be visible

in the day light)

(1) Fine tuned engine that provides improved output at all ranges:Maximum

output 280 PS (206 kW) and maximum torque 39 kgfSm (383 NSm)

D mprovement of turbo charger
D Enlarged Intercooler and oil cooler
D Automatic injection control 3 -nozzle intercooler spray

(2) Drive system with high reliability to deal with increased engine torque

D Reinforcement of transfer, propeller shaft, and drive shaft

GENERAL -

Product Features

0-3

Further improve­ment in handling
performance
made by en­hancement of the
marginal perfor­mance

(1) Mitsubishi original revolutionary technology with all wheel control

D Newly developed active center differential system (ACD) (to be

compatible with steering response to cornering and rising traction
performance)

D Improvement of marginal performance in cornering made by integrated

control of ACD{active yawing control (AYC)

(2) Optimally tuned suspension to be adjusted to the new dimensions has

improved cornering performance.
D Extended length of wheel base (+115 mm), enlarged width of treads

(front: +5 mm, rear: +10 mm)

D Increased suspension stroke in the compression side

(front:+15 mm, rear: +5 mm)

D 235/45ZR17 tyres adopting half- radial structure and newly developed

high performance high grip compounds
NOTE
Figures in the parentheses indicate the numbers compared with those
of EVOLUION-VI.

(3) High rigidity body to sustain high marginal performance

(bend rigidity: increased by 50 %, torsion rigidity: equal to that of
EVOLUTION-VII)
D Suspension mounting, fortification of body frame connections, addition

of reinforcements (approximately 20 locations), and addition of welding
spots

D High rigidity 3- point mounting strut tower bar
D Rear end cross bar<RS>
D Aluminum hood and fender attached

Revolutionary
braking system
to correspond
with high margin­al performance

(1) Sporty type 4ABS (improved braking stability derived from braking control

in both sides at driving in sports mode)

(2) EBD system for EVOLUTION-VII (improvement in deceleration

performance)

(3) Featuring Brenvo made front 17- inch ventilated disc (opposite differential

diameter 4 - piston type) and rear 16- inch ventilated disc (opposite
2- piston type)

0-4

GENERAL - Technical Features

TECHNICAL FEATURES

EXTERIOR

DESIGN FEA TURES

The 7th generation EVOLUTION has acquired the
image of “high performance sports sedan” equipped
with guaranteed quality and fearless determination
as “high quality driving sedan” in addition to the
rally image of the previous generations.
(1) Aggressive and overwhelming front mask with

multi- lighted headlamps, large-sized inlet
bumper grill, and side outlet

(2) Improved maneuvering capability of the vehicle

at the corners by cutting a large portion of the
front corner

(3) Exclusive blister fender to appeal good road

hanging (traction characteristics) and brisk
driving capability

(4) Front -side sill extension and wing - type rear

spoiler to emphasize the high aerodynamic
performance

(5) Clear type rear combination lamp to appeal

sporty feeling and guaranteed quality

(6) Attaching the newly designed “EVOLUTION

VII” emblem with sharp and sporty image

(1)

(4)

(4)

(3)

(4)

(2)

(3)

(6)

(5)

GENERAL - Technical Features

INTERIOR

DESIGN FEA TURES

High performance interior to provide an impression
of sports minded vehicle as the 7th generation
EVOLUTION
(1) Combination meter exclusively for EVOLU-

TION-VII with a configuration of a circular
tachometer in the center and thick bezels
(partitions between meters) with discreet design
create appeal for fearless determination and
sporty feelings.

(1)

0-5

(2) The Mitsubishi original design made by MOMO

used for the steering has the same design used
for horn pad as the shift lever to express
integration of the image and high performance
interior.

(3) The Mitsubishi original design made by Recaro

used for the front seat has a sewing line
surrounding circumference of the sides to
emphasize the good holding.

(3)

(2)

(2)

0-6

ith

ith

GENERAL - Technical Features

BODY DIMENSIONS AND SPACIOUS CABIN

Body Dimensions

The dimensions of the EVOLUTION-VII except for the overall width have been altered in comparison
with those of EVOLUTION-VI.

3

5

7

2

No. Item Dimensions mm No. Item Dimensions mm

1 Overall length 4 455 (+105) 6 Rear overhang 935 ( - 15)

2 Overall width 1 770 (±0)

3 Overall height 1 450 (+45)

4 Wheel base 2 625 (+115)

5 Front overhang 895 (+5)

7 Tred

4

1

<Vehicles w
235/45ZR17tyres>

Tred

<Vehicles w
205/65R15tyres>

6

Front 1 515 (+5)

Rear 1 515 (+10)

Front 1 500 (+5)

Rear 1 500 (+10)

NOTE
Figures in the parentheses indicate the values in comparison with those of EVOLUTION-VI.

AERODYNAMIC PERFORMANCE

Deterioration of aerodynamic performance accompanied with enlargement of the body size has been
suppressed by attaching a large -sized under cover on the lower part of the engine compartment, optimizing
elevation angle setting of rear spoiler.
(1) Under cover

A large -sized under cover is designed for compatibility of reduction of air resistance and reduction
of lift.

(2) Rear spoiler

Lift control by attaching elevation angle adjustable rear spoiler and optimizing attached position of
the spoiler are designed for reduction of air resistance.

(2)

(1)

GENERAL - Technical Features

0-7

ACTIVE CENTER DIFFERENTIAL (ACD), ACTIVE YAW CONTROL (AYC)

ACD, which is designed for improving drive characteristics by electronically controlling center
differential movement, and AYC, which has been adopted since EVOLUTION-IV are featured by
combing two systems for integrated control so that further improvements in driving performance can
be achieved.

ACD mode indicator lamp

AYC torque transfer
differential

Parking brake switch

Steering wheel
sensor

Throttle position sensor (TPS)

ABS-ECU

ACD transfer

Engine- ECU

4WD-ECU

Longitudinal
G sensor

ACD mode switch

Stop lamp switch

Reserve tank

Hydraulic unit
assembly

Lateral G sensor

Wheel speed sensor

Wheel speed sensor

0-8

GENERAL - Technical Features

ENGINE

The turbo charger specifications have been
optimized by reducing the size of the turbine nozzle
diameter to increase the engine torque at
low- middle speed range as well as high speed
range.

TRANSMISSION

Implementation of fortifying each part to deal with
the increased engine torque and revision of the gear
ratio of the standard transmission are intended for
further improvement in power performance.

ALL-WHEEL INDEPENDENT SUSPENSIONS

While the popular and rally-proven McPherson strut
front and multi-link rear suspension systems have
basically been retained, they were optimized for
the new model.
The improvements to the front include adding a
crossmember brace to the lower arm mount for
more rigidity, flattening the chassis crossmember,
and realigning the roll center to an ideal height.
As a result, the suspension delivers enhanced
handling and straight-line stability, ride comfort,
grounding characteristics, and roll feel, as well as
less vibrations and noise.

Since adoption of magnesium diecasting rocker
cover and hollow camshaft is intended for light
weight of the upper part of the engine, vibration
of engine- transmission at acceleration can be
reduced to improve the response of the body.

The steering gear’s optimal position ensures
predictably linear toe-in changes.
Each arm of the rear multi-links with trailing arms,
as well as its linkage point and length, was
reevaluated to achieve optimal alignment.
Combined with the wider tracks, higher body rigidity,
and improved damping characteristics of the
bushings and bump rubbers, the suspensions
deliver a supple ride with superb handling stability
for relaxing, effortless control.

Stabilizer link

Lower arm

GENERAL - Technical Features

Lower arm bushing
(Pillow ball bushing with rubber)

Stabilizer bar

Crossmember bar
<RS (option), RS-II>

Crossmember

0-9

Strut insulator

Coil spring

Strut assembly
(shock absorber)

Toe control arm

Trailing arm

Coil spring

Upper arm

Lower arm

Differential support
member

Shock absorber

Stabilizer bar

Crossmember

Differential
support arm

Toe control bar <RS>

0-10

GENERAL - Technical Features

SAFETY
ACTIVE SAFETY

BRAKING SYSTEM

All models feature fade-resistant 14-inch ventilated
discs up front and rear 8-inch drums for sure, linear
stopping power.
A 4-sensor, 3-channel ABS (Anti-lock Braking
System) with EBD (Electronic Brake-force
Distribution) is available. ABS adjusts the braking
pressure of the front wheels independently and
rear wheels together for controlled emergency
braking.

Parking brake switch

Steering wheel sensor

New for the Lancer, EBD works with the ABS
computer to evenly modulate each channel’s
braking pressure for ideal braking force regardless
of load or surface conditions at all times.

ABS warning lamp

Hydraulic unit
(integrated in
ABS-ECU)

Diagnosis connector

Stop lamp switch

Longitudinal G sensor

Wheel speed sensor

Lateral G sensor

Wheel speed sensor

GENERAL - Technical Features

PASSIVE SAFETY

SRS AIR BAGS

Dual SRS (Supplemental Restraint System) front
airbags deploy only upon detection of frontal impact.
When used in combination with the 3-point ELR
seatbelts, they significantly mitigate head and upper
torso injury to front-seat occupants.

SRS warning lamp

0-11

Seat belt with pretensioner featured for the driver’s
and front passenger’s seats is designed for instantly
taking up the slack in the seat belt at the time
of impact to improve restraint effect on a passenger.
It is activated approximately at the same time as
SRS airbag is activated to improve protection effect
on a passenger.

Seat belt with pretensioner

Driver’s side air bag module

Clock spring

Diagnosis connector

Driver’s side Passenger’s side

Front passenger’s side air bag module

SRS- ECU

0-12

GENERAL - Technical Features

BODY CONSTRUCTION

The EVOLUTION-VII safety-enhanced body
structure comprises front and rear crushable zones
that effectively absorb the impact energy of front
and rear collisions.

Enlarged impact bars

Enlarged cross-section of roof bow

Adding to all-round occupant protection is a
deformation-resistant, highly rigid cabin structure
that features strategic reinforcements plus large
side-door impact bars.

Thicher dash panel lower

Added dash crossmember

Enlarged cross-section and

extended front side member

Reinforced center pillar

Enlarged cross-section and
minimised vertical offset of
front floor side member

Enlarged cross-section
of side sill

Reinforced front pillar

GENERAL - Technical FeaturesGENERAL - Technical Features

SAFETY-ENHANCED FRONT SEATS

The front seats are designed to minimise the risk
of whiplash in a collision from the rear.
The headrestraints have been ideally angled
forward, while the seat frame was moved toward
the rear.

OTHER SAFETY FEATURES

D 3-point ELR seatbelts
D Front fog lamps

EQUIPMENTS

IMMOBILIZER SYSTEM

This system lets the engine be started only when
an encrypted code that is recorded in the ignition
key is the same as an encrypted code that is

Integrated immobilizer-ECU and antenna

Ignition key

Power

Transponder

0-13

In-house tests show a roughly 40% improvement
in occupant injury figures.

D Child-protection rear door locks

recorded in the immobilizer-ECU. Immobilizer
system is equipped as an option.

Start
permission
signal

Engine - ECU
or
Engine A/T-ECU

Encrypted code

Steering lock key
cylinder and immobilizer - ECU

SERVICEABILITY AND RELIABILITY

MAINTENANCE-FREE FEATURES

D Adoption of an auto-tensioner eliminates the

need for timing belt adjustment

ENHANCED DIAGNOSIS SYSTEM

Diagnosis functions have been included for the
following systems, so that it is possible to use the
MUT-II to read the diagnosis codes and service
data and to carry out actuator tests. In addition,
it is also possible to read the diagnosis codes by
the flashing of the warning lamp in some systems.

IMPROVED SERVICEABILITY AND HANDLING

D A one-touch joint type plastic tube has been

adopted for fuel main lines, which makes
removal and installation easier.

MUT- II

Registration
of ignition
key

D Adoption of auto lash adjusters eliminates the

need for valve clearance adjustment

D MPI
D ACD
D AYC
D 4ABS
D SRS air bag
D Simplified Wiring System (SWS)

D A small wiper module, which includes wiper

motor and linkage, has been adopted to
facilitate removal and installation.

0-14

16val

)

GENERAL - Vehicle Identification

VEHICLE IDENTIFICATION

MODELS

Model code Class code Grade Engine model Transmission model Fuel supply

system

CT9A SNDFZL/R RS 4G63 (1,997 mL-DOHC-

ves-intercoolerturbo

SNGFZL/R RS-II

MODEL CODE

CT 9 A S N D F L

Z

123456789

No. Items Contents

1 Development CT: MITSUBISHI LANCER

2 Engine type 9: 1,997 mL petrol engine

3 Sort A: Passenger car

4 Body style S: 4-door sedan

5 Transmission type N: 5-speed manual

6 Trim level D: RS

7 Specification engine

feature

W5M51 <4WD-5M/T> MPI

EVOLUTION-VII

transmission

G: RS-II

F: MPI-DOHC

8 Special feature Z: 4WD

9 Steering wheel location L: Left hand

R: Right hand

GENERAL - Major Specifications

mm

g

MAJOR SPECIFICATIONS

0-15

8

1

2

Items

Vehicle
dimensions

Vehicle
weight kg

Seating capacity 5

Engine Model No. 4G63

Transmis­sion

Fuel System Fuel supply system MPI

Front track 1 1,500, 1,515

Overall width 2 1,770

Front overhang 3 855

Wheel base 4 2,625

Rear overhang 5 975

Overall length 6 4,455

Ground clearance
(unladen)

Overall height (unladen) 8 1,450

Rear track 9 1,500, 1,515

Kerb weight 1,380 1,420

Max. gross vehicle weight 1,655 1,695

Max. axle weight
rating-front

Max. axle weight
rating-rear

Total displacement mL 1,997

Model No. W5M51

Type 5-speed manual

7

3

CT9A

SNDFZL/R SNGFZL/R

7 140

950 970

705 725

9

4

5

6

*1

*1

NOTE

1

: Vehicles with 17 inch wheels.

*

NOTES

ENGINE

CONTENTS

1-1

GENERAL INFORMATION 2................

Major Specifications 2.......................

BASE ENGINE 3..........................

Piston 3....................................

Piston Ring 3...............................

LUBRICATION SYSTEM 4..................

Engine Oil Cooler 4.........................

COOLING SYSTEM 5......................

Specifications 5.............................

Construction Diagram 5......................

INTAKE AND EXHAUST 6.................

Air Intake System 6.........................

Exhaust System 9...........................

FUEL SYSTEM 11.........................

Specifications 11............................

Construction Diagram 11.....................

Fuel Tank 12...............................

CONTROL SYSTEM 13....................

System Block Diagram 14....................

Control System Diagram 15..................

List of Component Functions 16..............

Fuel Injection Control 19......................

Idle Speed Control 19.......................

Ignition Timing and Distribution Control 20.....

Radiator Fan Motor Control 20...............

Power Supply and A/C Condenser Fan Relay
Control, Oxygen Senser Heater Control, Air Flow
Senser Filter Reset Control, Alternator Control,
Fuel Pressure Control, Supercharging Pressure

Control, Secondary Air Control 20.............

Fuel Pump Relay Control 21..................

EGR Control and Purge Control 22............

Diagnosis System 22.........................

EMISSION CONTROL SYSTEM 23..........

Emission Control System Diagram 23.........

MOUNT 24................................

Construction Diagram 24.....................

ACCELERATOR SYSTEM 26...............

Construction Diagram 26.....................

1-2

ENGINE - General Information

GENERAL INFORMATION

This engine has the same basic structure as the previous 4G63-T/C engine, however, the following
enhancements have been added in order to provide improved performance.

D The piston shape has been changed.
D The width of the piston rings has been reduced in order to reduce engine friction.
D The turbocharger type has been changed.
D An EGR valve has been added.

MAJOR SPECIFICATIONS

Items 4G63-T/C

Total displacement mL 1,997

Bore × stroke mm 85.0 × 88.0

Compression ratio 8.8

Combustion chamber Pentroof type

Camshaft arrangement DOHC

Valve timing Intake opening BTDC 21_

Intake closing ABDC 59_

Exhaust opening BBDC 58_

Exhaust closing ATDC 18_

Maximum output kW/r/min 206/6500

Maximum torque N·m/r/min 383/3500

Fuel system Electronic controlled multipoint fuel injection

Rocker arm Roller type

Auto-lash adjuster Equipped

ENGINE - Base Engine

1-3

BASE ENGINE

PISTON

The top land height has been changed from 5 mm to 6 mm, and the second land height has been
changed from 4.5 mm to 5 mm.

<OLD>

4.5 mm

6mm

<NEW>

5mm

5mm

PISTON RING

The tension of the rings has been changed as shown in the table below, and the thicknesses of the
No. 2 ring and the oil ring have been reduced in order to provide reduced engine friction.

NEW OLD

PISTON RING No. 1 9.5 N 8.34 N

PISTON RING No. 2 7.0 N 10.49 N

OIL RING 25.0 N 33.34 N

PISTON RING No. 1 PISTON RING No. 2 OIL RING

0.20 ∼ 0.30 mm (New models)

0.25 ∼ 0.35 mm (Old models)

1.2 mm

3.1 mm

3.5 mm (New models)

3.8 mm (Old models)

0.35 ∼ 0.50 mm (New models)

0.40 ∼ 0.55 mm (Old models)

1.2 mm (New models)

1.5 mm (Old models)

2.2 mm (New models)

2.5 mm (Old models)

0.10 ∼ 0.40 mm

2.0 mm (New
models)

2.8 mm (Old
models)

1-4

ENGINE - Lubrication System

LUBRICATION SYSTEM

ENGINE OIL COOLER

The drawn cup air-cooled type engine oil cooler has been adopted. The engine oil cooler is installed
below the right head lamp assembly and brings in the air through the oil cooler duct of the front bumper
to cool the engine oil.

SPECIFICATIONS

Items Specifications

Type Drawn cup type

Core size mm (Width × Hight × Thickness) 160 × 200 × 49

Engine oil cooler oil amount L 0.35

Performance kJ/h 29,900

CONSTRUCTION DIAGRAM

Engine oil cooler

Engine oil cooler
return hose

Engine oil cooler
feed hose

ENGINE - Cooling System

1-5

COOLING SYSTEM

The cooling system is a water-cooled pressurized, forced circulation type which offers the following features.
D To improve the reliability of cavitation at a high engine speed and to increase the amount of engine

coolant, output control system in which a thermostat is installed at the outlet of engine coolant from
the engine to the radiator has been adopted.

D To improve the engine cooling performance and save weight, a plastic tank and an aluminium radiator

fins have been introduced.

D The speed of electric cooling fan is optimally controlled by a radiator fan controller and the engine-ECU

according to driving conditions so that the fan operating noise is minimized and the fuel efficiency
is improved.

SPECIFICATIONS

Items Specifications

Cooling method Water-cooled pressurized, forced circulation with electrical fan

Radiator Type Pressurized corrugate type

Performance kJ/h 216,700

Water pump Type Impeller of centrifugal type

Drive method Drive belt

Thermostat Type Wax pellet type with jiggle valve

Valve open temperature _C 80 ± 1.5

CONSTRUCTION DIAGRAM

Radiator fan
motor

Radiator fan
controller

Reserve tank

Shroud

Radiator

1-6

ENGINE - Intake and Exhaust

INTAKE AND EXHAUST

AIR INTAKE SYSTEM

AIR DUCT, AIR CLEANER

D By introducing fresh cool air from the top of the radiator efficiently, the engine performance has been

enhanced and intake air noise has been reduced.

D Burnable used paper mixed with plastic materials have been adopted in consideration for reduction

of industrial wastes and protection of global environment.

AIR INTAKE HOSE

Unleaded rubber materials have been adopted for air intake hose in consideration for protection of global
environment.

CONSTRUCTION DIAGRAM

Air duct

Air cleaner assembly

Air intake hose

INTER COOLER

By mounting an air cooled intercooler to reduce the intake air temperature after boosting, engine output
has been improved. The features of the air cooled intercooler are as follows.

D Large intercooler (Core size: 289.5×490×65 mm)

D Air guides are mounted to the bottom of the intercooler.

CONSTRUCTION DIAGRAM

Inter cooler assembly

490 mm

Air guide

ENGINE - Intake and Exhaust

1-7

INTER COOLER WATER SPRAY

To complement the intercooler efficiency in ranges where the cooling efficiency of the air cooled intercooler
is insufficient, and attain high performance in various operating environments, a system which cools by
spraying water from a special washer tank for the intercooler to the front of the intercooler has been
adopted.
The features of the intercooler water spray system is as follows.

D Sprays water when the water spray switch on the floor console is operated.
D Adopts a system which enables switching between the auto mode which automatically sprays water

at the optimum operating conditions by signals from the ECU according to the engine state, and
the manual mode which is operated by the driver.

D Three water spray nozzles are located at optimum positions to enhance the intercooler efficiency.

CONSTRUCTION DIAGRAM

<Water Spray Nozzle/Water Spray Hose/Washer Tank>

Inter cooler

<Water Spray Switch>

Water spray nozzle

Water spray nozzle

Water spray hose

Washer tank

Water spray switch

1-8

SYSTEM DIAGRAM

ENGINE - Intake and Exhaust

Ignition switch (IG2)

Fuse
20A

J/B

Water spray
motor

Water spray relay

OFF ON

M

7.5A

J/B

Engine-ECU

Ignition switch (IG1)

7.5A

Combination
meter

Front-ECU
(Tail lamp relay)

Fuse

7.5A

J/C

MANUAL AUTO

Water spray switch

J/C

Exhaust fitting

Exhaust fitting bracket

ENGINE - Exhaust System

Exhaust manifold
heat protector

1-9

EXHAUST SYSTEM

EXHAUST FITTING BRACKET

An exhaust fitting bracket has been added in order to provide
greater rigidity.

TURBOCHARGER

The turbocharger type TD05HR-16G6-9.8T and TD05HRA-16G6-9.8T have been adopted.
Compared to previous types of turbocharger, these new types have a smaller turbine housing nozzle
area which improves response at medium to low speeds.

A

A

Nozzle area

Section A - A

1-10

ENGINE - Intake and Exhaust

EXHAUST PIPE AND MUFFLER

Exhaust pipe consisting of 3 separation system: front exhaust pipe, center exhaust pipe, and exhaust
main muffler, has the following features:

D The adoption of a seal ring has reduced vibrations during idling and driving noise.
D A main muffler incorporating a back pressure variable valve is adopted.
D Straight layout of exhaust piping has reduced vibration and exhaust pressure in exhaust system.
D The adoption of hanger rubber with lower spring constant and the decreased number of hangers

have reduced vibration in exhaust piping.

D The adoption of all stainless exhaust piping has enhanced resistance to corrosion and heat.
D Installation of thermal insulating cover and materials on front pipe has improved emission control

performance.

CONSTRUCTION DIAGRAM

When valve
is open

Seal ring

Front exhaust pipe

Back
pressure
variable
valve

Flow of exhaust gas

Oxygen sensor

Main muffler

Pre-muffler (sub)

Pre-muffler

Catalytic converter

Center exhaust pipe

ENGINE - Fuel System

Fuel

tank

L48Fuel

Electri

Fuel

294

j

1-11

FUEL SYSTEM

The fuel system consists of parts such as electromagnetic-type fuel injectors, a delivery pipe and a fuel
pressure regulator. In addition, a fuel pressure control solenoid valve has been provided in order to maintain
idling stability after the engine is re-started when it is hot. This system is basically the same as the
previous system used in the 4G63-DOHC-Turbocharger engine for the EVOLUTION-VI.

SPECIFICATIONS

Items Specification

capacity

pumptype

Fuel filter type Cartridge (filter-paper type)

Fuel return system Fuel pressure regulator return

pressure regulator controlpressurekPa

Injectors

Evaporative emission control system Canister type

Type Electromagnetic

Quantity 4

c

CONSTRUCTION DIAGRAM

Fuel pump resistor

Injector resistor

Delivery pipe

Fuel pressure regulator

Injector

Fuel tank

Evaporative canister

Fuel cut-off valve assembly

Fuel pump and gauge assembly

Pipe and gauge assembly

Fuel pump relay

1-12

ENGINE - Fuel System

FUEL TANK

A steel fuel tank is located under the floor of the
rear seats to provide increased safety and increase
the amount of luggage compartment space.
D The fuel tank has been equipped with a valve

assembly which incorporates a fuel cut-off valve
to prevent fuel from leaking out in the event
of a collision for adjusting the pressure inside
the fuel tank.

CONSTRUCTION DIAGRAM

Fuel high-pressure hose

Suction hose

D For better serviceability, the fuel tank has been

coupled with the main line by a one-touch joint
method, not the conventional double flare nut
method.

Fuel pump and gauge assembly

Pipe and gauge assembly

Fuel high-pressure hose

Fuel cut-off valve assembly

Fuel tank

ENGINE - Control System

1-13

CONTROL SYSTEM

The control system is based on the system for 4G63-DOHC-Tubocharger which has been installed in
the EVOLUTION-VI, with the following improvements added.

Improvements/Additions Remarks

Adoption of compact throttle position sensor D Smaller size and light weight

D Higher resistance to vibration
D Idle position switch disused
D Basically the same as that used in the SPACE

WAGON

Adoption of compact stepper motor for idle speed control
servo

Adoption of PWM (pulse width modulation) method of
radiator fan motor control

Adoption of dual oxygen sensor D Higher reliability of air fuel ratio control

Adoption of intercooler water spray control D Improved intercooler cooling efficiency

D Improved ignition performance
D Basically the same as that used in the LANCER

D Reduced fuel consumption
D Reduced fan noise
D Basically the same as that used in the LANCER

D Basically the same as that used in the GALANT

1-14

SYSTEM BLOCK DIAGRAM

ENGINE - Control System

Air flow sensor

Intake air temperature sensor

Barometric pressure sensor

Engine coolant temperature sensor

Throttle position sensor

A/C switch

A/C load signal

Camshaft position sensor

Crank angle sensor

Vehicle speed sensor

Power steering fluid pressure switch

Detonation sensor

Intercooler water spray (auto)

Engine-ECU

Fuel injection control

Idle speed control

Ignition timing control

Engine control relay control

Fuel pump relay control

A/C relay control

Fan motor control

(radiator)

Fan relay control

(A/C condenser)

Alternator control

Air flow sensor filter reset control

Fuel pressure control

Turbochanger control

No.1 injector

No.2 injector

No.3 injector

No.4 injector

Idle speed control servo
(stepper motor)

No.1, No.4 ignition coil

No.2, No.3 ignition coil

Engine control relay

Fuel pump relay 2

Fuel pump relay 3

Tachometer

A/C relay

Fan controller
(radiator)

Fan motor relay (HI, LOW)
(A/C condenser)

Alternator G terminal

Air flow sensor

Fuel pressure control solenoid valve

Waste gate solenoid valve

Intercooler water spray (manual)

Oxygen sensor (front)

Oxygen sensor (rear)

Ignition switch-IG

Ignition switch-ST

Alternator FR terminal

Power supply

Diagnosis control terminal

Secondary air control

Intercooler water spray control

Engine warning lamp control

Oxygen sensor heater control

EGR control

Purge control

Diagnosis output

RAM data transmission

Secondary air control solenoid valve

Intercooler water spray relay

Intercooler water spray lamp

Engine warning lamp
(check engine lamp)

Oxygen sensor heater (front)

Oxygen sensor heater (rear)

EGR control solenoid valve

Purge control solenoid valve

Diagnosis output terminal

Diagnosis output terminal
(for MUT-II)

ENGINE - Control System

CONTROL SYSTEM DIAGRAM

1-15

L1 Oxygen sensor (front)
L2 Oxygen sensor (rear)
L3 Air flow sensor
L4 Intake air temperature sensor
L5 Throttle position sensor
L6 Camshaft position sensor
L7 Crank angle sensor
L8 Barometric pressure sensor
L9 Engine coolant temperature sensor
L10 Detonation sensor

D Power supply
D Ignition switch-IG
D Ignition switch-ST
D Vehicle speed sensor
D A/C switch
D A/C load signal
D Power steering fluid pressure switch
D Alternator FR terminal

Check

l7 Secondary

air control
solenoid
valve

valve

Canister

By-pass
valve

Engine-ECU

From
fuel tank

L5 Throttle

position
sensor

l1 Injector
l2 Idle speed control servo
l3 Fuel pressure control solenoid valve
l4 Waste gate solenoid valve
l5 EGR control solenoid valve
l6 Purge control solenoid valve
l7 Secondary air control solenoid valve

D Engine control relay
D Fuel pump relay 2, 3
D A/C relay
D Ignition coil
D Fan controller
D Condenser fan relay (HI)
D Condenser fan relay (LOW)
D Engine warning lamp
D Diagnosis output
D Alternator G terminal

l2 Idle

speed
control
servo

Vacuum
tank

L8 Barometric

L3 Air flow

Air
inlet

Secondary
air valve

pressure
sensor

sensor

L4 Intake air

temperature
sensor

l6 Purge

control
solenoid
valve

L1 Oxygen

sensor
(front)

l4 Waste gate

solenoid valve

l3 Fuel pressure

Waste gate
actuator

control
solenoid valve

Fuel
pressure
regurator

To fuel tank

L6 Camshaft

PCV valve

l5 EGR control

solenoid valve

l1 Injector

position sensor

From
fuel pump

EGR
valve

L9 Engine coolant

temperature sensor

L7 Crank angle sensor
L10 Detonation sensor

L2 Oxygen sensor (rear)

Three-way
catalytic converter

1-16

ENGINE - Control System

LIST OF COMPONENT FUNCTIONS

Name Function

ECU Engine-ECU Uses the signals input from the various sensors to control operation of

actuators in accordance with the driving conditions.

Sensors Ignition switch-IG Detects the ON/OFF position of the ignition switch. When this signal

is input to the engine-ECU, power is supplied to components such as
the injectors, air flow sensor, idle speed control servo and crank angle
sensor.

Ignition switch-ST Detects whether the engine is cranking. The engine-ECU controls the

fuel injection, throttle valve opening angle and ignition timing to the
appropriate settings based on this signal.

Air flow sensor Detects the amount of intake air (volumetric capacity) by means of a

Karman vortex meter. The engine-ECU controls the basic injector drive
time based on this signal and on the engine speed.

Barometric pressure sensor Detects the barometric pressure by means of a semiconductor

diffusion-type pressure sensor. The engine-ECU detects the vehicle’s
altitude based on this signal, and uses this to correct the fuel injection
amount so that the optimum air/fuel mixture ratio is obtained for that
altitude.

Oxygen sensor Detects the concentration of oxygen in the exhaust gas by means of

zirconia and platinum electrodes. The engine-ECU judges whether the
air/fuel mixture ratio is at the optimum theoretical ratio based on this
concentration.

Intake air temperature sensor Detects the temperature of the intake air by means of a thermistor. The

engine-ECU corrects the fuel injection amount to the correct amount
corresponding to the intake air temperature based on the voltage
output from this sensor.

Engine coolant temperature
sensor

Throttle position sensor Detects the throttle valve opening angle by means of a potentiometer.

Vehicle speed sensor Detects the vehicle speed by means of a magnetic rheostatic element.

Camshaft position sensor Detects the No. 1 cylinder compression top dead centre position by

Crank angle sensor Detects the crank angle by means of a hall element. The engine-ECU

Detects the temperature of the engine coolant by means of a
thermistor. The engine-ECU detects how warm the engine is based on
the signal from this sensor, and uses this to control the fuel injection
amount, idle speed and ignition timing.

The engine-ECU controls the throttle valve and also determines the
optimum fuel injection for the vehicle’s degree of acceleration based
on the voltage output from this sensor.

means of a hall element.

controls the injectors based on the signal from this sensor.

Alternator FR terminal Detects the energising duty ratio of the alternator field coil.

Power steering fluid pressure
switch

A/C switch Detects the ON/OFF condition of the A/C.

Detects whether there is a power steering load present by means of a
contact switch.

ENGINE - Control System

Name Function

Sensors A/C load signal Inputs the compressor drive state (low load/high load) to the

engine-ECU. The engine-ECU controls the A/C idle-up revolution
speed using this signal.

1-17

Intercooler water spray switch
(automatic)

Intercooler water spray switch
(manual)

Diagnosis control terminal Notifies the engine-ECU that the MUT-II has been connected to the

Actuators Engine control relay Turns the engine-ECU power circuit on and off.

Injector Drives the fuel injection by means of drive signals from the

Ignition coil
(integrated power transistor)

Idle speed control servo The throttle valve bypass air amount during idling and deceleration is

Fuel pump relay 1 Supplies power to the fuel pump when the ignition switch is at the ON

Fuel pump relay 2 Controls the supply of power to the fuel pump in accordance with the

Sprays water when certain driving conditions are satisfied.

Sprays water while the switch is being pressed by the driver.

diagnosis connector, and enables communication between the MUT-II
and the engine-ECU.

engine-ECU.

Interrupts the ignition coil primary current in accordance with the
ignition signals from the engine-ECU, in order to generate a high
voltage for ignition.

controlled with the signal from the engine-ECU.

position.

signal from the engine-ECU.

Fuel pump relay 3 Controls the supply of power to the fuel pump when driving at low loads

and when driving at high loads, in accordance with the signal from the
engine-ECU.

Fan controller Controls the smooth operation of the radiator fan in accordance with

the signal from the engine-ECU.

Condenser fan relay (HI) Controls the condenser fan operation (high speed) in accordance with

the signal from the engine-ECU.

Condenser fan relay (LOW) Controls the condenser fan operation (low speed) in accordance with

the signal from the engine-ECU.

Intercooler water spray relay Controls the driving of the intercooler spray motor in accordance with

the signal from the engine-ECU.

Waste gate solenoid valve Controls the supercharging pressure which acts on the waste gate

actuator in accordance with the signal from the engine-ECU.

Purge control solenoid valve Controls the purge air flow amount which is introduced into the surge

tank in accordance with the signal from the engine-ECU.

EGR control solenoid valve Controls the negative pressure which operates the EGR valve in

accordance with the signal from the engine-ECU.

Secondary air control solenoid
valve

Controls the pressure which is introduced into the secondary air valve
in accordance with the signal from the engine-ECU.

Fuel pressure control solenoid
valve

Controls the fuel pressure in accordance with the signal from the
engine-ECU.

1-18

Name Function

Actuators Alternator G terminal Controls the current generated by the alternator in accordance with the

A/C relay Controls the A/C compressor operation.

ENGINE - Control System

signal from the engine-ECU.

Engine warning lamp
(check engine lamp)

Intercooler water spray lamp Illuminates when the intercooler is being sprayed in accordance with

Illuminates when a sensor malfunction is detected to warn the driver
of the problem.

the signal from the engine-ECU.

ENGINE - Control System

1-19

FUEL INJECTION CONTROL

The fuel injection control system is basically the same as the control system for the 4G63-DOHC-Turbocharger
engine installed in the Evolution-VI.

SYSTEM CONFIGURATION DIAGRAM

Air flow sensor

Barometric pressure sensor

Intake air temperature sensor

Engine coolant temperature sensor

Throttle position sensor

Camshaft position sensor

Crank angle sensor

Ignition switch-ST

Oxygen sensor

Vehicle speed sensor

Detonation sensor

To fuel
tank

Fuelpressure
regulator

Fuel pressure control
solenoid valve

Engine-ECU
From
fuel
pump

Injector

IDLE SPEED CONTROL

The idle speed control system is basically the same as the control system for the 4G63-DOHC-Turbocharger
engine installed in the Evolution-VI.

SYSTEM CONFIGURATION DIAGRAM

Air flow sensor
Barometric pressure sensor

Bimetal type limiter

To intake
manifold

Idle speed con­trol servo
(Stepper motor)

From air
cleaner

Speed adjusting screw

Engine-ECU

Intake air temperature sensor

Engine coolant temperature sensor

Throttle position sensor

Crank angle sensor

A/C switch

A/C load signal

Vehicle speed sensor

Power steering fluid pressure switch

Alternator FR terminal

Ignition switch-IG

Ignition switch-ST

Diagnosis control terminal

1-20

ENGINE - Control System

IGNITION TIMING AND DISTRIBUTION CONTROL

The ignition timing and distribution control system is basically the same as the control system for the
4G63- DOHC-Turbocharger engine installed in the Evolution-VI.

SYSTEM CONFIGURATION DIAGRAM

Air flow sensor

Barometric pressure sensor

Intake air temperature sensor

Engine coolant temperature sensor

Camshaft position sensor

Crank angle sensor

Detonation sensor

Ignition switch-ST

Vehicle speed sensor

Engine­ECU

To tachometer

Ignition switch

Ignition
coil A

Spark plug

Cylinder No. 4 1 32

Battery

Ignition
coil B

RADIATOR FAN MOTOR CONTROL

The radiator fan motor control system is basically the same as the control system for 4G6-MPI engine
installed in the GALANT.

POWER SUPPLY AND A/C CONDENSER FAN RELAY CONTROL, OXYGEN
SENSOR HEATER CONTROL, AIR FLOW SENSOR FILTER RESET CONTROL,
ALTERNATOR CONTROL, FUEL PRESSURE CONTROL, SUPERCHARGING
PRESSURE CONTROL, SECONDARY AIR CONTROL

These control systems are basically the same as those for 4G63-DOHC-Turbocharger engine installed
in the EVOLUTION-VI.

ENGINE - Control System

1-21

FUEL PUMP RELAY CONTROL

D The fuel injection amount is controlled by the fuel pump relay 3 in order to reduce the amount of

return fuel when the engine is running at low speeds and fuel consumption is low, and also to reduce
noise.

Battery

Ignition switch

Fuel pump relay 1

Engine-ECU

Fuel
pump
relay 3

Fuel pump relay 2

Fuel pump resistor

To fuel pump

1-22

ENGINE - Control System

EGR CONTROL AND PURGE CONTROL

Refer to the EMISSION CONTROL SYSTEM.

DIAGNOSIS SYSTEM

The engine-ECU is prvided with the following functions to make system inspection easier.

D Engine warning lamp control
D Diagnosis function
D Service data output
D Actuator test

NOTE
Refer to the Workshop Manual for details on each item.

ENGINE - Emission Control System

1-23

EMISSION CONTROL SYSTEM

The following improvements in the control details have been made to the system, which is basically
the same as the previous system used in the 4G63-DOHC-Turbocharger engine for the EVOLUTION-VI.

D An electronically-controlled EGR system utilizing an EGR control solenoid valve has been adopted.
D An electronically-controlled purge control system utilizing purge control solenoid valve has been adopted.

System Remarks

Evaporative emission control system Electronic control type

(Duty cycle type purge control solenoid valve)

Exaust gas recirculation (EGR) system Electronic control type

(Duty cycle type EGR control solenoid valve)

EMISSION CONTROL SYSTEM DIAGRAM

From
fuel

Check
valve

Canister

tank

Air
inlet

Purge
control
solenoid
valve

Oxygen
sensor
(front)

Fuel pressure
control
solenoid valve

Fuel
pressure

regurator
To fuel
tank

PCV valve

EGR control
solenoid valve

Injector

From fuel
pump

EGR
valve

Oxygen sensor (rear)

Three-way
catalytic converter

1-24

ENGINE - Mount

MOUNT

The inertia axial system based on the past achievements in COLT/LANCER has been adopted for the
engine mount system.
D Longitudinal installation type of cylindrical liquid-filled engine mount has been adopted for reduction

of idle vibration and improvement of ride feeling.

D The liquid-filled mount system has been adopted for transmission mount to improve ride feeling by

optimizing the insulator.

D Installation of roll mount in the upper area has reduced engine rolling. Furthermore, enlargement

of insulator diameter has reduced idle vibration.

CONSTRUCTION DIAGRAM

<Engine mount/Transmission mount>

Engine mount

Transmission mount

ENGINE - MountENGINE - Mount

<Engine roll stopper/Crossmember/Centermember : L.H. drive vehicles>

Rear roll mount bracket

Rear roll rod assembly

Front roll mount bracket

Front roll stopper

1-25

Rear roll rod bracket

Crossmember

Crossmember bar

Centermember

<Engine roll stopper/Crossmember/Centermember : R.H. drive vehicles>

Rear roll mount bracket

Front roll mount bracket

Front roll stopper

Rear roll stopper

Crossmember

Centermember

Crossmember bar

1-26

ENGINE - Accelerator System

ACCELERATOR SYSTEM

The accelerator system is a cable and suspended
pedal combination.
Plastic bushing and rubber damper have been at­tached to the end of the accelerator cable, to pre-

CONSTRUCTION DIAGRAM

Accelerator
cable

Accelerator arm

vent noise and vibration when the cable and accel­erator arm contact.

Plastic bushing

Rubber
dumper

<L.H. drive vehicles>

Accelerator cable

Accelerator
pedal bracket

Accelerator arm

<R.H. drive vehicles>

Accelerator cable

Accelerator
pedal bracket

Accelerator arm

POWER TRAIN

CONTENTS

2-1

CLUTCH 2................................

Specifications 2.............................

MANUAL TRANSMISSION 3................

Specifications 3.............................

Sectional View 4............................

4WD System 8.............................

Power Train 9..............................

Transmission Control 11.....................

ACTIVE CENTER DIFFERENTIAL (ACD)

AND ACTIVE YAW CONTROL (AYC)

Description of Structure and Operations 16....

System Structure 16.........................

Oil Pressure Unit 18.........................

Electronic Control System 20.................

PROPELLER SHAFT 27....................

FRONT AXLE 28..........................

REAR AXLE 29............................

DIFFERENTIAL 30.........................

12........

DIFFERENTIAL MOUNT 33.................

2-2

POWER TRAIN - Clutch

CLUTCH

SPECIFICATIONS

Items Specifications

Engine model 4G63-DOHC-Intercooler Turbocharger

Clutch disc type Dry single plate type

Clutch disc facing diameter O.D.×I.D. mm 240×160

Clutch cover type Diaphragm spring pull type

Clutch cover set load N 9,320 ± 750

Control system Hydraulic type

Release cylinder I.D. mm 20.64

Master cylinder I.D. mm 15.87

Clutch fluid Brake fluid DOT 3 or DOT 4

CLUTCH CONTROL CONFIGURATION

<L.H.drive vehicles>

Clutch hose

Clutch pipe

Clutch master cylinder

Clutch release
cylinger

<R.H.drive vehicles>

Master cylinder member assemblyReservoir hose

Clutch pedal

Reservoir hose

Clutch master cylinder

Master cylinder member assembly

Clutch pipe

Clutch pipe

Clutch release cylinger

Clutch pedal

Clutch hose

POWER TRAIN - Manual Transmission

2-3

MANUAL TRANSMISSION

The manual transmission is a W5M5 transmission. This transmission incorporates the following changes
from the F5M4 type transmission mounted to GALANT.
D With the incorporation of 4WD, the center differential has been positioned at the front differential

of the 2WD, and the front differential has been positioned inside the transfer.

D The kinetic performance has been improved by setting a helical gear LSD for the front differential.

<RS, RS II: Option>

D With the adoption of the active center differential (ACD), an hydraulic multi plate clutch has been

adopted for the transfer limited slip differential. <RS, RS II: Option> (Refer to P.2-17 for details
of the hydraulic multi plate clutch.)

SPECIFICATIONS

Item Specifications

Classification RS, RS II RS, RS II (Super cross gear specifications)

Transmission type W5M51

Engine type 4G63-DOHC-T/C

Transmission type 5 steps forward, 1 step reverce, always in contact)

Gear ratio

Final deceleration ratio 4.529 ←

Helical gear LSD (Front differential) No Yes

Transfer

1st 2.785 ←

2nd 1.950 ←

3rd 1.407 1.444

4th 1.031 1.096

5th 0.720 0.825

Reverse 3.416 ←

Deceleration ratio 3.307 ←

Limited slip differential VCU or hydraulic multi

plate clutch (ACD)

←

2-4

SECTIONAL VIEW

W5M51 <Vehicle with VCU>

POWER TRAIN - Manual Transmission

12

4

5

3

6

7

8

9

15

19

18

17

16

14

20

1. 4th gear

2. 3rd - 4th synchronizer

3. 3rd gear

4. Transmission case

5. Clutch housing

6. Clutch release bearing retainer

7. Input shaft

8. Output shaft

9. Front differential

10. Viscous coupling unit (VCU)

10

11

13

12

11. Transfer cover

12. Hypoid pinion

13. Center differential

14. 1st gear

15. 1st - 2nd synchronizer

16. 2nd gear

17. 5th gear

18. 5th - reverse synchronizer

19. Reverse gear

20. Reverse idler gear

W5M51 <Vehicle with ACD>

POWER TRAIN - Manual Transmission

2-5

4

1

2

3

5

6

7

8

9

21

20

19

18

17

16

22

1. 4th gear

2. 3rd - 4th synchronizer

3. 3rd gear

4. Transmission case

5. Clutch housing

6. Clutch release bearing retainer

7. Input shaft

8. Output shaft

9. Front differential

10. Clutch housing

11. Transfer cover

15

10

11

12

13

14

12. Piston

13. Transfer hydraulic case

14. Hypoid pinion

15. Center differential

16. 1st gear

17. 1st - 2nd synchronizer

18. 2nd gear

19. 5th gear

20. 5th - reverse synchronizer

21. Reverse gear

22. Reverse idler gear

2-6

POWER TRAIN - Manual Transmission

W5M51 <Vehicle with Helical Gear LSD and VCU>

4

1

2

3

5

6

7

8

9

19

18

17

16

15

14

20

1. 4th gear

2. 3rd - 4th sychronizer

3. 3rd gear

4. Transmission case

5. Clutch housing

6. Clutch release bearing retainer

7. Input shaft

8. Output shaft

9. Front differential (Helical gear LSD)

10. Viscous coupling unit (VCU)

13

10

11

12

11. Transfer cover

12. Hypoid pinion

13. Center differential

14. 1st gear

15. 1st - 2nd sychronizer

16. 2nd gear

17. 5th gear

18. 5th - reverse synchronizer

19. Reverse gear

20. Reverse idler gear

POWER TRAIN - Manual Transmission

W5M51 <Vehicle with Helical Gear LSD and ACD>

2-7

4

1

2

3

5

6

7

8

9

17

21

181920

16

22

1. 4th gear

2. 3rd - 4th sychronizer

3. 3rd gear

4. Transmission case

5. Clutch housing

6. Clutch release bearing retainer

7. Input shaft

8. Output shaft

9. Front differential (Helical gear LSD)

10. Clutch housing

11. Transfer cover

15

10

11

12

13

14

12. Piston

13. Transfer hydraulic case

14. Hypoid pinion

15. Center differential

16. 1st gear

17. 1st - 2nd sychronizer

18. 2nd gear

19. 5th gear

20. 5th - reverse synchronizer

21. Reverse gear

22. Reverse idler gear

2-8

POWER TRAIN - Manual Transmission

4WD SYSTEM

The 4WD system is a center differential full-time 4WD with limited slip differential.
The center differential has been positioned at the front differential of the 2WD transmission, and the
front differential has been positioned inside the transfer. The limited slip differential of the center differential
has been positioned at the back of the front differential in the transfer.
For the limited slip differential of the center differential, a viscous coupling unit (VCU) or active center
differential (ACD) has been adopted.

Engine

Transfer

Center differential

Limited slip
differential

Front differential

Rear differential

POWER TRAIN - Manual Transmission

2-9

POWER TRAIN

Helical Gear LSD

The helical gear LSD is composed of four long pinions, four short pinions, three thrust washers, side
gears A and B, and cases A and B.
The long pinions are in contact with the side gear B and short pinions, while the short pinions are in
contact with the side gear A and long pinions.

Case B

Short pinion

Thrust washer

Side gear B

Long pinion

Side gear A

Case A

Power Flow

Operations in forward driving

During forward driving, as the differential case and and drive shaft rotate at the same speed, they
rotate at the assembly without the inside of the differential moving.
The driving force at this time will be transmitted as follows.

Differential case

Short pinion

→ Long and short pinions → Side gears A and B → Drive shaft

Driving power

Differential case

Side gear B

Side gear A

Long pinion

2-10

POWER TRAIN - Manual Transmission

Operations during differential (when there is rotational difference between the left and right
wheels)

When the frictional coefficient of the left and right wheels are more or less equal, and a slight rotational
difference occurs at the left and right wheels (normal turning), rotational difference will also occur
between side gears A and B. In this case, while the long pinions and short pinions mutually rotate
in the reverse direction, the vicinity of side gears A and B revolves and absorbs the speed difference.
In this way, like normal differential, the high speed side accelerates for the revolved amount in respect
to the revolution speed of the differential case,while the low speed side rotates in the decelerated
state and performs differential.

Differential case

Revolution

Autorotation

High speed side

Side gear A

Autorotation

Driving power

Side gear B

Low speed
side

Long pinion

Short pinion

Operations during Limited Slip Differential

When the loads of the left and right wheels become unbalanced due to changes in road surface
conditions and sudden turning, the driving torque of side gears A and B will differ.
As mentioned earlier, because side gears A and B are in contact via the respective long and short
pinions, the gears influence each other, resulting in contact reaction force (F and f) between the
long pinion and side gear B, and the short pinion and side gear A.
The separating force (Ft and ft) in the axial direction of the contact reaction force causes side gears
A and B to be pushed and extended. From this force, side gears A and B are pushed against the
thrust washer (case) and friction occurs.
The separating force (Fr and f r) in the radial direction of the contact reaction force causes the long
pinion and short pinion to be pushed against the differential case (cases A and B). This force generates
a large friction between the long pinion, short pinion, and differential case (cases A and B).
Friction also occurs on the gear with the generation of contact reaction force (F and f) of the four
gears (pinions).
These frictional forces cause the generation of frictional torque at each section according to the
size of the driving torque input to the differential case, and the generation of limited slip differential
torque proportionate to the input torque.

POWER TRAIN - Manual Transmission

2-11

Driving power

Torque

High speed
side

Long pinion

Differential case

Short pinion

TRANSMISSION CONTROL

D The shift lever construction adopted the

spherical rotary shaft fulcrum type to assure
a non-rickety.

D The base bracket material adopted a synthetic

resin for the weight reduction.

Forward direction

Thrust washer

FFr

Ft

Low speed
side

Side gear A

f

fr

ft

Thrust washer

Side gear B

D The shift and select cable securing portions

have been elastically supported to reduce
contained sound.

D A mass-filled shift knob has been adopted to

minimize the binding touch at the time of a
shift.

CONSTRUCTION DIAGRAM

Select cable

Shift lever assembly

Shift cable

Base bracket

2-12

POWER TRAIN - ACD and AYC

ACTIVE CENTER DIFFERENTIAL (ACD) AND ACTIVE YAW CONTROL (AYC)

The LANCER EVOLUTION-VII adopts the newly developed active center differential (ACD).
The driving performance of the ACD has been improved by varying the center differential drive by electronic
control.
The yaw moment is directly controlled by the active yaw control (AYC) adopted from EVOLUTION-V
onwards to improve the turning performance.
By combining and integratedly controlling these two systems, the driving performance has been further
improved.

RS, RS II

ACD Option

ACD and AYC Option

OUTLINE OF CONTROL

The following effects are obtained by equipping the ACD or ACD and AYC.

State of vehicle ACD AYC Integrated control effects

1. During de­celeration
(Before
corners)

2. First half of
turning
(Corner en­trance)

3. Latter half
of turning
(Corner
exit)

Similar to the direct engagement
4WD by increasing the center
differential during sharp decelera­tion to improve stability in decelera­tion.

The center differential restriction is
reduced according to the steering
angle and operation speed to set
the center differential as close as
possible to the free state and
improve turning performance.

The center differential restriction is
enhanced according to the amount
the acceleration is stepped to set
similar effects as the direct engage­ment 4WD and improve the accel­eration performance.

[When decelerated during
turning]
The driving power is moved to
the inside turning wheel to
reduce the tack in.

The driving power is moved to
the outside turning wheel
according to the steering
angle and operation speed to
improve the turning perfor­mance.

The driving power is moved to
the outside turning wheel
according to the amount the
acceleration is stepped to
decrease the acceleration
understeer and improve turn­ing performance.

Stability against various
external influences such as
poor road conditions and
driver operations have been
improved.

The response to steering
operations (brisk move­ment) is improved as much
as possible.

Two elements (acceleration
and turning) have been
improved simultaneously.

2. First half of turning

AYC: Turning

1. During deceleration

AYC: Tack in deceleration
(During deceleration when turning)

ACD: Free

ACD: Direct
engagement

3. Latter half of turning

AYC: Under steer deceleration

ACD: Direct engagement

COMPONENT VIEW

ACD mode indicator lamp

POWER TRAIN - ACD and AYC

Parking brake switch

Steering
wheel sensor

2-13

AYC torque transfer
differential

Throttle position sensor (TPS)

ABS-ECU

ACD transfer

Engine-ECU

4WD-ECU

Longitudinal
G sensor

ACD mode switch

Stop lamp switch

Reserve tank

Hydraulic unit
assembly

Lateral G sensor

Wheel speed sensor

Wheel speed sensor

2-14

p

y

LIST OF MAIN COMPONENTS

POWER TRAIN - ACD and AYC

Components

ACD transfer Controls the transmission torque of the hydraulic multi plate clutch by the

4WD-ECU Processes information of various sensors and switches, calculates the hydraulic

Engine-ECU Sends the engine idling state to the 4WD-ECU.

ABS-ECU Outputs the ABS monitor signal to the 4WD-ECU.

Throttle position sensor (TPS) Sends the throttle valve opening angle to the 4WD-ECU.

Longitudinal G sensor Sends the acceleration in the front and rear directions of the vehicle to the

Lateral G sensor Sends the acceleration along the side of the vehicle to the 4WD-ECU.

Steering wheel sensor Sends the steering angle and neutral position to the 4WD-ECU.

Wheel speed sensor Sends the wheel speed to the 4WD-ECU.

Stop lamp switch Sends the brake operating state to the 4WD-ECU.

Parking brake switch Sends the operating state of the parking brake to the 4WD-ECU.

ACD mode indicator lamp

ACD mode switch Switches the ACD control mode (TARMAC, GRAVEL, SNOW).

Hydraulic
unit

Electric pump relay Supplies the power to the electric pump.

AYC torque transfer differential Controls the transmission torque of the left and right clutches according to the

Pressure sensor Sends the pressure of the accumulator to the 4WD-ECU.

Electric pump Generates oil pressure for clutch operations.

Directional valve Controls whether to supply the oil pressure to the left or right AYC clutch.

Proportional valve
<ACD>

Proportional valve
<AYC>

Outline of function

hydraulic unit, and adjusts the center differential.

multi plate clutch transmission torque and amount of AYC torque movement and
direction, and controls the hydraulic unit on the basis of them.

4WD-ECU.

Displays the ACD control mode (TARMAC, GRAVEL, SNOW).

Lights the all mode lamp during fail. (Lights for about1.5 seconds after the ignition
switch is turned ON)

Controls hydraulic supplied to hydraulic multi plate clutch of the ACD.

Controls oil pressure supplied to the AYC clutch.

oil pressure from the hydraulic unit, and adjusts the left and right driving power
difference of the rear wheels.

OUTLINE OF ACD AND AYC

POWER TRAIN - ACD and AYC

2-15

<ACD and AYC
Equipped Vehicle>

ABS­ECU

ABS monitor signal

Wheel speed sensor <FL>

Wheel speed sensor <RL>

Wheel speed sensor <RR>

Wheel speed sensor <FR>

Wheel speed sensor <FL>*

Wheel speed sensor <RL>*

Wheel speed sensor <RR>*

Wheel speed sensor <FR>*

Longitudinal G sensor

Lateral G sensor

Stop lamp

Steering wheel sensor

Pressure sensor

Throttle position sensor

ECU power supply

1

1

1

1

4WD-ECU

Idling information

ACD mode switch

Parking brake switch

ACD mode indicator lamp

Diagnostic connector

Direction valve*

2

Proportional valve*2(AYC)

Proportional valve (ACD)

Engine-ECU

Wheel speed
sensor <FR>

ACD transfer

Hydraulic
multi
plate clutch

Center
differential

Wheel speed sensor <FL>

NOTE

1

1.

*

indicates equipped with only ACD.

2

*

indicates equipped with ACD and AYC.

2.

Steering wheel sensor

Stop lamp switch

Wheel speed sensor <RR>

Lateral G sensor

Longitudinal G sensor

Wheel speed sensor <RL>

Right clutch*

Left clutch*

Electric
pump

Reservoir
tank relay

Pressure
sensor

2

2

Proportional
valve
(ACD)

Accu­mulator

Electric

Proportional

2

valve*
(AYC)

Direction al

2

valve*

pump

Hydraulic unit

AYC torque transfer
differential *

2

2-16

POWER TRAIN - ACD and AYC

DESCRIPTION OF STRUCTURE AND OPERATIONS

The ACD system adopts a transfer limited slip differential as the hydraulic multi plate clutch, and electronically
controls it using sensors, 4WD-ECU, and hydraulic unit.

NOTE
Refer to P.2-30 for details on the AYC structure and operations.

SYSTEM STRUCTURE

AYC torque transfer

ACD transfer

Hydraulic unit

(Electric pump with
accumulator)

Engine

4WD-ECU

differential

T/M

Steering wheel sensor

TPS

Wheel speed sensor

Longitudinal G sensor

Lateral G sensor

Sensors

POWER TRAIN - ACD and AYC

TRANSFER LIMITED SLIP DIFFERENTIAL

2-17

During acceleration and deceleration, the piston is moved in the right direction according to the oil pressure
from the hydraulic unit to connect the hydraulic multi plate clutch (friction plate and disc) and set the
center differential to the direct engagement state as much as possible. This improves the acceleration
performance and stability during deceleration.
During turning, the oil pressure from the hydraulic unit stops, the piston operates in the left direction
to release the hydraulic multi plate clutch and free the center differential to improve the turning performance.
If the parking brake is pulled while driving at a vehicle speed above 5 km/h, the hydraulic multi plate
clutch will also be released and the center differential set as close as possible to the free state.

Hydraulic unit
assembly

ACD transfer

A

A

Section A - A

Transfer hydraulic case

Piston

Thrust bearing

Hydraulic multi plate clutch
(Friction plate and disk)

<During acceleration
and deceleration>

<During turning>

2-18

POWER TRAIN - ACD and AYC

HYDRAULIC UNIT

The hydreaulic unit is composed of the accumulator (electric pump, pressure sensor, accumulator) and
pressure controller (proportional valve, directional valve).
The pressure accumulator intermittently operates the pump, and accumulates the control pressure required
in the accumulator.
The pressure controller operates the proportional valve and directional valve, and supplies the appropriate
oil pressure to the ACD transfer or AYC torque transfer differential according to the signals from the
4WD-ECU.

SPECIFICATIONS

Specifications Specifications

Electric pump Trochoidal type

Operating oil ATF SP III

Proportional valve Current proportional control type

Directional valve 3 position electromagnetic switching method

TPS

Stop lamp switch

Wheel speed sensor

Longitudinal G sensor

Lateral G sensor

Steering wheel sensor

Engine-ECU

ABS-ECU

ACD mode switch

Parking brake switch

Electronic control system

Oil pressure control system

4WD-ECU

Electric pump relay

ACD mode
indicator lamp

Hydraulic unit assembly

Pressure sensor

Electric
pump

Proportional
valve (AYC)

Directional
valve

Left

AYC clutch

Accu­mulator

Proportional
valve (ACD)

Right

ACD transfer

Hydraulic multi
plate clutch

Proportional
valve <ACD>

Proportional
valve <AYC>

Proportional valve

Supplies the oil pressure required for ACD or AYC control
according to the instructions of the 4WD-ECU.

Proportional
valve (OFF)

POWER TRAIN - ACD and AYC

From electric pump

2-19

When the proportional valve is OFF, the oil pressure from
the electric pump will be cut off by the proportional valve.
For this reason, oil pressure will be supplied to the ACD
or AYC and each system will be set into the non-operating
state.

Proportional
valve (ON)

To ACD hydraulic multi plate
clutch or AYC directional valve

Directional
valve (OFF)

From electric pump

Return

From proportional
valve <AYC>

When the proportional valve turns ON, the proportional valve
opens, and the oil pressure from the electric pump will be
supplied to the ACD hydraulic multi plate clutch or AYC
directional valve.

Directional valve

Supplies the oil pressure required for controlling the AYC
clutch according to the instructions of the 4WD-ECU.

Directional
valve

When the directional valve is OFF, the oil pressure from the
proportional valve <AYC> will be cut off by the directional
valve. For this reason, the clutch will set into the non-operating
state without oil pressure supplied to each clutch of the AYC.

Directional valve
(Right side: ON)

To clutch
<Left side>

From proportional valve
<AYC>

To clutch
<Left side>

To clutch
<Right side>

To clutch
<Right side>

When oil pressure supply signal for the AYC clutch <Right
side> is sent to the directional valve from the 4WD-ECU,
the directional valve will move to the right. As a result, the
oil pressure from the proportional valve <AYC> will be supplied
to the AYC clutch <Right side>.
If the oil pressure supply signal to the AYC clutch <Left side>
is sent to the directional valve, the directional valve will move
to the left.

2-20

POWER TRAIN - ACD and AYC

ELECTRONIC CONTROL SYSTEM

THROTTLE POSITION SENSOR

For detecting the throttle valve opening angle. Also used as throttle position sensor for engine control.

LONGITUDINAL G SENSOR/LATERAL G SENSOR

The longitudinal G sensor are sensors detecting the acceleration in the longitudinal directions of the
vehicle, and are basically the same as those used conventionally.
The lateral G sensor is used for detecting the acceleration along the sides of the vehicle by changing
the installing direction by 90° . The same sensor as the longitudinal G sensor is used.

G-sensor output characteristics

Parking brake lever

Lateral G sensor

Longitudinal
G sensor

Output voltage (V)

4.0

3.5

2.5

1.5

1.0

01.0

Acceleration speed
(G)

1.01.5 1.5

Deceleration speed
(G)

STEERING WHEEL SENSOR

The steering wheel sensor is installed at the steering column, and is used to output steer angles to
the 4WD-ECU as signals.
It is composed of the slit plate which rotates according to the movements of the handle and a three-set
photointerruptor. The slit plate and photointerruptor have a sealed integrated structure to prevent the
invasion of foreign particles as well as misoperations by external light. To detect malfunctions of the
sensor output circuit, it is equipped with a zener diode for detecting disconnections parallel to the
phototransistor.
The ECU calculates the steering angle by reading the signals of the steering wheel sensor after every
certain period of time and calculating the total of the ST-1 signal and ST-2 signal.
The steering angle is obtained by taking the neutral position (ST-N output is L center) as 0° , and if
there are changes, the steering angle is added with 2° for right and - 2° for left. The output of the
photointerruptor becomes L (low) when light passes through and H (high) when obstructed.

POWER TRAIN - ACD and AYC

Steering wheel sensor

Slit

Slit plate

Output waveform of each sensor

N (Neutral point)

V

ST-1

ST-2

ST-N

H

L

V

H

4° 4°

L

V

H

L

4°4°

11°

2-21

2°

θ

θ

θ

Slit plate

Photointerruptor
(ST-2)

<Front>

Wheel speed sensor

<Rear>

Wheel speed sensor

Photointerruptor
(ST-1)

Neutral position
detection slit

Zener diode
for disconnec-

Photointerruptor
(ST-N)

Light-emitting diode

Photo-transistor

tion detection

WHEEL SPEED SENSOR

Sensor for detecting each wheel speed. It is the same as
that conventionally adopted for the ABS. For vehicle with
ACD and AYC, the wheel speed sensor signal
waveform-shaped by the ABS-ECU is input to the 4WD-ECU.

2-22

ACD mode switch

POWER TRAIN - ACD and AYC

ACD MODE SWITCH

When the ACD mode switch is pressed, the mode switches
to TARMAC, GRAVEL, or SNOW.

ACD mode TARMAC GRAVEL SNOW

Good condi­tion roads

Dry paved
roads

Wet roads,
gravel roads

Snowy roads

ACD mode indicator lamp

Pressure
sensor

Hydraulic unit
assembly

ACD MODE INDICATOR LAMP

For about 1.5 seconds after the Ignition switch is turned ON,
all ACD mode indicator lamps will light up. When the ACD
mode switch is pressed, each mode (TARMAC, GRAVEL,
SNOW) will light up alternately.
When the ACD or AYC malfunctions, all mode indicators will
light up (until the ignition switch goes OFF*).

NOTE
*: When the vehicle is determined as having returned to normal
according to the malfunction, the lamps will also be returned
to their normal states.

PRESSURE SENSOR

Detects the pressure of the accumulator, and sends the signal
to the 4WD-ECU. The 4WD-ECU controls the operations of
the electric pump on the basis of this signal.

ELECTRIC PUMP RELAY

Supplies power to the electric pump according to the signal
from the 4WD-ECU.

4WD-ECU

Door check

Electric pump relay

4WD-ECU

Determines the driving state, vehicle state, and road state
according to the inputs of each sensor, idling information
from the engine-ECU, and ABS monitor signal from the
ABS-ECU to control the hydraulic unit.
The 4WD-ECU also has a diagnosis function which lights
up all the ACD mode indicator lamps during malfunctions.

POWER TRAIN - ACD and AYC

p

The terminals of the 4WD-ECU are arranged as follows.

2-23

NOTE

1. *

2. *

1. Proportional valve <ACD>

2. -

3. Proportional valve <AYC>*

1

4. -

5. -

6. Wheel speed sensor <FL>

7. Wheel speed sensor <RR>

8. Wheel speed sensor <RL>

9. Wheel speed sensor <FR>

10. Pressure sensor earth

11. Lateral G sensor

12. -

13. 4WD-ECU power supply

14. Directional valve <Right>*

15. Directional valve <Left>*

1

1

16. Electric pump relay power supply

17. -

18. -

19. Wheel speed sensor earth <FL>*

20. Wheel speed sensor earth <RR>*

21. Wheel speed sensor earth <RL>*

22. Wheel speed sensor earth <FR>*

2

2

2

2

23. Longitudinal G sensor

24. Longitudinal G sensor and lateral
G sensor earth *

1

indicates that the terminal is omitted if only ACD is equipped.

2

indicates that the terminal is added if only ACD is equipped.

2

25. -

26. ECU earth

31. ECU backup power supply

32. Pressure sensor

33. Steering wheel sensor <ST-1>

34. Steering wheel sensor <ST-2>

35. Diagnosis data input/output

36. Idle switch

37. Parking brake switch

38. Stop lamp switch

39. TPS

40. ACD mode indicator lamp <TARMAC>

41. -

42. ECU earth

43. Pressure sensor power supply

44. Steering wheel sensor <ST-N>

45. -

46. Diagnostic control

47. ACD mode switch

48. -

49. ABS monitor *

50. Earth*

2

1

51. ACD mode indicator lamp <SNOW>

52. ACD mode indicator lamp <GRAVEL>

DIAGNOSIS ITEMS

Code
No.

12 Power supply voltage

13 Fail save relay f Open-circuit or short-circuit of ECU equipped fail save relay

21 Wheel speed sensor

22 Wheel speed sensor <FL> f Open-circuit or short-circuit of wheel speed sensor <FL>

23 Wheel speed sensor

24 Wheel speed sensor

25

26

31 Steering wheel sensor f Steering wheel sensor <ST-N,ST-1,ST-2> system

Diagnosis Item Mode indica-

tor lamp (f: all
lit, – : normally
displayed)

f Open-circuit, short-circuit of power supply voltage system, or

(Valve power supply)

f Open-circuit or short-circuit of wheel speed sensor <FR>

<FR>

f Open-circuit or short-circuit of wheel speed sensor <RR>

<RR>

f Open-circuit or short-circuit of wheel speed sensor <RL>

<RL>

Wheel speed sensor

- Equipped with step-bore tire

f Wheel speed sensor defect

Main diagnosis details

drop in voltage

system

system

system

system

opened or short-circuit

2-24

g

g

pp

y

POWER TRAIN - ACD and AYC

Code
No.

32

33

34 Steering wheel sensor

41

42 f Short-circuit of TPS system

45

46 f Earth open-circuit of pressure sensor system

47 f Power supply defect of pressure sensor system

51

52

56

57 f Lateral G sensor defect

61 Stop lamp switch f Open circuit of stop lamp switch system

62 ACD mode switch f ACD mode switch is stuck

63 Parking brake switch f Short-circuit of parking brake switch or it has not been returned

65 ABS f Open-circuit of ABS monitor system or malfunction of ABS

71 Proportional valve <AYC> f Open-circuit or short-circuit of proportional valve <AYC>

72 Directional valve <Right> f Open-circuit or short-circuit of directional valve <right> system

73 Directional valve <Left> f Open-circuit or short-circuit of directional valve <left> system

74 Proportional valve <ACD> f Open-circuit or short-circuit of proportional valve <ACD>

81

82

84 AYC control f AYC control defect

85 ACD control f ACD control defect

Diagnosis Item

Steering wheel sensor
<ST-N>

<ST-1, ST-2>

TPS

Pressure sensor

Longitudinal G sensor

Lateral G sensor

Electric pump relay

tor lamp (f: all
lit, – : normally
displayed)

f Steering wheel sensor <ST-N> system short-circuit

f Fixing of steering wheel sensor <ST-N> system

f Short-circuit or fixing of output of steering wheel sensor <ST-1,

f Open-circuit or grounding of TPS system

f Open-circuit or short-circuit of pressure sensor system

f Open-circuit and short-circuit of longitudinal G sensor system

f Longitudinal G sensor defect

f Open-circuit or short-circuit of lateral G sensor

f Open-circuit or short-circuit of electric pump relay system

f Electric pump malfunction or pressure sensor defect

Main diagnosis detailsMode indica-

ST-2> system

to designated position

system

system

POWER TRAIN - ACD and AYC

2-25

SERVICE DATA

Item No. Item Unit

01 Wheel speed sensor <FR> km/h (Displayed for every 1 km/h)

02 Wheel speed sensor <FL> km/h (Displayed for every 1 km/h)

03 Wheel speed sensor <RR> km/h (Displayed for every 1 km/h)

04 Wheel speed sensor <RL> km/h (Displayed for every 1 km/h)

05 Wheel speed sensor <FR> (0.2 km/h) km/h (Displayed for every 0.2 km/h)

06 Wheel speed sensor <FL> (0.2 km/h) km/h (Displayed for every 0.2 km/h)

07 Wheel speed sensor <RR> (0.2 km/h) km/h (Displayed for every 0.2 km/h)

08 Wheel speed sensor <RL> (0.2 km/h) km/h (Displayed for every 0.2 km/h)

09 Vehicle speed km/h

10 Battery voltage V

11 Proportional valve current<ACD> mA

12 Proportional valve current <AYC> mA

13 TPS voltage mV

14 Longitudinal G sensor voltage V

15 Lateral G sensor voltage V

16 Steering angle deg

17 Steering angle speed deg/s

18 Pressure sensor MPa

19 Pressure sensor power supply V

20 Valve power supply V

21 Steering wheel sensor voltage <ST-1> V

22 Steering wheel sensor voltage <ST-2> V

23 Steering wheel sensor voltage <ST-N> V

51 Idle switch ON/OFF

52 Steering wheel sensor <ST-N> ON/OFF

53 Steering wheel sensor <ST-1> ON/OFF

54 Steering wheel sensor <ST-2> ON/OFF

55 Steering wheel sensor learning <ST-N> ON/OFF

56 Stop lamp switch ON/OFF

57 Motor monitor ON/OFF

58 Oil pressure state HIGH/LOW

59 Directional valve <Right> ON/OFF

60 Directional valve <Left> ON/OFF

61 ABS monitor ON/OFF

62 Parking brake switch ON/OFF

63 ACD mode switch ON/OFF

2-26

ACTUATOR TEST

POWER TRAIN - ACD and AYC

Item No. Content Drive Specifications Driving

time

01 Bleeding

<ACD>

02 Bleeding

<AYC>

03 Oil amount

check

04 Electric pump

drive

05 ACD clutch op-

eration check

06 AYC clutch op-

eration check
<Left side>

07 AYC clutch op-

eration check
<Right side>

08 Control OFF Turns OFF the electric

Outputs current to the
proportional valve accord­ing to the steering angle.

Outputs current to the
proportional valve accord­ing to the steering angle to
operate the direction
valve.

Operates the directional
valve to the left and right.

Operates the electric
pump for 5 seconds.

Operates the proportional
valve <ACD> to supply
maximum oil pressure to
the multi plate clutch.

Operates the directional
valve, and supplies maxi­mum oil pressure to the
left side clutch.

Operates the directional
valve, and supplies maxi­mum oil pressure to the
right side clutch.

pump relay, and ACD
control and AYC control.

5 minutes Check that no air is discharged from the

5 minutes Check that no air is discharged from the

20 sec­onds

To end of
operations

1 minute With the vehicle lifted up, check the

1 minute With the vehicle lifted up, check the

1 minute With the vehicle lifted up, check the

- Check the difference between control ON

Check

bleeder screw installed on the ACD
transfer.

bleeder screw installed on the AYC torque
transfer differential.

Check the oil amount of the reservoir tank.

Check the operating state from the
operation sound of the electric pump.

operating state according to the speed
difference between the front and rear
wheels.

operating state according to the speed
difference between the front and rear
wheels.

operating state from the speed difference
between the left and right rear wheels.

and OFF in actual driving.

POWER TRAIN - Propeller ShaftPOWER TRAIN - Propeller Shaft

ft

di

joint

PROPELLER SHAFT

3 way split 4-joint type propeller shaft with center bearing is adopted.

SPECIFICATIONS

Item Vehicles without AYC Vehicles with AYC

2-27

Propeller
sha

Universal

Type 3 way split 4-joint type propeller shaft

Length × Outside

ameter mm

Type No.1 Cross type (caulking method)

Bearing Lubricationless type needle roller bearing

Journal diameter mm 16.3

Front 608.5 × 65

Center 551 × 65

Rear 750.5 × 65 768.5 × 65

No.2 Cross type (caulking method)

No.3 Constant velocity type (LJ)

No.4 Cross type (caulking method)

NOTE
The propeller shaft length indicates the length between the centre points of each joint.

CONSTRUCTION DIAGRAM

Center bearing

Rear propeller shaft

Sleeve yoke

Front propeller shaft

No.1 joint

No.2 joint

Center propeller shaft

No.3 joint
(LJ)

No.4 joint

2-28

g

FRONT AXLE

DRIVETRAIN - Front Axle

The front axle consists of front hubs, knuckles,
wheel bearings and drive shafts, and it has the
following features.
D The wheel bearing is unit bearing (Double-row

angular contact ball bearing) which is integrated
with hub.

D The drive shaft incorporates B.J.-T.J. type

constant velocity joints with high transmission
efficiency and low vibration and noise.

D ABS rotors for detecting the wheel speeds are

press-fitted to the B.J. outer wheels in vehicles
with ACD or ABS.

NOTE

1. B.J.: Birfield Joint

2. T.J.: Tripod Joint

SPECIFICATIONS

Item Specifications

Wheel
bearings

Drive
shaft

Wheel bearing type Hub unitbearing (Double-row angular

contact ball bearing)

Bearing (outside diameter) mm 87*

Joint type

Shaft length*2× Shaft diameter mm

Outside B.J.

Inside T.J.

Left 350 × 26

Right 427 × 26

1

NOTE

1

: The wheel bearing is integrated with hub,only the outer diameter is shown.

*

2

: The shaft length indicates the length between the center points of each joint.

*

STRUCTURAL DIAGRAM

Strut assembly

T.J.(L.H.)

Knuckle

Front hub

B.J.

Output shaft

Drive shaft

Output shaft

T. J .

T.J.(R.H.)

Wheel bearing

DRIVETRAIN - Rear Axle

g

REAR AXLE

The rear axle consists of rear hubs, wheel bearings,
drive shafts, and rear differentialand, it has the
following features.
D The wheel bearing is a unit bearing (double-row

angular contact ball bearing).

NOTE

1. B.J.: Birfield Joint

2. T.J.: Tripod Joint

SPECIFICATIONS

Item Vehicles without AYC Vehicles with AYC

D The drive shaft incorporates B.J.-T.J. type

constant velocity joints with high transmission
efficiency and low vibration and noise.

D ABS rotors for detecting the wheel speeds are

press-fitted to the B.J. outer wheels in vehicles
with ACD or ABS.

2-29

Wheel
bearings

Drive
shaft

Wheel bearing type Unit bearing (Double-row angular contact ball

bearing)

Bearing (outside diameter × inside diameter) mm 78 × 40

Joint type

Shaft length*1× Shaft diameter
mm

Outside B.J.

Inside T.J.

Left 483 × 25 426 × 25

Right 573 × 25 446 × 25

NOTE

1

: The shaft length indicates the length between the center points of each joint.

*

STRUCTURAL DIAGRAM

Differential carrier

T. J .

Oil seal

B.J.

Rear hub

Drive shaft

2-30

gyp(

yp

g

(

DRIVETRAIN - Differential

DIFFERENTIAL

Mechanical type Limited Slip Differential <Vehicles without AYC> or Torque transfer differential <Vehicles
with AYC> is adopted. About the structure of AYC, refer to P.2-3, manual transmission.

MECHANICAL LIMITED SLIP DIFFERENTIAL

SPECIFICATIONS

Item Mechanical LSD

Reduction gear type Hypoid gear

Reduction ratio 3.312

Differential gear type (Type ×
number of gears)

Number of teeth

Bearings (Outside diameter ×
Inside diameter) mm

Side gear Straight bevel gear × 2

Pinion gear Straight bevel gear × 4

Drive gear 43

Drive pinion 13

Side gear 14

Pinion gear 10

Side 72.0 × 35.0

Front 62.0 × 25.0

Rear 72.0 × 35.0

CONSTRUCTION DIAGRAM

<Mechanical LSD>

Differential carrier

DRIVETRAIN - Differential

2-31

TORQUE TRANSFER DIFFERENTIAL

The torque transfer differential consists of differential mechanism,acceleration/decelation gear and two
pairs of wet multi-plate clutch. The hipoid gear oil is used to lublicate differential part, ATF-SP III is used
to lublicate torque movement part (acceleration/decelation gear and clutch).

L.H. clutch

Differential
mechanism

R.H. clutch

Wet multi-plate clutch

Reductiongear

Input gear

Acceleration/decelation gear

Overdrive gear

DIFFERENTIAL MECHANISM

When the vehicle turns, admits the revolution difference between inner race and outer race.

ACCELERATION/DECELATION GEAR

Have the revolution speed of right and left wet multi-plate clutch to accelerate or decelate as oposed
to the revolution speed of right wheel.

WET MULTI-PLATE CLUTCH

Have the torque to move from high speed wheel to low speed wheel.

L.H. clutch operate: decelation geer have the torque to move R.H. wheel to L.H. wheel.
R.H. clutch operate: accelelation geer have the torque to move L.H. wheel to R.H. wheel.

The movement of torque is dependence on pushing force of the clutch.

2-32

DRIVETRAIN - Differential

High
speed
side

Pushing
force

Differential
case

Decelation
gear

Turning
direction

Driving
power
(large)

Yaw

moment

Driving
power
moves

L.H.
Clutch

Low
speed
side

Pushing
force

R.H.
Clutch

Acceleration
gear

L.H.clutch

Driving
power
(small)

TORQUE TRANSFER DIFFERENTIAL MECHANISM

When high speed clutch is pushed, the driving power always
moves from high speed side to low speed side, and controls
the driving power with the aid of the property which the
movement of driving power is proportional to the pushing
force of clutch.
In torque transfer differential, acceleration/decelation gear
always engages, and towerd to input speed from the
differential case, L.H. clutch engaging decelation gear is
revolutes in low speed, R.H. clutch engaging accelelation
gear is revolutes in high speed.
In the other hand, the housing side of R.H/L.H. clutch is
integlated to rear R.H. axle, if R.H. or L.H. clutch is opelated,
the driving power can be moved to right or left.

THE FLOW OF DRIVING POWER

(1) L.H.CLUTCH OPERATE

In order to boost the driving power of L.H. wheel, when
L.H.clutch is operated,a part of the driving power of R.H.
wheel flows to the differential case, the driving power
of L.H. wheel is boosted.
The result of this, the yaw moment occures in a right
to the vehicle.

Driving
power
(small)

Yaw

moment
R.H.
clutch

Turning
direction

Driving
power
(large)

(2) R.H.CLUTCH OPERATE

In order to boost the driving power of R.H. wheel,when
R.H.clutch is operated, a part of the driving power of
L.H. wheel flows to the differential case, the driving power
of R.H. wheel is boosted.
The result of this, the yaw moment occures in a left to
the vehicle.

DRIVETRAIN - Differential Mount

DIFFERENTIAL MOUNT

2-33

The front of differential carrier is suported with the
differential support member via the differential
mount bracket with insulator,and the rear is
suported with the differential support arm.
<Mechanical LSD>

<Mechanical LSD>

Toe control bar

Differential support member

Differential mount bracket

The front of torque transfer differential is supported
with the differential support member with insulator
via the differential mount bracket,and the rear is
supported with the differential mount bracket and
the differential support arm. <AYC>

Differential support arm

<AYC>

Differential support member

Differential mount
bracket (R.H.)

Insulator

Differential support arm

Differential mount bracket

Insulator

Differential mount
bracket (L.H.)

NOTES

DRIVE-CONTROL

COMPONENTS

CONTENTS

3-1

SUSPENSION 2.........................

Features 2................................

FRONT SUSPENSION 2..................

Features 2................................

Construction Diagram 3....................

Specifications 3...........................

Lower Arm 4..............................

Stabilizer Bar 5............................

REAR SUSPENSION 5...................

Features 5................................

Construction Diagram 5....................

Specifications 6...........................

WHEEL AND TYRE 7.....................

Features 7................................

Specifications 7...........................

POWER STEERING 8....................

Features 8................................

Specifications 8...........................

Construction Diagram 9....................

Steering Wheel 10..........................

Steering Shaft and Column 10................

Oil Pump 12...............................

Power Steering Fluid Cooler Tube 12..........

Steering Gear 13...........................

BRAKES 14..............................

Features 14................................

Construction Diagram 15....................

SERVICE BRAKES 16.....................

Specifications 16...........................

Master Cylinder 17..........................

Brake Booster 17...........................

Disc Brakes 18.............................

Brake Line 19..............................

4-WHEEL ANTI-SKID BRAKING SYSTEM

(4ABS) 20................................

Features 20................................

Specifications 20...........................

Construction Diagram 21....................

System Configuration Diagram 22.............

ABS Electrical Circuit Diagram 23.............

Sensors 24................................

Actuators 25...............................

ABS-ECU 26...............................

System Operation 27........................

PARKING BRAKE 27......................

Features 27................................

Construction Diagram 27....................

3-2

DRIVE-CONTROL COMPONENTS - Suspension/Front Suspension

SUSPENSION

The suspension which has been adjusted to new
body dimension with the optimal tuning has im­proved its cornering ability.

FEATURES

High Steering
Stability

Enhanced Riding
Comfort

Reduced road
noise

1. Suspension geometry optimized by linearisation of toe change, etc.

2. Wider tread

3. Optimized the roll center height

4. Increased the suspension stroke of the compressed side

5. Increased the lateral rigidity equipped with crossmember bars and flatted
crossmember

6. Damping forces of front struts and rear shock absorbers as well as
their coil springs’ characteristics optimized

7. Optimized suspension bushings

1. Increased the suspension stroke of the compressed side

2. Damping forces of front struts and rear shock absorbers as well as
their coil springs’ characteristics optimized

3. Spring characteristics of bump rubber optimized

4. Characteristics of suspension bushings optimized

1. Increased the volume of stabilizer bushings

2. Adoption of two mounting bolts to the stabilizer bracket

A McPherson strut-type suspension has been used
at the front, and a multi-link suspension has been
used at the rear.

FRONT SUSPENSION

FEATURES

A McPherson strut independent suspension-type
suspension has been adopted as the front
suspension. It has improved its limitation of

capacity as well as securing the sufficient lateral
rigidity and rolling rigidity as a high performance
vehicle.

D With widened tread and optimized roll center

height, the cornering performance from initial
responce to limited performance has been
improved.

D Adopted the two- stage selectable structuare

of camber angle according to driving mode like
EVOLUTION-VI.

D Stabilized the vehicle behavior during cornering

by lowering the installation position of the
steering gear box with linear toe change.

D Increased the horizontal strength, improved the

steering feeling and the rigidness at the time
of cornering by making the cross member flat
and connecting two reinforced bars
(crossmember bar) at the installation part of
the both right and left lower arms.

D Improved the cornering limitation with improved

adhesion at the time of rolling by increasing
bump strokes.

D Achieved the weight reduction being equipped

with aluminium lower arm like EVOLUTION-VI.

D Improved reliability by making the size of

mounting bolts larger at the front and rear
bushing installation parts of lower arm.

D Improved the stroke feeling by replacing the

rear bushings of the lower arm with the pillow
ball bushing with rubber.

D Restricted the useless movement of lower arm

equipped with stopper rubber at the front and
rear bushing mounting parts of the lower arm.

D Improved the reliability and steering feeling by

reducing friction as well as making the ball size
of lower arm ball joint larger.

D Improved the camber rigidity by adopting an

inverted strut like EVOLUTION-VI.

D Improved the steering stability by optimizing

the damping force of shock absorbers and
spring constants of coil springs.

D Adopted a strut insulaor with previous results

like EVOLUTION-VI.

D Prevented the occurance of unusual noise by

increasing the volume of stabilizer bushing.

D Prevented the occurance of unusual noise

caused by lateral sliding of brackets with
installation of two mounting bolts to the
stabilizer bracket.

DRIVE-CONTROL COMPONENTS - Front Suspension

CONSTRUCTION DIAGRAM

Stabilizer link

Lower arm

Lower arm bushing
(Pillow ball bushing with rubber)

Stabilizer bar

Crossmember

3-3

Strut insulator

Coil spring

Strut assembly
(shock absorber)

Crossmember bar
<RS (option), RS-II>

SPECIFICATIONS

SUSPENSION SYSTEM

Items Lancer EVOLUTION-VII Lancer EVOLUTION-VI

Tommi Makinen Edition

Suspension method McPherson strut with coil springs McPherson strut with coil springs

WHEEL ALIGNMENT

Items Lancer EVOLUTION-VII Lancer EVOLUTION-VI Tommi Makinen Edition

Tarmac suspension Normal suspension

Camber
(selectable from 2 options)

Caster 3_55’ 4_24’ 3_54’

Kingpin inclination 13_45’ 14_48’ 14_18’

Toe-in 0 0 0

-1_00’* or -2_00’ -1_10’* or -2_10’ -1_00’* or -2_00’

NOTE
*: The factory shipped camber value is indicated.

3-4

DRIVE-CONTROL COMPONENTS - Front Suspension

COIL SPRING

Item Lancer EVOLUTION-Ⅶ Lancer EVOLUTION- Ⅵ Tommi Makinen Edition

RS (standard), RS-II RS (option) Tarmac suspension Normal suspension

Wire diameter mm 14 14 14 14

Average diameter mm 155 155 155 155

Free length mm 281 275 273 296

LOWER ARM

Like Lancer EVOLUTION-VI Tommi Makinen
Edition, an aluminium forged lower arm has been
adopted and the followings are improved.
D Enlarging the size of mounting bolts at the front

and rear sides of crossmember mounting
section on lower arm has increased reliability.

D Improved the stroke feeling by installing a pillow

ball bushing with rubber at the rear bushing.

D Improved the reliability and steering feeling by

reducing friction as well as making the ball size
of the ball joint larger.

D Restricted the useless movement of lower arm

equipped with stopper rubber at the front
bushing mounting parts of the lower arm.

Pillow ball bushing

Rubber part

Lower arm

Lower arm

Stopper rubber

Enlarged ball
diameter

Front of vehicle

Lower arm

DRIVE-CONTROL COMPONENTS - Front Suspension/Rear Suspension

STABILIZER BAR

Following modifications have been made to Lancer
EVOLUTION-VI Tommi Makinen Edition.
D Prevents the occurance of unusual noise by

increasing the volume of stabilizer bushing.

Stabilizer bar

Front of vehicle

Mounting bolt

REAR SUSPENSION

FEATURES

A multi -link suspension which is developed with
intention of performance improvement for racing
use has been adopted. Yet this suspension is
basically the same type as current Lancer
EVOLUTION-VI Tommi Makinen Edition, but the
following points have been improved.
D By widening tread (10 mm) and optimizing roll

center height, the cornering performance from
initial responce to limited performance has been
improved.

CONSTRUCTION DIAGRAM

3-5

D Prevents the occurance of unusual noise

caused by lateral sliding of brackets with
installation of two mounting bolts to the
stabilizer bracket.

Increased
volume

Stabilizer bar bushing

D By increasing bump strokes (10 mm) adhesion

at the time of rolling and cornering limitation
has been improved.

D By optimizing the damping force of shock

absorbers, spring constants of coil springs and
bushing characteristics, the cornering
performance from initial responce upto limited
performance has been improved.

Toe control arm

Trailing arm

Coil spring

Upper arm

Lower arm

Differential support
member

Shock absorber

Stabilizer bar

Crossmember

Differential
support arm

Toe control bar <RS>

3-6

DRIVE-CONTROL COMPONENTS - Rear Suspension

SPECIFICATIONS

SUSPENSION SYSTEM

Item Lancer EVOLUTION-Ⅶ Lancer EVOLUTION-Ⅵ

Tommi Makinen Edition

Suspension method Multi-link Multi-link

WHEEL ALIGNMENT

Items Lancer EVOLUTION-Ⅶ Lancer EVOLUTION-Ⅵ

Tommi Makinen Edition

Camber - 1_00’ - 1_00’

Toe-in 3 3

COIL SPRING

Items Lancer EVOLUTION-Ⅶ Lancer EVOLUTION-Ⅵ Tommi Makinen

Edition

Vehicles without AYC Vehicles with AYC Vehicles without AYC Vehicles with AYC

RS (standard) RS

(option)

Wire diameter mm 9-12 12 12 9-12 10 - 12 10 - 12

Average diameter mm 88 88 88 88 88 88

Free length mm 287 281 284 284 274 279

RS-II RS RS-II

(standard)

RS-II (option)

DRIVE-CONTROL COMPONENTS - Wheel and Tyre

p

WHEEL AND TYRE

FEATURES

Following modifications have been made to Lancer
EVOLUTION-VI Tommi Makinen Edition to improve
the vehicle performance.
D Exclusively to EVOLUTION-VII 17 -inch tyre

has been newly developed by widening the
tyre width from 225mm to 235mm and the limit
performance has been improved by getting
better grip at the time of high G cornering. <RS
(option), RS-II>

3-7

D Equipped with 205/65R15 94H tyre <RS

(standard)>

D Exclusively to EVOLUTION-VII 17-inch

aluminium wheel has been newly deeveloped
by widening rim width from 7 1/2JJ to 8JJ <RS
(option), RS-II>

D Equipped with a strong type steel wheel with

previous results <RS (standard)>

17- inch Aluminium Wheel (17×8JJ)
<RS (option), RS-II>

Steel Wheel (15×6JJ)
<RS (standard)>

SPECIFICATIONS

Items

Wheel Type Steel type Aluminium type Steel type Aluminium type

Size 15 × 6JJ 17 × 8JJ 15 × 6JJ 17 × 7 1/2JJ

Amount of wheel
offset mm

Pitch circle
diameter
(P.C.D.) mm

Lancer EVOLUTION-Ⅶ Lancer EVOLUTION-Ⅵ

Tommi Makinen Edition

RS (standard)

46 38 46 38

114.3 114.3 114.3 114.3

RS (option), RS­II

Standard Option

Tyre Size 205/65R15 94H 235/45ZR17 205/60R15 91H 225/45ZR17

Spare wheel Type Steel type Steel type Steel type Steel type

Size 16 × 4T 17 × 4T 16 × 4T 16 × 4T

Amount of wheel
offset mm

Pitch circle
diameter
(P.C.D.) mm

Spare tyre
(High pressure)

Size T125/70D16 T125/70D17 T125/70D16 T125/70D16

40 30 40 40

114.3 114.3 114.3 114.3

3-8

g

g

g

g

g

DRIVE CONTROL COMPONENTS - Power Steering

POWER STEERING

FEATURES

To improve steering feeling and response of the
steering system, the following steering system has
been adopted.
D The system has been equipped with the MOMO

leather 3- spoke- type steering wheel with
built- in SRS airbag.

D A steering column with a shock absorbing

mechanism and a tilt steering mechanism has
been adopted.

D Integral-type rack and pinion gear with high rigidity

and excellent response has been adopted.

SPECIFICATIONS

Items Lancer EVOLUTION-Ⅶ Lancer EVOLUTION-Ⅵ Tommi

Steering wheel

Steering column Column mechanism Tilt steering Tilt steering

Power steering type Integral type Integral type

Oil pump

Steering gear
and linkage

Steering angle

Power steering
fluid

Type MOMO 3-spoke type MOMO 3-spoke type

Outside diameter mm 380 <RS (standard)>,

365 <RS(option), RS-II>

Maximum number of turns 2.1 2.1 <RS>, 2.3 <RS-II>

Type Variable capacity type (vane

pump)

Basic discharge amount

3

/rev.

cm

Relief pressure MPa 8.3 - 9.0 8.3 - 9.0

Reservoir type Separate type Separate type

Pressure switch Equipped Equipped

Type Rack and pinion Rack and pinion

Stroke ratio (Rack stroke/
Steering wheel Maximum
turning radius)

Rack stroke mm 146 136

Inner wheel 32° 33°

Outer wheel
<for reference>

Specified lubricants Automatic transmission fluid

Quantity dm

3

9.6 7.2

68.61 62.89

27° 28°

DEXRON II

Approximately 1.0 Approximately 1.0

D A variable capacity pump has been adopted to

reduce power losses and improve fuel
consumption. When the engine speed increases,
the pump chamber capacity is reduced
proportionally so that only the necessary amount
of power steering fluid is discharged.

D Improved the cooling efficiency of power steering

fluid by adopting a cooler tube to the fluid line.

Makinen Edition

365 <RS>, 380 <RS-II>

Variable capacity type (vane
pump)

Automatic transmission fluid
DEXRON II

DRIVE CONTROL COMPONENTS - Power Steering

CONSTRUCTION DIAGRAM

<L.H. drive vehicles>

Reservoir tank

Suction hose

Oil pump
Assembly

3-9

Steering wheel

Steering column and shaft

Return hose

Pressure hose

Cooler tube

<R.H. drive vehicles>

Reservoir tank

Suction hose

Oil pump
Assembly

Steering gear
and linkage

Steering wheel

Steering column and shaft

Return hose

Pressure hose

Steering gear and linkage

Cooler tube

3-10

DRIVE CONTROL COMPONENTS - Power Steering

STEERING WHEEL

There are two types of MOMO leather 3-spoke-type
steering wheels (built-in SRS air bag) with different
desigins.

<RS (standard)> <RS(option), RS-II>

STEERING SHAFT AND COLUMN

For the steering column, an impact absorbing
mechanism which absorbs impact energy in the
event of a collision as well as a tilt steering
mechanism which enables the driver to obtain an
optimum driving position have been adopted.

Tilt bracket (B)

Shaft sub assembly

Pipe sub assembly

Tilt bracket (A)

Steering shaft

Tilt lever

DRIVE CONTROL COMPONENTS - Power SteeringDRIVE CONTROL COMPONENTS - Power Steering

3-11

BEFORE COLLISION

Shaft sub assembly Pipe sub assembly

AFTER COLLISION

BEFORE COLLISION

Tilt bracket(A)

Polyacetal resin

Steering
column
mounting
bolt

SHOCK ABSORBING MECHANISM

1. Primary impact

When the vehicle collides with something and there is a load
added to the shaft sub assembly from the gearbox, the shaft
sub assembly slides above the pipe sub assembly to absorb
the shock load. This prevents the steering column from
moving backwards during the impact.

2. Secondary impact

(1) When the driver falls against the developed air bag, the

tilt bracket(A) moves forwards by shearing the polyacetal
resin, causing the steering column assembly to move
forward.

AA

AFTER COLLISION

B

Section B – B

Steering
column
assemblySection A – A

Impact
load

B

3-12

DRIVE CONTROL COMPONENTS - Power Steering

BEFORE COLLISION

Clevis pin

Tilt bracket (B)

AFTER COLLISION

U- section
groove

Tilt plate

Steering column
assembly

(2) At the same time that tilt bracket (A) separates, the clevis

pin comes out of the U - section groove in the tilt plate,
allowing the steering column assembly to move forward.

OIL PUMP

The oil pump is a vane type with a fluid flow control
system which functions so that the steering wheel
turning effort will be reduced at low engine speeds
and it will be appropriately increased at higher
speeds.
The following modifications have been made to
Lancer EVOLUTION-VI Tommi Makinen Edition.

POWER STEERING FLUID COOLER TUBE

The cooling efficiency of power steering fluid has been
improved by adopting a cooler tube to the fluid line.

Cooler tube

D By increasing the basic discharge amount from

3

7.2 cm

/rev. to 9.6 cm3/rev., the assist shortage

at idle has been improved.

D By increasing the diameter of the pully shaft

bearing and the pump body rigidity , the pump
noise has been relieved reducing vibration
occurance.

DRIVE CONTROL COMPONENTS - Power Steering

STEERING GEAR

D Using the following parts have contributed to

save weight; an aluminium steering gear and
linkage valve housing, a plastic tie-rod bellows,
and the hollow-type tie-rod stud.

3-13

D The installation accuracy, rigidity and steering

stability have been improved by using an eye
bushing, which secures the steering gear to
the crossmember.

Hollow

Bushing

Inner pipe

Gear housing

Crossmember

Steering gear and linkage

Gear housing

Valve housing

Tierod bellows

Crossmember

3-14

DRIVE-CONTROL COMPONENTS - Brakes

BRAKES

The brake system has been designed to give
greater reliability and durability and to provide
excellent braking performance.

FEATURES

Improved braking perfor­mance

Improved stability

1. A 8+9-inch brake booster has been adopted to provide
large braking force with a small pedal depression force.

2. 15-inch ventilate disc brakes have been adopted to provide
stable braking force and improved braking feel. <Vehicles
without brembo braking system>

3. 17-inch front ventilate disc brakes have been adopted to
provide stable braking force and improved braking feel.
<Vehicles with brembo braking system>

4. 16-inch rear ventilate disc brakes have been adopted to
provide stable braking force and improved braking feel.
<Vehicles with brembo braking system>

1. A 4-wheel anti-skid braking system (4ABS) has been
adopted to prevent slipping caused by the vehicle wheels
locking up in order to maintain an appropriate braking
distance, and also to maintain a stable vehicle posture
and steering performance. <Vehicles with ABS>

2. Adoption of an electronic brake-force distribution(EBD)
which makes it possible to maintain the maximum amount
of braking force even when the vehicle’s load is unevenly
distributed. <Vehicles with ABS>

3. A rear wheel early lock-prevention proportioning valve has
been adopted. <Vehicles without ABS>

4. Front- and rear-wheel X-type brake line layout has been
adopted.

5. Ventilated discs have been adopted in order to improve
anti-fading performance.

Improved serviceability

1. A diagnosis function has been adopted for the ABS system
in order to make inspection easier. <Vehicles with ABS>

2. An outer disc method separated hub and rotor has been
adopted to make removal and installation easier.

3. The master cylinder reservoir tank cap has been coloured
white to make identification easier.

4. The ABS-ECU and hydraulic unit have been integrated
to make them more compact and lightweight.

DRIVE-CONTROL COMPONENTS - Brakes

CONSTRUCTION DIAGRAM

<Vehicles with ABS>

Brake booster*

Hydraulic unit*

3-15

Rear disc brake

Master cylinder*

Front disc brake

<Vehicles without ABS>

Master cylinder and
proportioning valves*

Parking brake

Brake booster*

Rear disc brake

Parking brake

Front disc brake

NOTE
For R.H. drive vehicles, only the position indicated by the * is symmetrical.

3-16

DRIVE-CONTROL COMPONENTS - Service Brakes

SERVICE BRAKES

SPECIFICATIONS

Items Lancer EVOLUTION-VII

Master
cylinder

Brake
booster

Rear wheel hydraulic control method Electronic brake-force

Front brakes
<RS (standard)>

Type Tandem type Tandem type

I.D. mm 26.9 26.9

Type Vacuum type, tandem Vacuum type, tandem

Effective dia. of power
cylinder mm

Boosting ratio 4.5 (Pedal depressing force: 230N)4.5 (Pedal depressing force: 230

Type Floating caliper, 2 piston,

Disc effective dia. ¢
thickness mm

Wheel cylinder I.D. mm 42.9 (¢2) 42.9 (¢2)

Pad thickness mm 10.0 10.0

205 + 230 180 + 205

distribution (EBD) <Vehicles with
ABS (RS, RS-II)> or

Proportioning valves <Vehicles
without ABS (RS)>

ventilated disc

227 ¢ 24 227 ¢ 24

Lancer EVOLUTION-VI Tommi
Makinen Edition

N)

Proportioning valves

Floating caliper, 2 piston,
ventilated disc

Front brakes
<RS (option),
RS-II>

Rear brakes
<RS (standard)>

Rear brakes
<RS (option),
RS-II>

Clearance adjustment Automatic Automatic

Type 4 opposed piston, ventilated disc

<Brembo braking system>

Disc effective dia. ¢
thickness mm

Wheel cylinder I.D. mm 40.0 (¢2), 46.0 (¢2) 40.0 (¢2), 46.0 (¢ 2)

Pad thickness mm 10.0 10.0

Clearance adjustment Automatic Automatic

Type Floating caliper, 1 piston,

Disc effective dia. ¢
thickness mm

Wheel cylinder I.D. mm 34.9 34.9

Pad thickness mm 10.0 10.0

Clearance adjustment Automatic Automatic

Type 2 opposed piston, ventilated disc

Disc effective dia. ¢
thickness mm

263 ¢ 32 263 ¢ 32

ventilated disc

237 ¢ 20 237 ¢ 20

<Brembo braking system>

252 ¢ 22 252 ¢ 22

4 opposed piston, ventilated disc
<Brembo braking system>

Floating caliper, 1 piston,
ventilated disc

2 opposed piston, ventilated disc
<Brembo braking system>

Wheel cylinder I.D. mm 40.0 (¢2) 40.0 (¢2)

Pad thickness mm 9.0 9.0

Clearance adjustment Automatic Automatic

Brake fluid DOT3 or DOT4 DOT3 or DOT4

DRIVE-CONTROL COMPONENTS - Service Brakes

MASTER CYLINDER

The master cylinder is a tandem-type, with a
structure that emphasises safety.

Master cylinder body

3-17

Reserve tank

Primary piston assembly

Piston retainer

Secondary piston assembly

BRAKE BOOSTER

A 8+9-inch tandem-type brake booster has been
adopted.

Front diaphragm

Booster return spring

Push rod

Rear diaphragm

Reaction disc

Operating rod

Barometricpressure
chambers

3-18

DRIVE-CONTROL COMPONENTS - Service Brakes

DISC BRAKES

Brakes with the following specifications have been
adopted.
D V5-W43 2-piston ventilate discs for front brakes

<RS (standard)>

D V5-S35 1-piston ventilate discs for rear brakes

<RS (standard)>

D Brembo V7-Z4046 4-opposed-piston ventilate

discs for front brakes <RS (option), RS-II>

D Brembo V6-X40 2-opposed-piston ventilate

discs for rear brakes <RS (option), RS-II>

D An outer disc method in which the wheels and

discs are tightened together has been adopted
to improve the ease of brake disc removal and
installation.

DISC BRAKES <Brembo braking system>

<Front> <Rear>

D The brake pads are equipped with

mechanical-type audible wear indicators to
notify the driver when the usage limit (2 mm)
has been reached.

D Split fins adopted as the disc fins to improve

cooling performance

NOTE
Brembo is an italian component maker whose name
and products are well known in the motorsports
world.

A

Front of vehicle

View A

Pads

Front of
vehicle

B

View B

Pads

DRIVE-CONTROL COMPONENTS - Service Brakes

DISC BRAKE NOMENCLATURE

No. Item Contents

3-19

V 7 – Z 40 46

2

1

34

1 Brake disc type V: Ventilated

2 Brake size

(Minimum applicable
disc wheel)

3 No. of pistons S: 1 piston (floating type)

4 Piston size

(rounded to nearest
integer)

BRAKE LINE

PROPORTIONING VALVE <Vehicles without ABS (RS)>

A proportioning valve has been adopted to prevent
early locking of the rear wheels, in order to provide
improved stability during braking.

NOTE
In terms of structure and operation, the
proportioning valve is basically the same as that
of the 1999 SPACE RUNNER/SPACE WAGON.

5: 15-inch
6: 16-inch
7: 17-inch

W: 2 piston (floating type)
X: 2 piston (opposed type)
Z: 4 piston (opposed type)

35: φ35 mm
40: φ40 mm
43: φ43 mm
46: φ46 mm

Plate

Spring

Seal

From master cylinder
rear brake system

Valve

Sleeve

U-packing

O-ring

Guide

To rear brake

3-20

ABS

DRIVE-CONTROL COMPONENTS - 4ABS

4-WHEEL ANTI-SKID BRAKING SYSTEM (4ABS)

FEATURES

ABS has been adopted as optional equipment in
RS- II to maintain directional stability and steering
performance during sudden braking or braking on
slippery road surfaces.
The ABS control method is a 4-sensor, 4-channel
method which provides independent control for all
wheels.
Following system for Lancer EVOLUTION-VII has
been modified from Lancer EVOLUTION-VI Tommi
Makinen Edition.

EBD CONTROL

In ABS, electronic control method is used by which
the rear wheel brake hydraulic pressure during
braking is regulated by rear wheel control solenoid
valves in accordance with the vehicle’s rate of
deceleration and the front and rear wheel slippage
which are calculated from the each wheel speed
sensor’s signal. EBD control is a control system
which provides a high level of control for both vehicle
braking force and vehicle stability. The system has
the following features:
D Because the system provides the optimum rear

wheel braking force regardless of the vehicle

D By adding lateral G sensor, longitudinal G

sensor and steering wheel sensor, optimized
ABS control at the time of cornering.

D By inputting parking brake switch signal to

ABS-ECU with pulling parking brake lever, ABS
control has been optimized.

D ABS-ECU outputs ABS signal to 4WD-ECU.
D G sensor (lateral), steering wheel sensor and

parking brake switch have been added to the
diagnosis and service data.

D ABS-ECU connector has been changed.

laden condition and the condition of the road
surface, the system reduces the required pedal
depression force, particularly when the vehicle
is heavily laden or driving on road surfaces
with high frictional coefficients.

D Because the duty placed on the front brakes

has been reduced, the increases in pad
temperature can be controlled to improve the
wear resistance characteristics of the pad, dur­ing front brakes applying.

D Control valves such as the proportioning valve

are no longer required.

SPECIFICATIONS

Items Lancer EVOLUTION-VII Lancer EVOLUTION-VI Tommi Makinen Edition

ABS control method 4-sensor, 4-channel 4-sensor, 4-channel

No. of
ABS
rotor
teeth

ABS
speed
sensor

Front 43 43

Rear 43 43

Type Magnet coil type Magnet coil type

Gap
between
sensor
and rotor
mm

0.85 <front (non-adjustable type)>

0.60 <rear (non-adjustable type)>

0.9 <front (non-adjustable type)>

0.9 <rear (non-adjustable type)>

DRIVE-CONTROL COMPONENTS - 4ABS

g

CONSTRUCTION DIAGRAM

8*

7*, 10*

3-21

6

4*

1

9*

5*

2

3

1

NOTE
For R.H. drive vehicles, only the position indicated by the * is symmetrical.

Name of part Number Outline of functions

Sensor

Actuator

Diagnosis connector 9 Outputs the diagnosis codes and allows communication

ABS control unit (ABS-ECU) 10

Wheel speed sensor 1 Send alternating current signals at frequencies which are

proportional to the rotation speeds of each wheel to the
ABS-ECU

Lateral G sensor 2 Sends data on vehicle’s rate of lateral acceleration to the

ABS-ECU

Longitudinal G sensor 3 Sends data on vehicle’s rate of longitudinal acceleration to the

ABS-ECU

Steering wheel sensor 4

Stop lamp switch 5 Sends a signal to the ABS-ECU to inform whether the

Parking brake switch 6 Sends a signal to the ABS-ECU to inform whether the

Hydraulic unit 7 Drives the solenoid valves according to signals from the

ABS warning lamp 8 Illuminates in response to signals from the ABS-ECU

Sends data on steering wheel angle to the ABS-ECU

Informs the ABS-ECU when steering wheel is in straight-ahead
position

brake pedal is depressed or not

parking brake lever is pulled or not

ABS-ECU in order to control the brake hydraulic pressure
for each wheel

when a problem happens in the system

with the MUT-II

Controls actuators (described above) based on the signals
coming from each sensor

Controls the self-diagnosis and fail-safe functions

Controls the diagnosis function (MUT-II compatible)