MITSUBISHI lancerX_engine Datasets

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Page 1

11A-1

GROUP 11A

ENGINE

MECHANICAL

CONTENTS

GENERAL DESCRIPTION. . . . . . . . . 11A-2 BASE ENGINE . . . . . . . . . . . . . . . . . . 11A-3

Page 2

11A-2

ENGINE MECHANICAL

GENERAL DESCRIPTION

M2112000101162

This model is equipped with a newly developed 4B11 engine. It is a 4-cylinder, double overhead camshaft (DOHC) engine with a 2.0-L cylinder displacement. This engine has adopted the following features:

MAIN SPECIFICATIONS

Descriptions Specifications

Engine type 4B11

Bore × stroke mm (in) 86 (3.4) × 86 (3.4)

Total displacement cm3 (cu in)

Combustion chamber Pent-roof type

Number of cylinders 4

Valve mechanism Type DOHC

Intake valve 8

Exhaust valve 8

Compression ratio 10.0

Valve ti min g Intake valve Opens (BTDC) 3° − 28° <California>

Closes (ABDC) 45° − 20° <California>

Exhaust valve Opens (BBDC) 41° − 21° <California>

Closes (ATDC) 3° − 23° <California>

Maximum output kW/r/min (HP/r/min) 107/6,000 (143/6,000) <California>

Maximum torque N⋅ m/r/min (lbs-ft/r/min) 194/4,250 (143/4,250) <California>

Fuel injection system type Electronic control MPI

Ignition system type Electronic spark-advance control type (4-coil

Generator type Alternating current system (with built-in IC

Starter motor type Reduction drive type

• MIVEC (MITSUBISHI INNOVATIVE VALVE TIMING ELECTRONIC CONTROL SYSTEM) for both the intake and exhaust valves

• Cylinder block made of an aluminum alloy

• Valve train with direct-acting valve tappets

• Silent timing chain

1,998 (121.9)

0° − 25° <except California>

48° − 23° <except California>

44° − 24° <except California>

0° − 20° <except California>

113/6,000 (152/6,000) <except California>

198/4,250 (146/4,250) <except California>

type)

regulator)

Page 3

ENGINE MECHANICAL

BASE ENGINE

11A-3

CYLINDER HEAD

Exhaust side

BASE ENGINE

M2112001001050

Intake side

Valve guide

A cylinder head made of an aluminum alloy, which is lightweight and offers a high level of cooling effi

ciency, has been adopted. A pentroof combustion chamber with a center spark plug has been adopted. It has a small valve compound angle to realize a compact chamber.

AK502483

Cross-flow type intake and exhaust ports have been adopted. Two intake ports and two exhaust ports are provided independently on the right and left sides. Five camshaft bearings are provided at the intake and exhaust sides, respectively. The No. 4 bearing sustains the thrust load of the camshaft. Only the No.

1 bearing uses a bearing cap that integrates both the intake and exhaust sides.

VALVE SEATS

Sintered alloy valve seats have been adopted. The oversized (0.3 mm) service parts are available.

VALVE GUID ES

Valve guides that are common to both the intake and exhaust have been adopted.

The oversized (0.25 mm) service parts are available.

Page 4

11A-4

CYLINDER HEAD GASKET

ENGINE MECHANICAL

BASE ENGINE

Oil hole

Water hole

A dual-layer, metal type cylinder head gasket that excels in heat resistance and sealing performance has been adopted.

CYLINDER HEAD COVER

Water hole

AK604543

A Plastic cylinder head cover has been adopted.

AK502485

Page 5

CYLINDER BLOCK

ENGINE MECHANICAL

BASE ENGINE

11A-5

Cylinder block

Oil jet

A cylinder block made of an aluminum alloy has been adopted for weight reduction. 5 bearings are used for the crankshaft journals and the No. 3 bearing sustains the thrust load of the crankshaft. The water jacket is the full Siamese type. An oil jet is used in front of the cylinder block to supply engine oil to the timing chain.

Bearing cap

Ladderframe

AK502486

ITEM SPECIFICATIONS

Distance between top and

230.1 (9.06)

crankshaft center mm (in)

Bore mm (in) 86 (3.4)

Bore pitch mm (in) 96 (3.8)

Stroke mm (in) 86 (3.4)

Page 6

11A-6

PISTONS

Front mark

ENGINE MECHANICAL

BASE ENGINE

The pistons are made of a special aluminum alloy. Their weight has been reduced by lowering their overall height and increasing the depression at each

end of the piston pin. The piston pin hole center is offset 0.8 mm (0.031 in) towards the thrust side of the piston center. The skirt portion along the perimeter of the piston is finished with streaks that excel in oil retention and seizure resistance.

PISTON PINS

Piston offset

ITEM SPECIFICATIONS

Basic diameter mm (in) 86 (3.4)

Pin hole diameter mm (in) 21 (0.8)

Overall height mm (in) 50.5 (1.99)

AK603610

The piston pins are the semi-floating type. Each pin is press-fit and secured in the small end of the con

necting rod, while it floats in the piston.

ITEM SPECIFICATIONS

Outer diameter (D) mm

21 (0.8)

(in)

Inner diameter (d1) mm

12 (0.5)

(in)

AK502996

Inner diameter (d2) mm

10.5 (0.41)

(in)

Overall length (h) mm (in) 58 (2.3)

Page 7

PISTON RINGS

ENGINE MECHANICAL

BASE ENGINE

11A-7

Piston ring No. 1

Piston ring No. 2

Spacer

Oil ring

Rail

Piston ring No. 1

Maker mark

Oil ring

Piston ring No. 2

AK604544

The piston rings consist of No. 1 and No. 2 rings and an oil ring.

Item Piston ring No. 1 Piston ring No. 2 Oil ring

Shape Inside bevel, Barrel Taper undercut 3-piece, Barrel

Surface treatment (cylinder

Chrome plating Parkerizing Hard plated Parkerizing

contact surface)

Supplier mark 1T 2T None

Page 8

11A-8

CONNECTING RODS

ENGINE MECHANICAL

BASE ENGINE

The connecting rods are made of highly rigid, forged carbon steel. The cross section of the rod portion is

shaped like the letter H. A fracture-split process has been adopted for splitting the big end of the connecting rod. The fracture split connecting rod has the high insertion force between the rod and the cap as well as the high installation location accuracy. The oil holes that feed oil from the main journals of the crankshaft to the crankshaft pins lubricate the bearings at the big ends of the connecting rods.

Item Specifications

AK502491

CONNECTING ROD BEARINGS

Identification color

AK502492

Small end hole diameter

21 (0.87)

(d) mm (in)

Big end hole diameter (D)

mm (in)

Center-to-center distance

51 (2.01)

149.25 (5.876)

(L) mm (in)

The upper and lower connecting rod bearings are the same. Each connecting rod bearing is provided with

a backing plate. Its bearing portion is made of an alu minum alloy and its backing plate is made of ordinary

sheet steel. The width of the connecting rod bearing has been made as narrow as possible in proportion to the bearing cap in order to reduce friction loss.

Item Specifications

Width (H) mm (in) 17 (0.7)

Thickness (A) mm (in) 1.5 (0.06)

Page 9

CRANKSHAFT

ENGINE MECHANICAL

BASE ENGINE

11A-9

Balance weight

Oil hole

A forged crankshaft has been adopted. It has 5 main bearings and 8 balance weights. The crankshaft pins are located at equal 180° intervals. The oil holes feed engine oil from the journals to the pins. A crankshaft sprocket and an oil pump drive shaft are press-fit to the front of the crankshaft.

Oil hole

Balance weight

Item Specifications

Pin outer diameter mm

48 (1.9)

(in)

Journal outer diameter

52 (2.0)

mm (in)

AK502493AD

CRANKSHAFT BEARINGS, THRUST BEARINGS

Front

Thrust bearing

Groove

The upper crankshaft bearings have oil grooves and the lower crankshaft bearings do not. Each crankshaft bearing is provided with a backing plate. Its bearing portion is made of an aluminum alloy and its backing plate is made of ordinary sheet steel. A thrust bearing, which sustains the load in the thrust direction, is provided at each end of the No. 3 bearing.

Item Specifications

Crankshaft bearing Width mm

Crankshaft thrust bearing

Lower bearing

Oil groove

Identification color

Upper bearing

Identification color

(in)

Thickness mm (in)

Oil hole

AK602940AC

18 (0.71)

2.0 (0.08)

Page 10

11A-10

CRANKSHAFT PULLEY

ENGINE MECHANICAL

BASE ENGINE

Rubber

Timing mark

The pulley is made of cast iron. The pulley portion has grooves for the V-ribbed belt (with 6 crests). The flange portion of the pulley has a timing mark notch for checking the ignition timing.

DRIVE PLATE

AK604551

A torsion damper has been adopted to reduce the torsional vibration of the crankshaft, as well as to dramatically reduce noise and vibration in the high-speed range.

Drive plate

Ring gear

The drive plate is made of sheet metal. The drive plate is mounted with 7 bolts.

AK502496

Page 11

FLYWHEEL

Ring gear

ENGINE MECHANICAL

BASE ENGINE

A cast iron ring gear is a shrink fit in the iron casting of the flywheel. The flywheel is mounted with 7 bolts.

11A-11

TIMING CHAIN TRAIN

Timing mark link plate (orange)

Exhaust V.V.T. sprocket

Tensioner lever

AK603618

Timing mark

Timing mark link plate (orange)

Intake V.V.T. sprocket

Chain guide

Timing chain tensioner

The two camshafts are driven by the timing chain via the camshaft sprockets. The timing chain is a silent, endless type, consisting of 180 links. It is installed around the V.V.T. sprockets and the crankshaft sprocket.

Crankshaft spocket

Cranshaft spocket timing mark

Timing mark link plate (orange)

AK502497

Three (orange) mark link plates are installed on the timing chain to locate the sprockets.

Item Number of teeth

V.V.T. sprockets 54

Crankshaft sprocket 27

Page 12

11A-12

TIMING CHAIN TENSIONER

Rack and washer assembly

ENGINE MECHANICAL

BASE ENGINE

The tensioner maintains the tension of the timing chain. It contains a piston with a built-in spring. With the tensioner installed, its piston directly pushes on the tension lever in order to automatically adjust the tension of the timing chain.

Spring

VALVE TRAI N

Exhaust camshaft

Exhaust valve

Piston

AK502997

Intake camshaft

Valve tappet

Intake valve

The valve train is the 4-valve, double overhead camshaft (DOHC) type in which the camshafts are located above the valves. Two intake and exhaust valves for each cylinder are arranged in a V shape.

AK502499

A valve tappet is interposed between the camshaft and each valve, which allows the valve to open and close.

Page 13

VALVES

ENGINE MECHANICAL

BASE ENGINE

Intake Exhaust

Dd dD

11A-13

The valves are made of heat-resistant steel and are nitrided on their entire surface.

VALVE STEM SEALS

Spring

AK502501

AK502500

Item Intake valve Exhaust valve

Head diameter

35 (1.4) 29 (1.1)

(D) mm (in)

Stem diameter

5.5 (0.22) 5.5 (0.22)

(d) mm (in)

Overall length (L) mm (in)

113.180 (4.4559)

105.887 (4.1688)

The valve stem seals are integrated with the valve spring seats. The valve stem seal portion excels in sealing performance and is equipped with a spring to prevent oil from descending.

VALVE SPRI NGS

To prevent the engine from surging at high speeds, unequal-pitch springs are used.

Item Specifications

Free height (h) mm (in) 47.44 (1.867)

Total number of windings 8.67

AK502502hAD

Page 14

11A-14

VALVE TAPPETS

Thickness

Identification mark

ENGINE MECHANICAL

BASE ENGINE

To adjust the valve lift, 47 sizes of valve tappets are available in 0.015 mm (0.0006 in) increments, from

3.000 mm (0.1181 inch) to 3.690 mm (0.1453 in).

AK502503

MIVEC (MITSUBISHI INNOVATIVE VALVE TIMING ELECTRONIC CONTROL SYSTEM)

Exhaust V.V.T. sprocket

Engine oil control valve

Cylinder head

Section A-A

Intake V.V.T. sprocket

Section B-B

Engine oil control valve

Cylinder head

Engine oil control valve filter

Cylinder block

The MIVEC consists of the parts shown in the illustration.

AK503014

This system continuously varies and optimally controls the opening and closing timing of the individual intake and exhaust valves, in order to improve torque and power output in all speed ranges.

Page 15

ENGINE MECHANICAL

BASE ENGINE

V.V.T. SPROCKET (VARIABLE VALVE TIMING SPROCKET)

Intake V.V.T. sprocket

Timing mark

Sprocket

Vane housing

Vane roter

Advance oil chamber

V.V.T. sprocket bolt

Retard oil chamber

11A-15

Stopper pin

Vane bushing

Exhaust V.V.T. sprocket

Timing mark

Sprocket

Vane housing

Vane roter

The engine oil control valve controls the hydraulic pressure in order to move the vane rotor in the V.V.T. sprocket to optimally control valve timing.

CAMSHAFT

Intake camshaft

Advance oil chamber

V.V.T. sprocket bolt

Retard oil chamber

Vane bushing

Spring

Stopper pin

AK503061

Cam positon sensing cam

Retard oil channel

Exhaust camshaft

Retard oil channel

Advance oil channel

Dowel pin

Advance oil channel

The camshaft are hollow for weight reduction. Each camshaft is provided with an oil passage to guide the hydraulic pressure from the engine oil con trol valve to the V.V.T. sprocket.

Hollow section

Sealing cap

AK502506

A cam position sensing cam for detecting the cam position (used by the cam position sensor) is inte

grated at the back of each camshaft.

Page 16

11A-16

ENGINE MECHANICAL

BASE ENGINE

Item Specifications

Overall length mm (in) Intake 435.00 (17.126)

Exhaust 438.27 (17.255)

Journal outer diameter mm (in) Intake No.1 30 (1.2)

No.2 − 5 24 (0.9)

Exhaust No.1 36 (1.4)

No.2 − 5 24 (0.9)

Camshaft lift mm (in) Intake 8.45 (0.333)

Exhaust 8.20 (0.323)

ENGINE OIL CONTROL VALVE

Default pressure chamber

Pump

Plunger spring

Spring guide

Valve sleeve

Spool

Pressure chamber

Drain

The engine oil control valve consists of a solenoid valve, which switches the hydraulic pressure that acts on the vane rotor in the V.V.T. sprocket assem bly. This valve is actuated by a signal from the engine ECU.

Drain

Insulation coilar

O-ring

Stator

Bobbin

Tape

Enameled copper wire

Terminal

Shaft

Plunger

Seal cap

Yo k e

Bracket

Guide cap

AK302997AE

Page 17

TIMING CHAIN CASE

ENGINE MECHANICAL

Timing chain case

Oil seal

BASE ENGINE

11A-17

The timing chain case is made of an aluminum alloy. A front crankshaft oil seal is press-fit into the case.

AK502507

Page 18

NOTES

Page 19

GROUP 17

ENGINE AND

EMISSION

CONTROL

CONTENTS

17-1

ENGINE CONTROL . . . . . . . . . . . . . . 17-2

GENERAL INFORMATION. . . . . . . . . . . . . 17-2

AUTO-CRUISE CONTROL SYSTEM 17-2

GENERAL INFORMATION. . . . . . . . . . . . . 17-2

CONSTRUCTION AND OPERATION . . . . 17-5

EMISSION CONTROL . . . . . . . . . . . . 17-8

GENERAL DESCRIPTION . . . . . . . . . . . . . 17-8

CRANKCASE VENTILATION SYSTEM . . . 17-10

EVAPORATIVE EMISSION CONTROL

SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-11

EXHAUST GAS RECIRCULATION (EGR)

SYSTEM <California> . . . . . . . . . . . . . . . . . 17-12

EMISSION REDUCTION SYSTEMS. . . . . . 17-14

Page 20

17-2

ENGINE AND EMISSION CONTROL

ENGINE CONTROL

GENERAL INFORMATION

For the accelerator system, an electronic throttle valve control system has been adopted, disposing of an accelerator cable. This system detects the accel erator pedal travel by using a accelerator pedal position sensor (APP sensor) in the accelerator pedal assembly for electronic control of the throttle valve angle.

CONSTRUCTION DIAGRAM

M2170001000659

Accelerator pedal assembly [Built-in accelerator pedal position sensor (APP sensor)]

AUTO-CRUISE CONTROL SYSTEM

GENERAL INFORMATION

By using the auto-cruise control system, the driver can drive at preferred speeds in a range of approxi mately 40 to 200 km/h (25 to 125 mph) without depressing the accelerator pedal.

AC505671

For this auto-cruise control system, in conjunction with the electronic throttle valve control system, the

engine control module (ECM) electronically controls the throttle valve.

CONSTRUCTION DIAGRAM

M2170001000682

Page 21

Throttle body [Built-in throttle position sensor (TP sensor) and throttle actuator control motor (TAC motor)]

Vehicle speed sensor <M/T>

ENGINE AND EMISSION CONTROL

AUTO-CRUISE CONTROL SYSTEM

Clutch switch <M/T>

17-3

"CRUISE" indicator light

AC611099

Auto-cruise control switch

Transmission range switch <CVT>

Engine control module (ECM)

Accelerator pedal [Built-in accelerator pedal position sensor (APP sensor)]

AC611098

Stoplight switch

Transaxle control module (TCM) <CVT>

Data link connector

Hood lock release handle

AC611100

Brake pedal assembly

AC606956

AC611101

AC611102

Page 22

17-4

ENGINE AND EMISSION CONTROL

AUTO-CRUISE CONTROL SYSTEM

COMPONENTS AND FUNCTIONS

Component Function

Accelerator pedal position sensor (APP sensor) Informs the ECM of the accelerator pedal

depression.

Auto-cruise control switch "ON/OFF" switch Power switch for auto-cruise control system.

"ACC/RES" switch Vehicle speed is set with the "ACC/RES" switch and

"COAST/SET" switch

"CANCEL" switch Cancels the cruise speed setting.

Cancel system Clutch switch <M/T> Because the constant speed driving is cancelled by

Stoplight switch • Because the constant speed driving is canceled

Transmission range switch <CVT>

"COAST/SET" switch.

the clutch operation, the clutch pedal status is detected.

by the brake operation, it detects the brake pedal status.

• As for the stoplight switch, two built-in switches, the stoplight switch which is also used for the stoplight illumination and the brake switch which is used exclusively for the auto-cruise control, are integrated, and thus the reliability is enhanced.

Because the constant speed driving is cancelled by the selector lever operation, it detects the "N" position.

"CRUISE" indicator light The light is included in the combination meter and

illuminates when the "ON/OFF" switch is pressed (auto-cruise control system: ON).

Data link connector If the M.U.T.-III scan tool is connected, the input

check code from the ECM can be read.

Engine control module (ECM) • Based on the input signal from each sensor and

switch, it outputs the throttle opening instruction signal to the TAC motor.

• Based on the input signal from each sensor and switch, it outputs the transaxle control signal to the TCM <CVT>.

• Based on the vehicle speed signal from the vehicle speed sensor, it calculates the vehicle speed <M/T>.

• Based on the secondary pulley speed sensor signal from the TCM, it calculates the vehicle speed <CVT>.

• Based on the selector lever "N" position signal of the transmission range switch from the ECM, it cancels constant speed driving. <CVT>.

• Outputs the ON/OFF signals of "CRUISE" indicator light and auto-cruise control system.

• The diagnostic trouble code signal is sent to the "CRUISE" indicator light.

• The input check code is sent to the data link connector.

Throttle actuator control motor (TAC motor) The throttle valve opens and closes in response to

the throttle angle signal from the ECM.

Page 23

ENGINE AND EMISSION CONTROL

AUTO-CRUISE CONTROL SYSTEM

17-5

Component Function

Throttle position sensor (TP sensor) Informs the ECM of the throttle valve opening angle.

Transaxle control module (TCM) <CVT> • Based on the transaxle control signal from the

ECM, it controls the transaxle.

• Outputs the signal from the secondary pulley speed sensor to the ECM.

• Transmits the selector lever "N" position signal from the transmission range switch to the ECM.

Vehicle speed sensor <M/T> Transmits the vehicle speed signal proportional to

the vehicle speed to the ECM.

CONSTRUCTION AND OPERATION

SYSTEM OUTLINE

The ECM calculates the auto-cruise control system operation status when the ECM receives input sig

nals from the auto-cruise control switch, vehicle speed and cancel system [stoplight switch and clutch switch <M/T> or transmission range switch <CVT>].

BLOCK DIAGRAM

Auto-cruise control switch

ON/OFF signal

Cruise control section

Stoplight switch, clutch switch <M/T>

ON/OFF signal

M2170002000232

The engine control section sends the target acceler ator pedal opening angle value for auto-cruise control system, the TCM issues a command to transaxle control <CVT>, and the gauge issues an ON/OFF command for the "CRUISE" indicator light. In the engine control section, the target throttle valve opening angle value is calculated from the target accelerator pedal opening angle value for auto-cruise control system and the actual accelerator angle value.The vehicle speed is then controlled by applying the TAC motor.

APP sensor

ECM

Actual accelerator pedal opening

Target accelerator pedal opening angle signal

Engine control section

angle signal

Vehicle speed sensor <M/T>

"CRUISE" indicator light ON/OFF signal

"CRUISE" indicator light

Vehicle speed signal <M/T>

Secondary pulley speed sensor signal <CVT>

TCM <CVT>

Secondary pulley speed sensor signal <CVT>

Transmission range switch signal <CVT>

Transaxle

Shift control signal <CVT>

Target throttle valve opening angle signal

TAC motor

AC611103

Page 24

17-6

ENGINE AND EMISSION CONTROL

AUTO-CRUISE CONTROL SYSTEM

SYSTEM FUNCTIONS

SET FUNCTION

1. During driving with the vehicle speed range from

approximately 40 to 200 km/h (25 to 125 mph), press and release the "COAST/SET" switch.

2. The vehicle speed when the "COAST/SET" switch

is released is memorized. Thereafter, the constant speed driving is performed at that vehicle speed.

3. When the "COAST/SET" switch is operated

during the driving with the vehicle speed of approximately 200 km/h (125 mph) or more, the constant speed driving will not be performed.

COAST FUNCTION

1. When the "COAST/SET" switch is continuously

pressed for 0.5 seconds or longer during constant speed driving, the throttle valve becomes fully closed while the switch is pressed, and the vehicle is decelerated.

2. When the "COAST/SET" switch is released, the

vehicle speed at that time is now memorized. Thereafter, the constant speed driving is performed at that vehicle speed.

3. Also when the "COAST/SET" switch is pressed

for less than 0.5 second, the vehicle is decelerated 1.6 km/h (1 mph) from the vehicle speed of constant speed driving, and the decelerated vehicle speed is now memorized. Thereafter, the constant speed driving is performed at that vehicle speed.

4. When the "COAST/SET" switch is continuously

pressed and the vehicle speed is decelerated to approximately 40 km/h (25 mph) or less, the set function and coast function are cancelled, and the constant speed driving is cancelled.

RESUME FUNCTION

1. When the "CANCEL" switch is pressed or the

brake pedal is depressed during the constant speed driving, it cancels the constant speed driving.

2. Subsequently, when the "ACC/RES" switch is

pressed during driving with the vehicle speed of approximately 40 km/h (25 mph) or more, the constant speed driving is performed with the vehicle speed memorized at the last cancellation of constant speed driving.

ACCEL FUNCTION

1. When the "ACC/RES" switch is continuously pressed for 0.5 second or more during constant driving, it accelerates the vehicle with specified acceleration while the switch is pressed.

2. Then, when the "ACC/RES" switch is released, the vehicle speed at that time is now memorized. Thereafter, the constant speed driving is performed at that vehicle speed.

3. Also, when the "ACC/RES" switch is pressed for less than 0.5 second, the vehicle is accelerated

1.6 km/h (1 mph) from the vehicle speed of constant speed driving, and the accelerated vehicle speed is now memorized. Thereafter, the constant speed driving is performed at that vehicle speed.

4. It is possible to keep pressing the "ACC/RES" switch until the vehicle speed is accelerated to approximately 200 km/h (125 mph) or above. However, after the "ACC/RES" switch is released, the vehicle speed of approximately 200 km/h (125 mph) becomes the newly memorized vehicle speed. Thereafter, the constant speed driving is performed at that speed.

CANCEL FUNCTION

When any of the following conditions are satisfied, the constant speed driving will be cancelled.

• The auto-cruise control system is stopped by the pressing the "ON OFF" switch.

• The "CANCEL" switch is pressed.

• The brake pedal is depressed.

• The clutch pedal is depressed <M/T>.

• The selector lever is shifted to the "N" position

<CVT>.

• The vehicle speed becomes approximately 40 km/h (25 mph) or less.

• The vehicle speed is reduced 15 km/h (9 mph) or more from the speed at which the constant speed driving was started.

• An abnormality occurs in the vehicle speed signal.

• The engine coolant temperature becomes abnormally high.

• An abnormality occurs to the ECM.

• An abnormality occurs to the TCM <CVT>.

• An abnormality occurs to the CAN communica-

tion.

Page 25

ENGINE AND EMISSION CONTROL

AUTO-CRUISE CONTROL SYSTEM

17-7

FAIL-SAFE FUNCTION

When any of the following conditions are satisfied, the auto-cruise control system function is stopped until the system returns to normal. Also, when any of the conditions are satisfied during the constant speed driving, the constant speed driving is can celled immediately.

• An abnormality occurs to the auto-cruise control switch.

• An abnormality occurs to the stoplight switch.

When any of the following conditions are satisfied, stop the vehicle once and turn the ignition switch to "LOCK" (OFF). Otherwise, even when the system returns to normal, the auto-cruise control system function will continue to be stopped. Also, when any of the conditions are satisfied during the constant speed driving, the constant speed driving is can celled immediately.

• ECM abnormality

• TP sensor abnormality

• APP sensor abnormality

DIAGNOSIS FUNCTION

• The diagnostic trouble code check is possible with the "CRUISE" indicator light.

• To facilitate the system check, check the service data output with the M.U.T.-III.

NOTE: For diagnostic items, service data output items, and check method, refer to the Service Man ual.

Page 26

17-8

ENGINE AND EMISSION CONTROL

EMISSION CONTROL

GENERAL DESCRIPTION

The following changes have been made to the controls of the 2.4L engine provided on the GALANT.

Improvement / Additions Remark

Addition of HC trap catalytic converter <California> HC decrease

SYSTEM CONFIGURATION DIAGRAM

Evaporative emission purge solenoid

Positive crankcase ventilation valve

Evaporative emission canister

M2171000101024

Evaporative emission ventilation valve

Heated oxygen sensor (front)

Three-way catalytic converter

Heated oxygen sensor (rear)

Fuel pressure regulator

Fuel pump

Fuel tank differential pressure sensor

Fuel tank

Fuel level sensor

Fuel tank temperature sensor

AK604140

Page 27

Heated oxygen sensor (front)

Heated oxygen sensor (rear)

Positive crankcase ventilation valve

ENGINE AND EMISSION CONTROL

EMISSION CONTROL

Evaporative emission purge solenoid

Evaporative emission ventilation valve

Evaporative emission canister

EGR valve (stepper motor)

Fuel pressure regulator

Fuel pump

17-9

Fuel tank

Fuel level sensor

HC trap catalytic converter

Three-way catalytic converter

Heated oxygen sensor (3rd)

Fuel tank differential pressure sensor

Fuel tank temperature sensor

Exhaust gas cleaning devices list

System Objective / Function Composition parts

Crankcase ventilation system

Evaporative emission control system

HC decrease Re-combustion of blow-by gas.

HC decrease Re-combustion of fuel vapor gas.

Positive crankcase ventilation (PCV) valve

• Canister

• Evaporative emission purge

solenoid

Exhaust gas recirculation (EGR) system <California>

NOx decrease Reduce NOx generation by controlling EGR volume according to engine warm-up condition

EGR valve

and driving conditions.

AK604141

Page 28

17-10

ENGINE AND EMISSION CONTROL

EMISSION CONTROL

System Objective / Function Composition parts

Emission reduction systems

Air-fuel ratio feedback control

Decrease of CO, HC and NOx Controls air-fuel ratio of air-fuel mixture to become theoretical air-fuel ratio (about 14.7), which is when the 3-way catalytic converter's cleaning performance is best. It also controls optimum fuel supply based on coolant

• ECM

• Mass airflow sensor

• Injectors

• Heated oxygen sensor

• Crankshaft position sensor

etc.

temperature, driving conditions etc.

Catalytic converter

Decrease of CO, HC and NOx It facilitates oxidation of CO and HC and reduction of NOx so that all 3 component gases are cleaned simultaneously.

HC trap catalytic converter <California>

HC decrease During cold operation of engine, exhaust HC is temporarily absorbed. And then Exhaust HC is released when temperature reaches to level at which catalyst is activated. This allows HC to be reduced.

CRANKCASE VENTILATION SYSTEM

Ventilation hose

PCV valve

Monolith catalyst

M2171000400129

Air cleaner

A blow-by gas reduction device prevents blow-by gas from being expelled into the atmosphere and is of closed type. A positive crankcase ventilation (PCV) valve is provided in the ventilation hose from the rocker cover to the intake manifold. During low load driving, clean air is supplied to the crankcase by the air intake hose via the breather hose and rocker cover, and it mixes with the blow-by gas in the crank

Breather hose

Flow of blow-by gas and clean air (low load area)

Flow of blow-by gas (high load area)

AK604142

case. The blow-by gas in the crankcase is induced to the intake manifold through the rocker cover and PCV valve. During high load driving, blow-by gas in the crankcase is induced to the intake manifold through the rocker cover and PCV valve and at the same time also via the air intake hose and throttle body due to negative pressure in the air cleaner.

Page 29

From rocker cover

ENGINE AND EMISSION CONTROL

EMISSION CONTROL

POSITIVE CRANKCASE VENTILATION (PCV) VALVE

PCV valve lifts the plunger according to negative pressure in the intake manifold to create appropriate ventilation for the crankcase.

To intake manifold

17-11

Spring

Plunger

AK602324 AC

EVAPORATIVE EMISSION CONTROL SYSTEM

Battery

MFI relay

Evaporative emission purge solenoid

M2171000200147

Mass airflow sensor

Intake air temperature sensor

Manifold absolute pressure sensor

Engine coolant temperature sensor

Throttle position sensor

Crankshaft position sensor

ECM

HC (hydrocarbon) generated in the fuel tank are adsorbed by the active carbon in the canister and stored. HC stored in the canister is introduced to the intake manifold when engine is in operation where it is mixed with intake air and combusted. ECM intro

duces optimum HC amount according to driving con-

Evaporative emission canister

AK604143

ditions and so performs duty control on the evaporative emission purge solenoid. Also, the evap orative emission purge solenoid is closed during deceleration or immediately after engine start to restrict change in air-fuel ratio and prevent engine from stalling.

Page 30

17-12

To intake manifold

To canister

AK604745

ENGINE AND EMISSION CONTROL

EMISSION CONTROL

EVAPORATIVE EMISSION PURGE SOLENOID

An evaporative emission purge solenoid is installed in the intake manifold.The evaporative emission purge solenoid con trols the intake volume of fuel vapor gas from the canister. The evaporative emission purge solenoid is a duty control type solenoid valve. When current is not passing through the coil, nipple A is kept airtight and fuel vapor gas cannot be sucked in. When current passes through the coil, air can pass between nipple A and B and fuel vapor gas is sucked in. ECM changes the ON duty ratio according to engine's operating condition to

control the intake volume of fuel vapor gas.

From MFI relay

100 ms

Evaporative emission purge solenoid

ECM

12V

EXHAUST GAS RECIRCULATION (EGR) SYSTEM <California>

EGR valve (stepper motor)

OFF

AK602245AD

M2171000300122

Mass airflow sensor

Intake air temperature sensor

Manifold absolute pressure sensor

Engine coolant temperature sensor

Battery

When the combustion gas temperature becomes high, generation of the environment polluting NOx (nitrogen oxides) increases rapidly. EGR system is used to decrease the volume of NOx generated. EGR system re-circulates exhaust gas inside the intake manifold. It increases specific heat of the com bustion gases and reduces combustion speed to

Throttle position sensor

Crankshaft position sensor

ECM

AK502987AE

lower the combustion temperature and reduce the volume of NOx generated. ECM calculates the EGR introduction volume according to engine operating conditions and controls the EGR valve opening angle at optimum. Also, immediately after the ignition switch ON signal is input, it drives fully closed step

per motor and performs initialization.

Page 31

Outlet

Inlet

Coil

ENGINE AND EMISSION CONTROL

EMISSION CONTROL

EXHAUST GAS RECIRCULATION (EGR) VALVE

An EGR valve is installed in the EGR valve support.The EGR valve controls EGR flow volume using the stepper motor

Magnet

Rotor

Shaft

Valve

method and reduces exhaust gas (NOx) and fuel consumption. The EGR valve drives the stepper motor based on the signal from ECM. When stepper motor rotor turns in clockwise or anti-clockwise direction, the shaft fitted with a rotor and a screw expands and contracts and the movement of the shaft causes the valve to go up and down. Thus, EGR path gap is controlled minutely. The stepper motor turns 15 motor turns forward or back only up to the angle dictated by the number of pulse signals (number of steps) from the ECM. In other words, increase and decrease of the EGR flow volume depends on the number of signals (number of steps) from ECM. ECM changes current flow to the 4 coils (A, B, C, D) in the stepper motor in sequence according to the phase pattern in the following chart in order to turn the stepper motor rotor. Open valve changes phase in order of 0 valve changes phase in order of 3

17-13

° per step. The stepper

→ 1 → 2 → 3 → 0. Close

→ 2 → 1 → 0 → 3.

From MFI relay

Coil

CoilBCoil

AK604144

EGR valve (stepper motor)

Coil

Phase number

Stepper motor coil

Coil A Coil B Coil C Coil D

0 ON OFF OFF ON

1 ON OFF ON OFF

2 OFF ON ON OFF

3 OFF ON OFF ON

Flow rate

ECM

Step

AK604145

Page 32

17-14

ENGINE AND EMISSION CONTROL

EMISSION CONTROL

EMISSION REDUCTION SYSTEMS

These decrease CO, HC and NOx in the exhaust gases and consist of air-fuel ratio feedback control and catalytic converter.

1. AIR-FUEL RATIO FEEDBACK CONTROL

Refer to GROUP 13A − Fuel Injection Control P.13A-29.

2. CATALYTIC CONVERTER

Catalytic converter

Catalytic converter is installed in the center of exhaust pipe below the floor and in the front of exhaust pipe <California>. Based on appropriate air-fuel ratio feedback from oxygen sen sor, CO and HC are oxidized and NOx is reduced. Catalytic converter is a monolith with beehive design with catalysts on the unit surface. It is protected by a thermally insulating mat and enclosed in a shell.

M2171000800064

Exhaust gas

Catalytic converter

HC trap catalyst

AK604146

Three-way catalyst

AK604147

3. HC TRAP CATALYTIC CONVERTER <California>

The HC trap catalytic converter is installed in the center of exhaust pipe below the floor. The HC trap catalytic converter consists of the HC trap catalyst and the three-way catalysts, which are the monolith type; the catalyst element is attached to the honeycomb catalyst surface. The HC trap catalyst and the three-way catalysts are held by the heat-insulating mat and installed in the shell. The HC trap catalyst temporarily absorbs the exhaust HC from the engine within the temperature range in which the three-way catalyst is not activated, and prevents the exhaust HC from releasing outside the vehicle. After that, the HC trap catalyst temperature rises and releases the absorbed HC. The released HC is burnt out in the downstream three-way catalyst.

Page 33

Heated oxygen sensor (3rd)

HC trap catalytic converter

ENGINE AND EMISSION CONTROL

EMISSION CONTROL

HEATED OXYGEN SENSOR (3RD)

The heated oxygen sensor (3rd) is installed to the HC trap catalytic converter. The heated oxygen sensor (3rd) detects the oxygen density of the exhaust gas and outputs the voltage to the ECM in accordance with the oxygen density. The ECM uses this output voltage to detect the deterioration of the HC trap catalytic converter. The structure of the heated oxy gen sensor (3rd) is the same as that of the heated oxygen sensor (rear) installed in the exhaust pipe.

AK604553

HC TRAP CATALYTIC CONVERTER DETERIORATION MONITOR

17-15

Heated oxygen sensor (3rd)

Heated oxygen sensor (rear)

The ECM detects the deterioration of the HC trap catalytic converter. When reaching the certain operating range, the ECM begins monitoring the difference in the feedback time between the heated oxygen sensor (rear) on the upstream of the HC trap catalyst and the heated oxygen sensor (3rd) on the down stream of the HC trap catalyst. This monitoring allows the ECM to detect the deterioration of the HC trap catalytic converter.

ECM

Engine coolant temperature sensor

Accelerator pedal position sensor

Crankshaft position sensor

AK604148 AB

Page 34

NOTES

Page 35

GROUP 16

ENGINE

ELECTRICAL

CONTENTS

16-1

STARTER MOTOR . . . . . . . . . . . . . . 16-2

ALTERNATOR . . . . . . . . . . . . . . . . . . 16-2

IGNITION COIL . . . . . . . . . . . . . . . . . . 16-2

SPARK PLUG . . . . . . . . . . . . . . . . . . . 16-3

Page 36

16-2

ENGINE ELECTRICAL

STARTER MOTOR

AK603841

STARTER MOTOR

M2161002000160

The starter motor is a reduction drive planetary gear type.

ALTERNATOR

M2162001000126

The alternator is a battery detection type. It uses a pulley with a one-way clutch.

Coil

Rain cover

Plug boots

AK603842

AK602597

IGNITION COIL

M2163001000174

The ignition coil is a plug-top type.

Page 37

ENGINE ELECTRICAL

SPARK PLUG

16-3

Iridium

SPARK PLUG

M2163005000068

Iridium-tipped spark plugs are used.

AK604562AB

Page 38

NOTES

Page 39

GROUP 15

INTAKE AND

EXHAUST

CONTENTS

15-1

AIR DUCT AND AIR CLEANER . . . . 15-2

INTAKE MANIFOLD . . . . . . . . . . . . . 15-3

EXHAUST MANIFOLD . . . . . . . . . . . . 15-4

EXHAUST PIPE AND MUFFLER . . . . 15-4

Page 40

15-2

INTAKE AND EXHAUST

AIR DUCT AND AIR CLEANER

A front air intake system that actively sucks cooling air from the front through the top of the radiator has been adopted in order to improve engine perfor mance and reduce air intake noise.

CONSTRUCTION DIAGRAM

Air cleaner intake hose

M2150004000656

Mass airflow sensor

Air cleaner assembly

Air cleaner intake duct

AC608342

Page 41

INTAKE AND EXHAUST

INTAKE MANIFOLD

15-3

INTAKE MANIFOLD

The intake manifold is made of plastic for weight reduction, and the surface roughness of the inner walls of the ports has been improved to reduce intake resistance.

Intake manifold

M2150005000239

Air intake plenum tank resonator

AK502555

Page 42

15-4

INTAKE AND EXHAUST

EXHAUST MANIFOLD

<California> A clamshell type exhaust manifold is used.

EXHAUST PIPE AND MUFFLER

The exhaust system is composed of the front exhaust pipe, center exhaust pipe, and main muffler, and it has the following characteristics.

M2150006000566

<Except California> A SUS pipe type exhaust manifold is used.

AK603623

M2150003000783

• Fewer, more environmentally-friendly rubber hangers to reduce vibration from exhaust system.

• Straighter exhaust pipe to reduce noise.

CONSTRUCTION DIAGRAM

Heated oxygen sensor (front)

Heated oxygen sensor (rear)

Front exhaust pipe

Heated oxygen sensor (front)

Heated oxygen sensor (rear)

Center exhaust pipe

Main muffler

AC608352

Main muffler

Front exhaust pipe

Heated oxygen sensor (3rd)

AC608488

Page 43

GROUP 14

ENGINE COOLING

CONTENTS

14-1

GENERAL INFORMATION . . . . . . . . 14-2

WATER PASSAGE . . . . . . . . . . . . . . 14-3

WATER PUMP . . . . . . . . . . . . . . . . . . 14-3

Page 44

14-2

ENGINE COOLING

GENERAL INFORMATION

M2140000100780

The cooling system is a water-cooled pressurized, forced circulation type which offers the following fea tures.

• To stabilize engine coolant temperature, the thermostat is located at the coolant inlet port from the radiator.

SPECIFICATIONS

Item Specification

Cooling method Water-cooled pressurized, forced

Radiator Type Pressurized corrugate type

Performance kJ/h (kcal/h) 222,480 (53,148)

Water pump Type Centrifugal impeller

Drive method Drive belt

Thermostat Type Wax pellet with jiggle valve

Valve open temperature ° C (° F) 82 (180)

• To improve engine cooling performance and save

weight, a plastic tank and aluminum radiator fins are used.

circulation with electrical fan

CONSTRUCTION DIAGRAM

Radiator fan motor

Transmission oil cooler line hose and tube assembly

Radiator lower hose

Radiator assembly

Cooling fan shroud

Radiator upper hose assembly

Radiator condenser tank assembly

Condenser fan motor

AC608448

Page 45

ENGINE COOLING

WATER PASSAGE

14-3

WATER PASSAGE

<Hot>

Water pump

EGR

Throttle body

Radiator

NOTE: EGR: Exhaust Gas Recirculation <California only>

CVT: Continuously Variable Transmission

Thermostat

Heater

CVT oil cooler

<Cold>

Water pump

Throttle body

EGR

Radiator

Thermostat

M2140004000172

Heater

CVT oil cooler

AK603624

Impeller

AK503034

WATER PUMP

The water pump is the centrifugal, impeller type that is installed in front of the cylinder block. It is driven by the drive belt.

Item Specifications

Discharge volume L/min 185

Impeller diameter mm (in) 62 (2.4)

Pulley outer diameter mm

(in)

M2140003000168

137 (5.4)

Page 46

NOTES

Page 47

13B-1

GROUP 13B

FUEL SUPPLY

CONTENTS

GENERAL INFORMATION . . . . . . . . 13B-2 FUEL TANK . . . . . . . . . . . . . . . . . . . . 13B-3

Page 48

13B-2

FUEL SUPPLY

GENERAL INFORMATION

The fuel system consists of the following components:

• Fuel injector

• Fuel rail

• Fuel pipe

• Fuel tank

• Fuel pump module

• Evaporative emission canister

SPECIFICATIONS

Item Specification

Fuel tank capacity dm3 (gal)

59 (15.5)

Fuel pump type Electric

Fuel filter type Cartridge (incorporates fuel pump module)

Fuel return system Returnless

Fuel pump pressure regulator pressure kPa (psi) 324 (46)

Fuel injector Type Elector-magnetic

Quantity 4

Evaporative emission control system Canister

CONSTRUCTION DIAGRAM

M2134000100833

Fuel rail

Fuel injector

Fuel pipe

This fuel system is designed with consideration for global environment protection to ensure safety at a collision, reduce weight, and improve reliability and quality. This system has the following features:

• A quick-joint connector of a plastic tube is used for the fuel high-pressure hoses in the engine compartment to reduce the permeation of fuel evaporative emission.

Fuel tank

Evaporative emission

Fuel pump module

canister

AC610224

• The surface of underfloor fuel pipes is coated with 1-mm thickness of plastic to improve resis

tance to corrosion and chipping.

• A returnless fuel system eliminates returned fuel from the engine. The heat that fuel receives from the engine is reduced, minimizing fuel tempera

ture in the fuel tank and controlling the amount of evaporated gas.

Page 49

FUEL SUPPLY

FUEL TANK

13B-3

FUEL TANK

The fuel tank assembly consists of the fuel pump module, the fuel tank, and so on, and features the following characteristics:

• The fuel tank is mounted underneath the second seat to improve safety at a collision.

• The fuel tank itself is made of a pre-coat zinc alloy galvanised steel sheet that contains no lead.

• The capacity of the fuel tank is 59 dm3 (15.5 gal) to meet long-distance drives.

CONSTRUCTION DIAGRAM

M2134001000817

• The fuel cut-off valve, fuel tank leveling valve and fuel tube have been installed using in-tank con

struction to reduce the amount of evaporated fuel from hoses.

The fuel pump module consists of the following components:

• Fuel pump

• Fuel level sensor

• Fuel filter

• Fuel pump pressure regulator

• Fuel tank differential pressure sensor

• Fuel tank temperature sensor

Fuel pump module

Fuel cut-off valve

Fuel tank

Fuel check valve

AC610225

Leveling valve

AC610226

Page 50

NOTES

Page 51

GROUP 13A

MULTIPORT FUEL

SYSTEM (MFI)

CONTENTS

13A-1

GENERAL DESCRIPTION. . . . . . . . . 13A-2

CONTROL UNIT. . . . . . . . . . . . . . . . . 13A-6

SENSOR. . . . . . . . . . . . . . . . . . . . . . . 13A-8

ACTUATOR . . . . . . . . . . . . . . . . . . . . 13A-23

FUEL INJECTION CONTROL . . . . . . 13A-29

IGNITION TIMING AND CONTROL FOR

CURRENT CARRYING TIME . . . . . . 13A-35

THROTTLE VALVE OPENING ANGLE CONTROL AND IDLE SPEED

CONTROL . . . . . . . . . . . . . . . . . . . . . 13A-38

MIVEC (Mitsubishi Innovative Valve Timing Electronic Control System). 13A-40

MULTIPORT FUEL INJECTION (MFI)

RELAY CONTROL. . . . . . . . . . . . . . . 13A-45

FUEL PUMP RELAY CONTROL . . . . 13A-46

STARTER RELAY CONTROL. . . . . . 13A-47

HEATED OXYGEN SENSOR HEATER

CONTROL. . . . . . . . . . . . . . . . . . . . . . 13A-49

A/C COMPRESSOR RELAY

CONTROL. . . . . . . . . . . . . . . . . . . . . . 13A-50

GENERATOR CONTROL. . . . . . . . . . 13A-51

EVAPORATIVE EMISSION CONTROL SYSTEM INCORRECT PURGE FLOW

MONITOR . . . . . . . . . . . . . . . . . . . . . . 13A-52

EXHAUST GAS RECIRCULATION

CONTROL. . . . . . . . . . . . . . . . . . . . . . 13A-53

CONTROLLER AREA NETWORK

(CAN) . . . . . . . . . . . . . . . . . . . . . . . . . 13A-53

EVAPORATIVE EMISSION PURGE

CONTROL. . . . . . . . . . . . . . . . . . . . . . 13A-53

HC TRAP CATALYTIC CONVERTER

DETERIORATION MONITOR. . . . . . . 13A-53

ON-BOARD DIAGNOSTICS. . . . . . . . 13A-53

Page 52

13A-2

MULTIPORT FUEL SYSTEM (MFI)

GENERAL DESCRIPTION

M2132000101283

Although the control systems are basically the same as those of 2.4L engine used in the GALANT, the following improvements have been added.

Improvement / Additions Remark

MIVEC, continuously and variably control the intake valve timing and exhaust valve timing, is used.

Addition of heated oxygen sensor (3rd) <California>

System optimally control the timing of the intake valve and exhaust valve in accordance with the engine speed and load.

Detection of the HC trap catalyst malfunction.

Page 53

MULTIPORT FUEL SYSTEM (MFI)

GENERAL DESCRIPTION

System Block Diagram

Sensor, switch Engine control module (ECM) Actuator

Mass airflow sensor

Intake air temperature sensor

Manifold absolute pressure sensor

Barometric pressure sensor

Engine control unit

13A-3

No. 1 injector

No. 2 injector

No. 3 injector

Engine coolant temperature sensor

Throttle position sensor (main)

Throttle position sensor (sub)

Accelerator pedal position sensor (main)

Accelerator pedal position sensor (sub)

Intake camshaft position sensor

Exhaust camshaft position sensor

Crankshaft position sensor

Heated oxygen sensor (front)

Heated oxygen sensor (rear)

Heated oxygen sensor (3rd)*

Knock sensor

Generator FR terminal

Generator L terminal

Engine oil pressure switch

Power steering pressure switch

Fuel tank differential pressure sensor

Fuel tank temperature sensor

Vehicle speed sensor <M/T>

Ignition switch-IG

Ignition switch-ST

Power supply

CAN communication (input signal)

· A/C switch

· Vehicle speed <CVT>

· Fuel level sensor

· Transmission range switch <CVT>

NOTE *1: California

[1] Fuel injection control

[2] Ignition timing control

[3] Throttle valve opening angle control and idle speed control

MIVEC (Mitsubishi Innovative

[4] Valve timing Electronic Control system)

[5] Power supply control (Power supply to sensor, actuator)

[6] Fuel pump relay control

[7] Starter relay control

[8] Heated oxygen sensor heater control

[9] A/C compressor relay control

[10] Generator control

[11] Evaporative emission purge control

[12] EGR control

[13] Diagnosis output

[14] RAM data transmission

No. 4 injector

No. 1 ignition coil

No. 2 ignition coi

No. 3 ignition coi

No. 4 ignition coi

Throttle actuator control motor

Heated oxygen sensor (front) heater

Heated oxygen sensor (rear) heater

Heated oxygen sensor (3rd) heater*

Intake engine oil control valve

Exhaust engine oil control valve

Multiport fuel injection (MFI) relay

Throttle actuator control motor relay

A/C compressor relay

Fuel pump relay

Starter relay

Generator G terminal

Evaporative emission purge solenoid

Evaporative emission ventilation solenoid

EGR valve (stepper motor)*

CAN communication (output signal)

AK604116

Page 54

13A-4

Control System Diagram

MULTIPORT FUEL SYSTEM (MFI)

GENERAL DESCRIPTION

Sense Act

1 Mass airflow sensor 2 Intake air temperature sensor 3 Throttle position sensor (main/sub) 4 Manifold absolute pressure sensor 5 Engine coolant temperature sensor 6 Intake camshaft position sensor 7 Exhaust camshaft position sensor 8 Crankshaft position sensor 9 Knock sensor 10 Heated oxygen sensor (front) 11 Heated oxygen sensor (rear) 12 Fuel tank differential pressure sensor 13 Fuel tank temperature sensor

Accelerator pedal position sensor (main/sub) Engine oil pressure switch Power steering pressure switch Generator FR terminal Generator L terminal Vehicle speed sensor <M/T> Ignition switch-IG Ignition switch-ST Power supply CAN communication (input signal)

4 Manifold absolute pressure sensor

Decide ECM

(with barometric pressure sensor)

1 Intake engine oil control valve 2 Exhaust engine oil control valve 3 Throttle actuator control motor 4 Injector 5 Evaporative emission purge solenoid 6 Evaporative emission ventilation

solenoid

Ignition coil, ignition power transistor Multiport fuel injection (MFI) relay Fuel pump relay Starter relay Throttle actuator control motor relay Generator G terminal Heated oxygen sensor heater A/C compressor relay Diagnostic output CAN communication (output signal)

6 Intake camshaft position sensor

7 Exhaust camshaft position sensor

10 Heated oxygen sensor (front)

11 Heated oxygen sensor (rear)

2 Exhaust engine oil control valve

1 Intake engine oil control valve

4 Injector

8 Crankshaft position sensor

3 Throttle position sensor (main/sub)

5 Evaporative emission purge solenoid

5 Engine coolant temperature sensor

9 Knock sensor

3 Throttle actuator control motor

Evaporative emission canister

6 Evaporative emission ventilation solenoid

12 Fuel tank differential pressure sensor

2 Intake air temperature sensor

1 Mass airflow sensor

Fuel pressure regulator

Fuel pump

Air inlet

Fuel tank

Fuel level sensor

13 Fuel tank temperature sensor

AK604117

Page 55

MULTIPORT FUEL SYSTEM (MFI)

GENERAL DESCRIPTION

13A-5

Sense Act

1 Mass airflow sensor 2 Intake air temperature sensor 3 Throttle position sensor (main/sub) 4 Manifold absolute pressure sensor 5 Engine coolant temperature sensor 6 Intake camshaft position sensor 7 Exhaust camshaft position sensor 8 Crankshaft position sensor 9 Knock sensor 10 Heated oxygen sensor (front) 11 Heated oxygen sensor (rear) 12 Heated oxygen sensor (3rd) 13 Fuel tank differential pressure sensor 14 Fuel tank temperature sensor

2 Exhaust engine oil control valve

1 Intake engine oil control valve

Decide ECM

(with barometric pressure sensor)

4 Manifold absolute pressure sensor

3 Throttle position sensor (main/sub)

5 Evaporative emission purge solenoid

3 Throttle actuator control motor

1 Intake engine oil control valve 2 Exhaust engine oil control valve 3 Throttle actuator control motor 4 Injector 5 Evaporative emission purge solenoid 6 Evaporative emission ventilation

solenoid 7 EGR valve (stepper motor)

2 Intake air temperature sensor

1 Mass airflow sensor

6 Intake camshaft position sensor

7 Exhaust camshaft position sensor

10 Heated oxygen sensor (front)

11 Heated oxygen sensor (rear)

12 Heated oxygen sensor (3rd)

4 Injector

5 Engine coolant temperature sensor

9 Knock sensor

8 Crankshaft position sensor

7 EGR valve (stepper motor)

Evaporative emission canister

6 Evaporative emission ventilation solenoid

Fuel pressure regulator

Fuel pump

12 Fuel tank differential pressure sensor

Air inlet

Fuel tank

Fuel level sensor

13 Fuel tank temperature sensor

AK604118

Page 56

13A-6

MULTIPORT FUEL SYSTEM (MFI)

CONTROL UNIT

ENGINE CONTROL MODULE (ECM)

ECM

Microprocessor

Input sensor

ECM is installed in the engine room. ECM judges (calculates) the optimum control to deal with the con stant minute changes in driving conditions based on information input from the sensors and drives the actuator. ECM is composed of 32-bit microprocessor and Random Access Memory (RAM), Read Only Memory (ROM) and Input /Output interface. ECM

Input interface

RAM

M2132021500153

Output interface

Output actuator

ROM

AK604119

uses flash-memory ROM that allows re-writing of data so that change and correction of control data is

possible using special tools. It also uses Electrically Erasable Programmable Read Only Memory (EEPROM) so that studied compensation data is not deleted even if battery terminals are disconnected.

ECM CONNECTOR INPUT/OUTPUT PIN ARRANGEMENT

929394

104

103

115

116

105

117

106

118

AK602565

123456789

1718192021

10111213141516

636162

7172737475767778798081

108

109

868485

110

111

100

112

101

113

102

114

9596979899

107

NOTE: *: California

1 Intake engine oil control valve 2 No.1 injector

3 No.2 injector 4 Ignition coil No.1 (ignition power transistor)

5 Ignition coil No.2 (ignition power transistor) 6 Starter active signal

7 Exhaust camshaft position sensor 8 Crankshaft position sensor

9 Sensor supplied voltage 10 Throttle position sensor (main)

11 Throttle position sensor (sub) 12 Power supply voltage applied to throttle

position sensor

13 Throttle position sensor ground 14 Intake camshaft position sensor

Page 57

13A-8

MULTIPORT FUEL SYSTEM (MFI)

SENSOR

Sensing area

Silicon substrate

Heat sensing resistor

Intake air

Diaphragm

AK602252AC

SENSOR

MASS AIRFLOW SENSOR

Mass airflow sensor is installed in the air intake hose. Mass airflow sensor is composed of an extremely small heatsensing resistor. The mass airflow sensor controls the amount of elec tric current flowing into the heat sensing resistor to keep the heat sensing resistor at a constant temperature to the intake air temperature. The faster the air flow speed, the higher the mass flow rate.Because the amount of heat transfer from the heat sensing resistor to the air increases, the mass airflow sensor increases the amount of electric current to the heat sensing resistor. Thus, the amount of electric current increases in accordance with the air mass flow rate. The mass airflow sen sor measures the air mass flow rate by detecting the amount of electric current. The mass airflow sensor amplifies the detected electric current amount and outputs it into the ECM. ECM uses this output current and engine speed to calculate and decide basic fuel injection time. Sensor properties are as shown in the figure.

M2132001000565

From MFI relay

Mass airflow sensor ECM

Sensory part (thermistor)

Output current mA

Mass flow g/s

AK602221AG

INTAKE AIR TEMPERATURE SENSOR

Intake air temperature sensor is built in to the mass airflow sensor. Intake air temperature sensor detects intake air temperature through thermistor's resistance change and outputs the voltage according to intake air temperature to ECM. ECM uses this output voltage to compensate fuel injection control and ignition timing control. Sensor properties are as shown in the figure.

AK602253AC

Page 58

MULTIPORT FUEL SYSTEM (MFI)

SENSOR

13A-9

Intake air temperature sensor (thermistor)

Manifold absolute pressure sensor

ECM

Output voltage V

Resistance kΩ

Intake air temperature ˚C (˚F)

AK602207

MANIFOLD ABSOLUTE PRESSURE SENSOR

The manifold absolute pressure sensor is installed in the intake manifold. Manifold absolute pressure sensor uses a piezo resistive semiconductor to output the voltage according to man ifold absolute pressure to ECM. ECM uses this output voltage to compensate fuel injection volume according to manifold absolute pressure. Sensor properties are as shown in the fig ure.

Pressure

Manifold absolute pressure sensor

Power supply

Output signal

Ground

AK602254AC

ECM

Output voltage V

101

Pressure kPa (in.Hg)

AK602206AH

Page 59

13A-10

Sensory part (thermistor)

AK602255AC

MULTIPORT FUEL SYSTEM (MFI)

SENSOR

ENGINE COOLANT TEMPERATURE SENSOR

The engine coolant temperature sensor is installed in the thermostat housing. Engine coolant temperature sensor uses thermistor's resistance change to detect coolant temperature and output the voltage according to coolant temperature to ECM. ECM uses this output voltage to appropriately control fuel injec tion volume, idle speed and ignition timing. Sensor properties are as shown in the figure.

Engine coolant temperature sensor (thermistor)

ECM

Throttle body

Output voltage V

Resistance kΩ

Engine coolant temperature ˚C (˚F)

AK602208

THROTTLE POSITION SENSOR

The throttle position sensor is installed in the throttle body. Throttle position sensor outputs voltage to ECM based on the throttle shaft rotation angle. ECM uses this signal to detect the throttle valve opening angle to perform throttle actuator control motor feedback control. This throttle position sensor uses Hall IC and is a non-contact type.

Throttle position sensor

AK604120

Page 60

Throttle shaft

Magnet

Hall IC

Stator

MULTIPORT FUEL SYSTEM (MFI)

SENSOR

STRUCTURE AND SYSTEM

Throttle position sensor is composed of a permanent magnet fixed on the throttle shaft, Hall IC that outputs voltage according to magnetic flux density and a stator that efficiently introduces magnetic flux from the permanent magnet to Hall IC.

To ECM

13A-11

Yo k e

Fully closed

Half opened

Fully opened

Magnet flux

Fixed to the motor cover

AK602566AC

Hall IC

AK604555

Magnetic flux density at Hall IC is proportional to the output voltage. Throttle position sensor has 2 output systems − throttle position sensor (main) and throttle position sensor (sub), and the output voltage is output to ECM. When throttle valve turns, output volt age of throttle position sensor (main) and throttle position sensor (sub) changes. This allows ECM to detect actual throttle opening angle. ECM uses this output voltage for throttle actua tor control motor feedback control. Also, ECM compares output voltage of the throttle position sensor (main) and throttle posi

tion sensor (sub) to check for abnormality in the throttle position sensor. The relationship between throttle opening angle and output voltage of the throttle position sensor (main) and throttle position sensor (sub) is as shown in the figure below.

Page 61

13A-12

Throttle position sensor

Throttle position sensor (main)

Hall IC

Throttle position sensor (sub)

5V5V

ECM

MULTIPORT FUEL SYSTEM (MFI)

SENSOR

Hall IC

Output voltage V

4.5

2.5

0.5 0

Fully closed

Throttle position sensor (main)

Throttle position sensor (sub)

Throttle valve opening angle

Fully opened

AK602222AE

Accelerator pedal position sensor connector

Accelerator pedal arm

AK602569AC

ACCELERATOR PEDAL POSITION SENSOR

Accelerator pedal position sensor is integrated with accelerator pedal, and detects accelerator opening angle. ECM uses the output voltage of this sensor to control appropriate throttle valve opening angle and fuel injection volume. This accelerator pedal position sensor uses Hall IC and is a non-contact type.

Page 62

Pedal shaft

Magnet

Hall IC

MULTIPORT FUEL SYSTEM (MFI)

SENSOR

STRUCTURE AND SYSTEM

Accelerator pedal position sensor is composed of a permanent magnet fixed on the magnet carrier of the pedal shaft, Hall IC outputs voltage according to magnetic flux density and a stator that efficiently introduces magnetic flux from the permanent magnet to Hall IC.

13A-13

Magnetic flux density : minimum

Magnetic flux density : maximum

Magnetic flux

Hall IC

N S

Hall IC

AK602570

S N

N S

S N

AK602571

Magnetic flux density at Hall IC is proportional to the output voltage. The accelerator pedal position sensor has 2 output systems − accelerator pedal position sensor (main) and accelerator pedal position sensor (sub), and the output voltage is output to ECM. According to depression of the accelerator pedal, output volt

age of the accelerator pedal position sensor (main) and accelerator pedal position sensor (sub) changes. This allows ECM to detect the actual accelerator pedal depression amount. ECM uses accelerator pedal position sensor (main) output voltage for appropriate throttle valve opening angle control and fuel injection volume control. Also, ECM compares output voltage of the accelerator pedal position sensor (main) and accelerator pedal position sensor (sub) to check for abnormality in sensor. The relationship between accelerator opening angle and output voltage of the accelerator pedal position sensor (main) and accelerator pedal position sensor (sub) is as shown in the fig

ure below.

Page 63

13A-14

MULTIPORT FUEL SYSTEM (MFI)

SENSOR

Accelerator pedal position sensor

Accelerator pedal position sensor (main)

Hall IC Hall IC

Accelerator pedal position sensor (sub)

ECM

Output voltage V

Accelerator pedal

position sensor (main)

Accelerator pedal

5V5V

Accelerator pedal stroke

position sensor (sub)

Fully opened

AK602211

HEATED OXYGEN SENSOR (except centor exhaust pipe heated oxygen sensor <California>)

Heated oxygen sensors are installed in 2 positions (front, rear) on the catalytic converter. Heated oxygen sensor has a built-in heater to help early activation of the sensor. This allows feed back control of air-fuel ratio soon after engine start.

Sensing area

Electro motive force (V)

0.8

Theoretical air fuel ratio

Rich Lean

14 15 16

Air fuel ratio

AK602572 AC

AK602262

This sensor uses the oxygen concentration cell principle of solid electrolyte (zirconia) and displays the property of sudden change in output voltage near theoretical air-fuel ratio. This property is used to detect oxygen density in exhaust gas. Feed back to ECM allows it to judge whether air-fuel ratio is rich or lean compared to theoretical air-fuel ratio.

Page 64

MULTIPORT FUEL SYSTEM (MFI)

SENSOR

13A-15

Purge ratio

100

Theoretical air fuel ratio

NOx

AK602263AC

Heated xygen sensor

Heater

This allows ECM precise feedback control to get theoretical air-fuel ratio with best cleaning efficiency of 3-way catalytic con verter.

From MFI relay

ECM

Zirconia element

Crankshaft sensing ring (36 teeth including 3 missing teeth)

Crankshaft position sensor

AK602737AC

0.5V

AK602576AC

CRANKSHAFT POSITION SENSOR

A crankshaft position sensor is installed on the right side of the cylinder block. The crankshaft position sensor monitors rotation of crankshaft sensing ring (36 teeth including 3 missing teeth) installed on the crankshaft and converts to voltage (pulse sig nal) that is output to ECM. ECM uses crankshaft position sensor's output pulse to detect crankshaft position.

Page 65

13A-16

Crank shaft sensing ring

Vane

Crank shaft sensing ring

Vane

Magnet flux

Magnetic resistance element

Magnet flux

Magnetic resistance element

AK602265AC

MULTIPORT FUEL SYSTEM (MFI)

SENSOR

The crankshaft position sensor uses a magnetic resistance element. When the vane of the crankshaft-sensing blade passes the front surface of the magnetic resistance element, the flux from the magnet passes the magnetic resistance element. Thus, resistance of the magnetic resistance element increases. When the vane of the crankshaft-sensing blade does not pass the front surface of the magnetic resistance element, the flux from the magnet does not pass the magnetic resistance ele ment and the resistance decreases. The crankshaft position sensor converts this change in resistance of the magnetic resistance element to a 5 V pulse signal and outputs it to ECM.

Sensing portion

Crankshaft position sensor

Magnetic resistance element

Camshaft position sensor

Camshaft

AK602738AC

ECM

Output signal

AK602285AC

INTAKE CAMSHAFT POSITION SENSOR

The intake camshaft position sensor is installed on the left side of the cylinder head. The intake camshaft position sensor mon itors shape of the half-moon sensing portion and converts to voltage (pulse signal) that is output to ECM. Upon receiving this output voltage, the ECM effects feedback control to optimize the phase of the intake camshaft. Also, ECM uses a combina tion of the intake camshaft position sensor output pulse signal and crankshaft position sensor output pulse signal to identify cylinders in the compression process.

Page 66

MULTIPORT FUEL SYSTEM (MFI)

SENSOR

13A-17

Camshaft position sensing portion

Magnetic resistance element

Camshaft position sensing portion

Magnet flux

Magnetic resistance element

Magnet flux

AK602574

The intake camshaft position sensor uses a magnetic resistance element. When the camshaft position sensing portion passes the front surface of the magnetic resistance element, the flux from the magnet passes the magnetic resistance ele

ment. Thus, resistance of the magnetic resistance element increases. When the camshaft position sensing portion does not pass the front surface of the magnetic resistance element, the flux from the magnet does not pass the magnetic resistance element and the resistance decreases. The intake camshaft position sensor converts this change in resistance of the mag

netic resistance element to a 5 V pulse signal and outputs it to ECM

EXHAUST CAMSHAFT POSITION SENSOR

The exhaust camshaft position sensor is installed on the right side of the cylinder head. The exhaust camshaft position sen sor monitors shape of the half-moon sensing portion and converts to voltage (pulse signal) that is output to ECM. Upon receiving this output voltage, the ECM effects feedback control to optimize the phase of the exhaust camshaft. The structure and system of this sensor are basically the same as intake camshaft position sensor.

Camshaft position sensor

Magnetic resistance element

ECM

Output signal

AK602287

KNOCK SENSOR

A knock sensor is installed on the left side of the cylinder block. Knock sensor uses the piezoelectric element to convert the vibration of the cylinder block generated when engine is in operation to minute voltage that is output to ECM. ECM uses the minute output voltage from the knock sensor filtered through the cylinder block's natural frequency to detect knock ing, and compensates the ignition timing lag according to the strength of the knocking.

Piezoelectric element

AK602739

Page 67

13A-18

Piezoelectric element

Barometric pressure sensor (built in ECM)

Knock sensor

MULTIPORT FUEL SYSTEM (MFI)

SENSOR

ECM

BAROMETRIC PRESSURE SENSOR

A barometric pressure sensor is built into ECM. The barometric pressure sensor is a semiconductor diffused pressure element which outputs voltage to ECM according to atmospheric pres sure. ECM uses this output voltage to sense the altitude of the vehicle and compensates fuel injection volume to achieve the appropriate air-fuel ratio for that altitude.

AK602226AD

Oil pressure

Contact switch

AK602575AC

AK602587AC

ENGINE OIL PRESSURE SWITCH

The engine oil pressure switch is installed on the left side of the cylinder block. The engine oil pressure switch detects whether the oil pressure is high or low using the contact switch. When the oil pressure becomes higher than the specified value after the engine starts, the contact point of the engine oil pressure switch opens. This allows the ECM to detect the oil pressure is higher than the specified value. The ECM outputs the OFF sig nal to the combination meter through the CAN and then turns off the oil pressure warning lamp.

Page 68

ECM

MULTIPORT FUEL SYSTEM (MFI)

SENSOR

13A-19

Power steering pressure switch

OFF

Engine oil

pressure switch

Oil pressure

ECM terminal voltage V

Oil pressure:low

Operating pressure

Oil pressure: high

OFF

Oil pressure kPa (in.Hg)

AK602228

POWER STEERING PRESSURE SWITCH

A power steering pressure switch is installed on the power steering oil pump. The power steering pressure switch uses a contact switch to detect the power steering oil pressure. When power steering oil pressure rises due to operation of the steer ing wheel, the power steering load switch outputs an ON signal to ECM. ECM performs idle-up according to the voltage and prevents reduction in engine speed due to power steering load and so maintains stable idle speed.

OFF

ECM

AK601174AF

Power steering pressure switch

ECM terminal voltage V

Oil pressure:low

OFF

Operating pressure

Oil pressure: high

Oil pressure kPa (in.Hg)

AK602213

Page 69

13A-20

Fuel tank differential pressure sensor

Pressure

AK604121

MULTIPORT FUEL SYSTEM (MFI)

SENSOR

FUEL TANK DIFFERENTIAL PRESSURE SENSOR

The fuel tank differential pressure sensor is installed to the fuel pump module. The fuel tank differential pressure sensor out puts the voltage to the ECM using the piezo resistive semiconductor in accordance with the difference between pressure in the fuel tank and the pressure of the atmosphere. When moni toring the evaporative leak, the ECM detects malfunctions of the evaporative emission control system by monitoring the amount of output voltage changes from this sensor. The sensor characteristics are as shown in the diagram.

Fuel tank differential pressure sensor

Power supply

Output signal

Ground

Fuel tank temperature sensor

Sensory part (thermistor)

ECM

5 V

Output voltage V

Pressure kPa (in. Hg)

AK604122

FUEL TANK TEMPERATURE SENSOR

The fuel tank temperature sensor is installed to the fuel pump module. The fuel tank temperature sensor detects the tempera ture inside the fuel tank using the resistance change in the thermistor and outputs the voltage to the ECM in accordance with the temperature inside the fuel tank. The ECM monitors the evaporative leak in accordance with the fuel tank temperature. The sensor characteristics are as shown in the diagram.

Fuel tank temperature sensor (thermistor)

AK604123 AB

ECM

5 V

Resistance kΩ

Output voltage V

Fuel tank temperature ˚C (˚F)

AK604124

Page 70

Battery

MULTIPORT FUEL SYSTEM (MFI)

SENSOR

GENERATOR FR TERMINAL

Generator turns ON/OFF the power transistor in the voltage regulator to adjust current flow in the field coil according to alternator output current. In this way generator's output voltage is kept adjusted (to about 14.7 V). The ratio of power transistor ON time (ON duty) is output from generator FR terminal to ECM. ECM uses this signal to detect generator's output current and drives throttle actuator control motor according to output current (electric load). This prevents change in idle speed due to electric load and helps maintain stable idle speed.

Ignition switch-IG

13A-21

Field coil

ECM

IC regulator

Generator

AK602229AD

Page 71

13A-22

Battery

MULTIPORT FUEL SYSTEM (MFI)

SENSOR

GENERATOR L TERMINAL

After turning on the ignition switch, the current is input by the ECM to the generator L terminal. This allows the IC regulator to be on and the field coil to be excited. When the generator rotates in this situation, the voltage is excited in the stator coil and the current is output from B-terminal through the commuta tion diode. Also the generated voltage is input to the voltage regulator through the commutation diode. After the electric gen eration begins, the current is supplied to the field coil from this circuit. In addition, the generated voltage is output from the generator L terminal to the ECM. This allows the ECM to detect that the electric generation begins. The ECM outputs the ON signal to the combination meter through the CAN and then turns off the generator malfunction light.

Ignition switch-IG

Field coil

Generator

IC regulator

ECM

CAN communication

Generator malfunction light

Combination meter

AK602577

Page 72

MULTIPORT FUEL SYSTEM (MFI)

ACTUATOR

13A-23

Connector

Solenoid coil

Plunger

Ball valve

Fuel

ACTUATOR

M2132002000353

INJECTOR

An injector is an injection nozzle with the electromagnetic valve that injects fuel based on the injection signal sent by ECM. 1 injector is installed in the intake manifold of each cylinder and fixed to the fuel rail. When electricity flows through the solenoid coil, the plunger gets sucked in. The ball valve is integrated with the plunger, and gets pulled together with the plunger till the fully open position so that the injection hole is fully open and the fuel gets injected.

Filter

Plate

AK602272AC

From ETACS-ECU

From MFI relay

No. 1 No. 2 No. 3 No. 4

Injector relay

OFF

Injectors

ECM

AK602578

Voltage from the battery gets applied from the injector relay to the injector and up to the ECM. ECM turns ON its power tran

sistor and prepares the injector's ground circuit. Thus, current flows through the injector while power transistor is ON and the injector injects fuel.

Page 73

13A-24

Throttle actuator control motor

Throttle body

AK604125

MULTIPORT FUEL SYSTEM (MFI)

ACTUATOR

THROTTLE ACTUATOR CONTROL MOTOR

A throttle actuator control motor is installed in throttle body. The throttle actuator control motor performs the Open/Close of the throttle valve through the reduction gear. ECM changes current direction according to the Open/Close direction and also changes current to the motor coil to control the throttle actuator control motor. Throttle actuator control motor is composed of a good response, low energy, and small DC motor with brush and can generate rotation force corresponding to the current applied on the coil. When there is no current passing through the throttle

actuator control motor, the throttle valve remains at a pre scribed opening angle. So, even if current stops because of a fault in the system, a minimum level of running remains possi ble.

From battery

Throttle actuator control motor

OFF

Power supply

OFF

MFI relay

To ECM

Throttle actuator control motor relay

ECM

AK602231

Page 74

Spool valve movement

Advance chamber

Spring

Drain

Oil pressure

Retard chamber

Drain

Coil

MULTIPORT FUEL SYSTEM (MFI)

ACTUATOR

IGNITION COIL

Refer to GROUP 16 − Ignition Coil P.16-2.

EXHAUST GAS RECIRCULATION (EGR) VALVE

Refer to GROUP 17 − Emission Control − Exhaust Gas Recircu- lation (EGR) System P.17-12.

EVAPORATIVE EMISSION PURGE SOLENOID

Refer to GROUP 17 − Emission Control − Evaporative Emission Control System

INTAKE ENGINE OIL CONTROL VALVE

The intake engine oil control valve is installed on the left side of the cylinder head. Receiving the duty signal from the ECM, the intake engine oil control valve moves the spool valve position and divides the oil pressure from the cylinder block into the advanced chamber and the retarded chamber of the V.V.T. sprocket as well as continually changes the intake camshaft phase. The spring makes spool valve stop at the position where the intake camshaft is at the most retarded angle when the engine is stopped. The ECM moves the spool valve posi tion by increasing and decreasing ON duty ratio of the intake

Plunger

AK604740

engine oil control valve and allows the intake camshaft to be at the target phase angle. When the duty ratio increases, the spool valve moves. The sprocket rotates toward the advanced angle side. When the duty ratio decreases, the sprocket rotates toward the retarded angle side. When the medium duty ratio, at which the spool valve is at the medium position, is achieved, all the oil passages are closed. This allows the phase angle to be kept constant. The ECM changes and controls the duty ratio in accordance with the engine operation to get the optimum phase angle.

13A-25

P.17-11.

ECM

Intake engine oil control valve

From MFI relay

12V

50ms

OFF

The longer the ON position, the more advanced the intake camshaft angle

AK602579

Page 75

13A-26

Spool valve movement

Retard chamber

Spring

Drain

Oil pressure

Advance chamber

Drain

Coil

Plunger

AK604747

MULTIPORT FUEL SYSTEM (MFI)

ACTUATOR

EXHAUST ENGINE OIL CONTROL VALVE

The exhaust engine oil control valve is installed on the right side of the cylinder head. Receiving the duty signal from the ECM, the exhaust engine oil control valve moves the spool valve position and divides the oil pressure from the cylinder block into the advanced chamber and the retarded chamber of the V.V.T. sprocket as well as continually changes the exhaust camshaft phase. The spring makes spool valve stop at the position where the exhaust camshaft is at the most advanced angle when the engine is stopped. The ECM moves the spool valve position by increasing and decreasing ON duty ratio of the exhaust engine oil control valve and allows the exhaust camshaft to be at the target phase angle. When the duty ratio

increases, the spool valve moves. The sprocket rotates toward the retarded angle side. When the duty ratio decreases, the sprocket rotates toward the advanced angle side. When the medium duty ratio, at which the spool valve is at the medium position, is achieved, all the oil passages are closed. This allows the phase angle to be kept constant. The ECM changes and controls the duty ratio in accordance with the engine oper ation to get the optimum phase angle.

ECM

Exhaust engine oil control valve

From MFI relay

12V

50ms

OFF

The longer the ON position, the more retarded the exhaust camshaft angle

AK602579

Page 76

Evaporative emission ventilation solenoid

To filter

To canister

MULTIPORT FUEL SYSTEM (MFI)

Connector

AK604127AB

ACTUATOR

13A-27

EVAPORATIVE EMISSION VENTILATION SOLENOID

The evaporative emission ventilation solenoid, an ON/OFF type solenoid valve, is integrated in the evaporative canis ter.The evaporative emission ventilation solenoid is installed between the evaporative canister and the air-releasing end, where the evaporative emission ventilation solenoid takes or shuts off air.When the current is not flowing through the coil, the air flows between the nipples, "A" and "B", and through the evaporative canister.When the current is flowing through the coil, the air is sealed in the nipple "A" and the air through the evaporative canister is shut off.When monitoring the evapora tive leak, the ECM turns the evaporative emission ventilation solenoid on to create the slight vacuum condition in the evapo rative emission control system. The ECM shuts off the air flowing through the evaporative canister to maintain the vacuum condition necessary for monitoring.

ECM

From MFI relay

Evaporative emission ventilation solenoid

ECM terminal voltage V

OFF

Engine speed to switch evaporative emission ventilation solenoid

Engine speed r/min

AK604554

Page 77

13A-28

Battery

MULTIPORT FUEL SYSTEM (MFI)

ACTUATOR

GENERATOR G TERMINAL

ECM uses ON/OFF of generator G terminal to control generator output voltage. When the power transistor in the ECM turns ON, output voltage gets adjusted to about 12.8 V. When gener ator output voltage drops to 12.8 V it becomes lower than voltage of the charged battery and almost no current is output from the generator. When the power transistor in the ECM turns OFF, output voltage gets adjusted to about 14.7 V. When gen erator output voltage is about 14.7 V, generator outputs current to produce electricity. In case electric load is generated sud denly, ECM controls generator G terminal's On-duty to limit the sudden increase in generator load due to generation and thus prevents change in idle speed.

Ignition switch-IG

Field coil

ECM

IC regulator

Generator

AK602233AD

Page 78

MULTIPORT FUEL SYSTEM (MFI)

FUEL INJECTION CONTROL

13A-29

FUEL INJECTION CONTROL

Fuel injection volume is regulated to obtain the optimum air-fuel ratio in accordance with the constant minute changes in engine driving conditions. Fuel injection volume is controlled by injector drive time (injection time). There is a prescribed basic drive time that varies according to the engine speed and

System Configuration Diagram

Injector

M2132003001036

intake air volume. ECM adds prescribed compensa

tions to this basic drive time according to conditions such as the intake air temperature and engine cool

ant temperature to decide injection time. Fuel injection is done separately for each cylinder and is done once in two engine rotations.

Mass airflow sensor

Intake air temperature sensor

Manifold absolute pressure sensor

Engine coolant temperature sensor

ECM

Accelerator pedal position sensor

Knock sensor

Intake camshaft position sensor

Crankshaft position sensor

Ignition switch-ST

Heated oxygen sensor (front, rear)

AK604128

1. INJECTOR ACTUATION (FUEL INJECTION) TIMING

Injector drive time in case of multiport fuel injection (MFI) is controlled as follows according to driving conditions.

Page 79

13A-30

MULTIPORT FUEL SYSTEM (MFI)

FUEL INJECTION CONTROL

Fuel Injection During Cranking and Normal Operation

Crankshaft position sensor signal

Intake camshaft position sensor signal

Exhaust camshaft position sensor signal

Cylinder stroke

No. 1 Cylinder

No. 3 Cylinder

No. 4 Cylinder No. 2 Cylinder

<No. 2 TDC>

Compression

Intake

Exhaust

Combustion

<No.1 TDC> <No. 3 TDC> <No. 4 TDC> <No. 2 TDC>

: Fuel injection

Combustion

Compression Combustion

Intake

Exhaust

Compression

Intake

Exhaust

Combustion

Compression

AK604622AB

Fuel injection to each cylinder is done by driving the injector at optimum timing while it is in exhaust process based on the crankshaft position sensor signal. ECM compares the crank

shaft position sensor output pulse signal and intake camshaft position sensor output pulse signal to identify the cylinder. Using this as a base, it performs sequential injection in the sequence of cylinders 1, 3, 4, 2.

Page 80

MULTIPORT FUEL SYSTEM (MFI)

FUEL INJECTION CONTROL

Additional Fuel Injection During Acceleration

<No. 2 TDC> <No.1 TDC> <No. 3 TDC> <No. 4 TDC> <No. 2 TDC>

13A-31

Crankshaft position sensor signal

Cylinder stroke

No. 1 Cylinder

No. 3 Cylinder

No. 4 Cylinder No. 2 Cylinder

Increase injection for acceleration

Compression

Intake

Exhaust

Combustion

Compression Combustion

Intake

Exhaust

Compression

Intake

Exhaust

Combustion

Compression

AK604623

In addition to the synchronizing fuel injection with crankshaft position sensor signal during acceleration, the volume of fuel is injected according to the extent of the acceleration.

2. Fuel injection volume (injector drive time) control

The figure shows the flow for injector drive time calculation. Basic drive time is decided based on the mass airflow sensor signal (intake air volume signal) and crankshaft position sensor signal (engine rotation signal). This basic drive time is compen sated according to signals from various sensors and optimum injector drive time (fuel injection volume) is calculated accord ing to driving conditions.

Page 81

13A-32

MULTIPORT FUEL SYSTEM (MFI)

FUEL INJECTION CONTROL

Fuel Injection Volume Control Block Diagram

Mass airflow sensor

Basic fuel injection time

Crankshaft position sensor

Heated oxygen sensor

determination

Air fuel ratio compensation (Predetermined compensation)

Heated oxygen sensor feedback compensation

Engine coolant temperature sensor

Barometric pressure sensor

Manifold absolute pressure sensor

Battery voltage

Engine coolant temperature compensation

Accelerationdeceleration compensation

Fuel pressure compensation

Battery voltage compensation

Injector

AK602278AD

Page 82

MULTIPORT FUEL SYSTEM (MFI)

FUEL INJECTION CONTROL

[Injector basic drive time]

Fuel injection is performed once per cycle for each cylinder. Basic drive time refers to fuel injection volume (injector drive time) to achieve theoretical air-fuel ratio for the intake air vol ume of 1 cycle of 1 cylinder. Fuel injection volume changes according to the pressure difference (injected fuel pressure) between manifold absolute pressure and fuel pressure (con stant). So, injected fuel pressure compensation is made to injector drive time for theoretical air-fuel ratio to arrive at basic drive time.

13A-33

Basic fuel injection time

Intake air amount per cycle per cylinder

Fuel injection pressure compensation

Theoretical air-fuel ratio

AK602279AC

Intake air volume of each cycle of 1 cylinder is calculated by ECM based on the mass airflow sensor signal and crankshaft position sensor signal. Also, during engine start, the map value prescribed by the engine coolant temperature sensor signal is used as basic drive time.

Page 83

13A-34

MULTIPORT FUEL SYSTEM (MFI)

FUEL INJECTION CONTROL

[Injector drive time compensation]

After calculating the injector basic drive time, the ECM makes the following compensations to control the optimum fuel injec tion volume according to driving conditions.

List of main compensations for fuel injection control

Compensations Content

Heated oxygen sensor feedback compensation The heated oxygen sensor signal is used for

making the compensation to get air-fuel ratio with best cleaning efficiency of the 3-way catalytic converter. This compensation might not be made sometimes in order to improve drivability, depending on driving conditions. (Air-fuel ratio compensation is made.)

Air-fuel ratio compensation Under driving conditions where heated oxygen

sensor feedback compensation is not performed, compensation is made based on pre-set map values that vary according to engine speed and intake air volume.

Engine coolant temperature compensation Compensation is made according to the engine

coolant temperature. The lower the engine coolant temperature, the greater the fuel injection volume.

Acceleration/ Deceleration compensation Compensation is made according to change in

intake air volume. During acceleration, fuel injection volume is increased. Also, during deceleration, fuel injection volume is decreased.

Fuel injection compensation Compensation is made according to the pressure

difference between atmospheric pressure and manifold absolute pressure. The greater the difference in pressure, the shorter the injector drive time.

Battery voltage compensation Compensation is made depending on battery

voltage. The lower the battery voltage, the greater the injector drive signal time.

Learning value for fuel compensation Compensation amount is learned to compensate

feedback of heated oxygen sensor. This allows system to compensate in accordance with engine characteristics.

[Fuel limit control during deceleration]

ECM limits fuel when decelerating downhill to prevent excessive rise of catalytic converter temperature and to improve fuel efficiency.

[Fuel-cut control when over-run]

When engine speed exceeds a prescribed limit (6,600 r/min), ECM cuts fuel supply to prevent overrunning and thus protect the engine. Also, if engine speed exceeds 4,000 r/min for 15 seconds while vehicle is stationary (no load), it cuts fuel supply and controls the throttle valve opening angle to protect the engine.

Page 84

MULTIPORT FUEL SYSTEM (MFI)

IGNITION TIMING AND CONTROL FOR CURRENT CARRYING TIME

IGNITION TIMING AND CONTROL FOR CURRENT

13A-35

CARRYING TIME

Ignition timing is pre-set according to engine driving conditions. Compensations are made according to pre-set values depending on conditions such as engine coolant temperature, battery voltage etc. to decide optimum ignition timing. Primary current con nect/disconnect signal is sent to the power transistor to control ignition timing. Ignition is done in sequence of cylinders 1, 3, 4, 2.

System Configuration Diagram

MFI relay

Battery

M2132027100089

Mass airflow sensor

Intake air temperature sensor

Manifold absolute pressure sensor

Engine coolant temperature sensor

ECM

Intake camshaft position sensor

Ignition coils

Spark plugs

Cylinder No. 1 2 3 4

Exhaust camshaft position sensor

Crankshaft position sensor

Throttle position sensor

Knock sensor

Ignition switch-ST

AK502722AD

Page 85

13A-36

MULTIPORT FUEL SYSTEM (MFI)

IGNITION TIMING AND CONTROL FOR CURRENT CARRYING TIME

1. Ignition distribution control

Based on the crankshaft position sensor signal and camshaft position sensor signal, ECM decides the ignition cylinder, cal culates the ignition timing and sends the ignition coil primary current connect/disconnect signal to the power transistor of each cylinder in the ignition sequence.

<No. 2 TDC> <No.1 TDC> <No. 3 TDC> <No. 4 TDC> <No. 2 TDC>

Crankshaft position sensor signal

Intake camshaft position sensor signal

Exhaust camshaft position sensor signal

Cylinder stroke

No. 1 Cylinder

No. 3 Cylinder

No. 4 Cylinder No. 2 Cylinder

Ignition

Compression

Intake

Exhaust

Combustion

Compression Combustion

Intake

Exhaust

Compression

Intake

Exhaust

Combustion

Compression

AK604624

Page 86

MULTIPORT FUEL SYSTEM (MFI)

IGNITION TIMING AND CONTROL FOR CURRENT CARRYING TIME

2. Spark-advance control and current carrying time control

[During start]

ECM initiates ignition at fixed ignition timing (5° BTDC) synchronized with the crankshaft position sensor signal.

[During normal operation]

After determining the basic spark-advance based on the intake air volume and engine speed, ECM makes compensations based on input from various sensors to control the optimum spark-advance and current carrying time.

List of main compensations for spark-advance control and current carrying time control

Compensations Content

Intake air temperature compensation Compensation is made according to intake air

temperature. The higher the intake air temperature the greater the delay in ignition timing.

13A-37

Engine coolant temperature compensation Compensation is made according to engine coolant

temperature. The lower the engine coolant temperature the greater the advance in ignition timing.

Knocking compensation Compensation is made according to generation of

knocking. The greater the knocking the greater the delay in ignition timing.

Stable idle compensation Compensation is made according to change in idle

speed. In case engine speed becomes lower than target speed, ignition timing is advanced.

Delay compensation when changing shift During change of shift, sparking is delayed

compared to normal ignition timing to reduce engine output torque and absorb the shock of the shift change.

Battery voltage compensation Compensation is made depending on battery

voltage. The lower the battery voltage the greater the current carrying time and when battery voltage is high current carrying time is shortened.

[Control for checking ignition timing]

During basic ignition timing set mode for M.U.T.-III actuator test function, sparking is done with fixed ignition timing (5 synchronized with crankshaft position sensor signal.

° BTDC)

Page 87

13A-38

THROTTLE VALVE OPENING ANGLE CONTROL AND IDLE SPEED CONTROL

MULTIPORT FUEL SYSTEM (MFI)

THROTTLE VALVE OPENING ANGLE CONTROL AND IDLE

SPEED CONTROL

ECM detects the amount of accelerator pedal depression (as per operator's intention) through the accelerator pedal position sensor. Based on pre-set basic target opening angles it adds various compen sations and controls the throttle valve opening angle according to the target opening angle.

Motor drive power supply (From throttle actuator control motor relay)

Throttle actuator control motor

Throttle position sensor

Accelerator pedal position sensor

Main

Sub

Main

Motor drive circuit

Control unit

M2132003500328

Engine coolant temperature sensor

Intake air temperature sensor

Crankshaft position sensor

A/C switch (CAN)

Power steering pressure switch

Generator FR terminal

Transmission range switch (CAN) <CVT>

While starting

ECM adds various compensations to the target opening angle that are set based on the engine cool ant temperature, so that the air volume is optimum for starting.

While idling

ECM controls the throttle valve to achieve the target opening angle that are set based on the engine cool ant temperature. In this way best idle operation is achieved when engine is cold and when it is hot. Also, the following compensations ensure optimum control.

Barometric pressure sensor

ECM

AK602236AE

While driving

Compensations are made to the target opening

angle set according to the accelerator pedal opening angle and engine speed to control the throttle valve opening angle.

Page 88

MULTIPORT FUEL SYSTEM (MFI)

THROTTLE VALVE OPENING ANGLE CONTROL AND IDLE SPEED CONTROL

13A-39

List of main compensations for throttle valve opening angle and idle speed control

Compensations Content

Stable idle compensation (immediately after start) In order to stabilize idle speed immediately after

start, target opening angle is kept big and then gradually reduced. Compensation values are set based on the engine coolant temperature.

Rotation speed feedback compensation (while idling)

Atmospheric pressure compensation At high altitudes atmospheric pressure is less and

Engine coolant temperature compensation Compensation is made according to the engine

Electric load compensation Throttle valve opening angle is compensated

Compensation when shift is in D range <CVT> When transmission is changed from P or N range

In case there is a difference between the target idle speed and actual engine speed, ECM compensates the throttle valve opening angle based on that difference.

the intake air density is low. So, the target opening angle is compensated based on atmospheric pressure.

coolant temperature. The lower the engine coolant temperature the greater the throttle valve opening angle.

according to electric load. The greater the electric load, the greater the throttle valve opening angle.

to some other range, throttle valve opening angle is increased to prevent reduction in engine speed.

Compensation when A/C is functioning Throttle valve opening angle is compensated

according to functioning of A/C compressor. While A/C compressor is being driven, the throttle valve opening angle is increased.

Power steering fluid pressure compensation Throttle valve opening angle is compensated

according to power steering functioning. When power steering oil pressure rises and power steering pressure switch is ON, the throttle valve opening angle is increased.

Initialize control

After ignition switch turns OFF, ECM drives the throttle valve from fully closed position to fully open position and records the fully closed/open studied value of the throttle position sensor (main and sub) output signals. The recorded studied values are used as studied value compensation for compensating basic target opening angle when the engine is started next.

Page 89

13A-40

MIVEC (Mitsubishi Innovative Valve Timing Electronic Control System)

MULTIPORT FUEL SYSTEM (MFI)

MIVEC (Mitsubishi Innovative Valve Timing Electronic

Control System)

MIVEC is the system which continuously varies and controls the opening and closing timings of the intake valve and the exhaust valve.

System Configuration Diagram

Crankshaft position sensor

Manifold absolute pressure sensor

Intake camshaft position sensor

ECM

Spool valve

Oil pressure

Intake engine oil control valve

To oil pan

M2132023500212

Retard direction

Spool valve movement

Advance direction

Retard chamber

Advance chamber

Spring

Crankshaft position sensor

Manifold absolute pressure sensor

Exhaust camshaft position sensor

ECM

Spool valve

MIVEC allows the optimum valve timing to be controlled in accordance with the engine operation and the idling stability to be improved, as well as the out put and the torque to be better in all the operation ranges.

• The ECM assesses the engine operation through the signals from each sensor.

Exhaust engine oil control valve

To oil pan

Oil pressure

To oil pan

• Based on the assessed information, the ECM

• Changing the spool valve position allows the oil

Advance direction

Spool valve movement

Retard direction

Advance chamber

Retard chamber

Spring

AK604826 AB

sends the duty signal to the intake engine oil con trol valve and exhaust engine oil control valve as well as controls the spool valve position.

pressure to be divided into the retarded chamber and the advanced chamber, as well as allows the phases of the intake camshaft and the exhaust camshaft to be continuously changed.

Page 90

MIVEC (Mitsubishi Innovative Valve Timing Electronic Control System)

Phase Angle Detection

MULTIPORT FUEL SYSTEM (MFI)

13A-41

Crankshaft position sensor signal

Intake camshaft position sensor signal

Exhaust camshaft position sensor signal

<No. 2 TDC>

<No.1 TDC> <No. 3 TDC> <No. 4 TDC> <No. 2 TDC>

: phase angle

AK604625

Page 91

13A-42

MIVEC (Mitsubishi Innovative Valve Timing Electronic Control System)

MULTIPORT FUEL SYSTEM (MFI)

The detected phase angle is calculated using the cam position sensor signal.

Valve lift amountValve lift amount

Exhaust valve

High torque

Intake valve

Initial position

Exhaust valve

Crank angle Crank angle

High output

Intake valve (initial position)

High load range at low and middle speeds

Load

Middle load range

Low load range at low speed

Engine speed

Valve lift amount Valve lift amount

Exhaust valve (initial position: most advance)

Low-fuel consumption

Intake valve (initial position: most retard)

Exhaust valve

High load range at high speed

Low-fuel consumption

Intake valve

Initial position

Overlap: nothing <Except for California> small <California>

Crank angle Crank angle

Overlap: large

AK604129

Page 92

MULTIPORT FUEL SYSTEM (MFI)

MIVEC (Mitsubishi Innovative Valve Timing Electronic Control System)

Operation condition Valve timing Operation Effectiveness

Within range of low speed and low load at idle

TDC

Overlap: nothing

Exhaust valve (initial position)

BDC

Overlap: small

Exhaust valve (initial position)

TDC

Intake valve (initial position)

Overlap is decreased and amount of exhaust gas flowing back into intake port is limited.

Idle speed stable

13A-43

BDC

AK604130 AB

Page 93

13A-44

MIVEC (Mitsubishi Innovative Valve Timing Electronic Control System)

MULTIPORT FUEL SYSTEM (MFI)

Operation condition Valve timing Operation Effectiveness

Within range of low speed and high load at acceleration

TDC

Intake valve

Exhaust valve

Advancing closing timing of intake valve allows amount of intake air flowing back into intake port to be limited as well as allows

Low and middle speed torques improved

volumetric efficiency to be improved, resulting in low and middle speed torques improved.

BDC

Open

AK604131

Within range of middle speed and middle load

Within range of high speed and high load

Overlap: large

Exhaust valve

TDC

BDC

TDC

Open

Intake valve

AK604132

Intake valve

Increasing overlap amount allows pumping loss to be decreased. Retarding opening timing of exhaust valve allows burned gas to work sufficiently and allows cycle efficiency to be improved, resulting in higher expansion ratio.

Retarding closing timing of intake valve in accordance with engine speed allows valve timing to be controlled according to inertia force of intake air and allows volumetric efficiency to be improved.

Fuel economy improved

Output improved

BDC

AK604133

Page 94

MULTIPORT FUEL SYSTEM (MFI)

MULTIPORT FUEL INJECTION (MFI) RELAY CONTROL

13A-45

MULTIPORT FUEL INJECTION (MFI) RELAY CONTROL

M2132006000173

Battery

LOCK

MFI relay

To each sensor and actuator

OFF

Ignition switch

ETACS-ECU

IG1

ACC

IG2

Powe r supply

MFI relay control Ignition switch-IG

When the ignition switch-IG "ON" signal is input, ECM turns ON the power transistor for control of the MFI relay. As a result, current flows through the MFI relay's coil, the relay switch turns ON and power is supplied to each sensor and actuator. Also, when ignition switch-IG "OFF" signal is input, ECM per

forms the following controls and then turns OFF the power transistor for control of MFI relay.

Battery back up

• Throttle valve initializing control

ECM

AK604134AB

Page 95

13A-46

MULTIPORT FUEL SYSTEM (MFI)

FUEL PUMP RELAY CONTROL

ETACS

-ECU

Battery

MFI relay

OFF

FUEL PUMP RELAY CONTROL

To ECM

IG1

IG2

LOCK

ACC

Ignition switch

Fuel pump relay

M2132006500208

Fuel pump

ECM

Fuel pump relay control

When current flows through the fuel pump relay, the relay turns ON and the fuel pump is driven. The fuel pump relay is built into the ETACS-ECU. When the ignition switch-ST signal is input, ECM turns ON the power transistor for control of the fuel pump relay. As

Ignition switch-ST

Crankshaft position sensor

AK604135

a result, power is supplied to the fuel pump. Also, if engine speed falls below a set value, the fuel pump relay is turned OFF. Thus, it deals with sudden stop pages such as engine stalling etc. by stopping the pump.

Page 96

MULTIPORT FUEL SYSTEM (MFI)

STARTER RELAY CONTROL

13A-47

<M/T>

ETACS

-ECU

Ignition switch-ST

STARTER RELAY CONTROL

Clutch interlock switch

Starter relay

OFF

M2132025500092

Battery

Engine-ECU

Starter relay control

OFF

Starter

AK604136

Page 97

13A-48

<CVT>

MULTIPORT FUEL SYSTEM (MFI)

STARTER RELAY CONTROL

ETACS

-ECU

Ignition switch-ST

Transmission range switch

Starter relay

Battery

OFF

Engine-ECU

Starter relay control

When the ignition switch-ST signal is input, ECM turns ON the power transistor for control of the starter relay.

OFF

Starter

AK604137

Page 98

MULTIPORT FUEL SYSTEM (MFI)

HEATED OXYGEN SENSOR HEATER CONTROL

13A-49

HEATED OXYGEN SENSOR HEATER CONTROL

Heated oxygen sensor heater

MFI relay

Battery

When exhaust gas temperature is low, the heated oxygen sensor response is dull. So, response is improved by raising the sensor temperature by pass ing current through the heater at a low exhaust gas temperature, such as in the immediate aftermath of the engine start, or during the warm up operation and

M2132007000206

ECM

Engine coolant temperature sensor

AK602241AD

in cutting the fuel during deceleration. Based on driv ing conditions and the heated oxygen sensor activa-

tion state, ECM changes the amount of current (duty ratio) to the heater to quicken the activation of the heated oxygen sensor.

Page 99

13A-50

MULTIPORT FUEL SYSTEM (MFI)

A/C COMPRESSOR RELAY CONTROL

Battery

A/C compressor relay

M2132034500120

OFF

A/C refrigerant

OFF ON

A/C compressor assembly

temperature switch

A/C compressor clutch

The ECM turns on the power transistor when the A/C switch ON signal is input by the A/C-ECU through the CAN. This allows the A/C compressor relay to be ON and to be operated. During the high load opera

tion, such as the acceleration with the fully opened accelerator, the ECM secures the acceleration capa bility by turning off the A/C compressor relay for the specified period to produce no load on the A/C com pressor.

A/C compressor relay control

ECM

A/C switch (CAN)

AK604138

Page 100

MULTIPORT FUEL SYSTEM (MFI)

GENERATOR CONTROL

13A-51

GENERATOR CONTROL

Engine coolant temperature sensor

Crankshaft position sensor

ECM

A/C switch (CAN)

Ignition switch-ST

During engine idle operation, ECM controls duty of conduction between generator G terminal and ground. (G terminal duty is controlled to be the same as ON duty of the power transistor inside the voltage regulator). If headlights etc. are turned on while engine is idling, the consumed current increases suddenly, but by gradually increasing the generator

M2132025000172

Generator G terminal

Generator FR terminal

Generator

AK602242AD

G terminal OFF duty, ECM restricts sudden increase in generator's output current and output current is increased only gradually. (Battery current is supplied to the headlamp etc. till generator produces sufficient current.) Thus, ECM prevents change in idle speed due to sudden increase of engine load.