NEW COLT 13AMultipointFuelInjection

13A-1
GROUP 13A
CONTENTS
GENERAL INFORMATION . . . . . . . . 13A-2 POWER SUPPLY CONTROL. . . . . . . 13A-39
CONTROL SYSTEM . . . . . . . . . . . . . 13A-7 FUEL PUMP RELAY CONTROL . . . . 13A-40
SENSOR. . . . . . . . . . . . . . . . . . . . . . . 13A-8 OXYGEN SENSOR HEATER CONTROL

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13A-41
ACTUATOR . . . . . . . . . . . . . . . . . . . . 13A-14
A/C COMPRESSOR CONTROL. . . . . 13A-42
FUEL INJECTION CONTROL . . . . . . 13A-15
ALTERNATOR CONTROL . . . . . . . . . 13A-43
THROTTLE VALVE OPENING ANGLE
CONTROL . . . . . . . . . . . . . . . . . . . . . 13A-23 STARTER RELAY CONTROL . . . . . . 13A-44
IGNITION TIMING AND DISTRIBUTION CONTROLLER AREA NETWORK (CAN)

CONTROL . . . . . . . . . . . . . . . . . . . . . 13A-25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13A-44
MIVEC (Mitsubishi Innovative Valve timing DIAGNOSIS SYSTEM. . . . . . . . . . . . . 13A-45

Electronic Control system) . . . . . . . 13A-31
13A-2 MULTIPOINT FUEL INJECTION (MPI)
GENERAL INFORMATION
GENERAL INFORMATION
M2132000100428
The engine control system consists of sensors that engine-ECU or engine-A-M/T-ECU effects fuel injec-
detect the conditions of the engine and the actuators tion control, idle speed control, ignition timing control,
that operate under the control of the engine-ECU or and fuel pump control. In addition, the engine-ECU
engine automated manual transmission electronic or engine-A-M/T-ECU contains a self-diagnosis sys-
control unit (engine-A-M/T-ECU), which calculates tem to facilitate the diagnosis of malfunctions in the
and determines the engine control contents based major sensors and actuators.
on the signals provided by the sensors. The
MULTIPOINT FUEL INJECTION (MPI) 13A-3
GENERAL INFORMATION
System Block Diagram
Manifold absolute pressure No. 1 injector

sensor Engine-ECU or engine-A-M/T-ECU
No. 2 injector
Intake air temperature sensor
[1] Fuel injection control
No. 3 injector
Engine coolant temperature
sensor
[2] Throttle valve opening control No. 4 injector <135 engine>
Accelerator pedal position and idle speed control
sensor (main)
No. 1 ignition coil
[3] Ignition timing control
Throttle position sensor (sub)
No. 2 ignition coil
[4] MIVEC (Mitsubushi Innovative
Crank angle sensor Valve timing Electronic Control
system) No. 3 ignition coil
Camshaft position sensor [5] Power supply control

(Power supply to sensor, No. 4 ignition coil <135 engine>
actuator)
Detonation sensor Engine control relay
[6] Fuel pump relay control
Oxygen sensor (front) Starter relay

[7] Oxygen sensor heater
control Fuel pump relay
Oxygen sensor (rear)
Throttle valve control servo

[8] A/C compressor control relay
Ignition switch-IG
Oxygen sensor heater (front)

Ignition switch-ST [10] Alternator control
Oxygen sensor heater (rear)
Power supply
[11] Starter relay control
A/C compressor
Alternator FR terminal
[12] Purge control Oil control valve (for MIVEC)
Throttle valve contorol servo
power supply Purge control solenoid valve
[11] Diagnostic output
Throttle position sensor (main) Alternator G terminal
Accelerator pedal position [12] RAM data transmission Throttle valve control servo
sensor (sub) (DC motor)
AK304661 AB
GENERAL INFORMATION
Control System Diagram
1 Oxygen sensor (rear) Power supply Engine- 1 Oil control valve Engine control relay
2 Oxygen sensor (front) Ignition switch-IG ECU 2 Injector Fuel pump relay
3 Crank angle sensor Ignition switch-ST or engine- 3 Throttle valve Throttle valve
A-M/T-
4 Camshaft position Oil pressure switch ECU control servo control servo relay
sensor Alternator FR 4 Purge control Starter relay
5 Detonation sensor terminal solenoid valve Ignition coil
6 Engine coolant Accelerator pedal Alternator G terminal
temperature sensor position sensor Oxygen sensor heater
7 Manifold absolute (main)
A/C compressor
pressure sensor Accelerator pedal
8 Intake air temperature position sensor
sensor (sub)
9 Throttle position
sensor (main)
10 Throttle position
sensor (sub)
9 Throttle position sensor (main)

8 Intake air temperature 10 Throttle position sensor (sub)
sensor
3 Throttle valve
control servo
7 Manifold absolute
pressure sensor Air
1 Oil control valve From fuel

pump
4 Camshaft
position sensor
2 Injector Canister
6 Engine coolant
temperature sensor
4 Purge control
1 Oxygen sensor (rear) 5 Detonation sensor solenoid valve
3 Crank angle sensor
Catalytic
converter 2 Oxygen sensor (front)
AK304662 AB
List of Components and Functions

Name Function
ECU Engine-ECU or Effects control to actuate the actuators in accordance with the driving
engine-A-M/T-ECU conditions, based the signals input by the sensors.
GENERAL INFORMATION
Name Function
Sensors Ignition switch-IG Detects the ignition switch-IG ON/OFF signals. The engine-ECU or
engine-A-M/T-ECU turns the engine control relay ON/OFF in
accordance with these signals.
Ignition switch-ST Detects that the engine is cranking. Based on this signal, the
engine-ECU or engine-A-M/T-ECU effects fuel injection and ignition
timing control that are suited for starting the engine.
Manifold absolute Contains a piezoelectric resistor semiconductor pressure sensor to
pressure sensor detect the pressure in the intake manifold. The engine-ECU or
engine-A-M/T-ECU uses the voltage that is output by this sensor to
calculate the ignition timing. Furthermore, it estimates the
atmospheric pressure when the ignition switch is ON (with the engine
stopped) and the throttle is fully open.
Oxygen sensors (front Consisting of zirconia and platinum electrodes, these sensors detect
and rear) the oxygen concentration in the exhaust gases. The engine-ECU or
engine-A-M/T-ECU effects air-fuel ratio feedback control based on
the oxygen sensor (front) output signals. In addition, it uses the
signals output by the oxygen sensor (rear) to correct the deviations in
the output signals resulting from the deterioration of the oxygen
sensor (front).
Intake air temperature Contains a thermistor to detect the intake air temperature. Based on
sensor the voltage that is output by this sensor, the engine-ECU or
engine-A-M/T-ECU corrects the fuel injection volume to suit the intake
air temperature.
Engine coolant Contains a thermistor to detect the engine coolant temperature. The
temperature sensor engine-ECU or engine-A-M/T-ECU determines the warm-up condition
of the engine based on the signals output by this sensor, and controls
the fuel injection volume, idle speed, and ignition timing.
Throttle position sensors Detect the position of the throttle valve and input it into the
(main and sub) engine-ECU or engine-A-M/T-ECU. Based on the voltage output by
these sensors, the engine-ECU or engine-A-M/T-ECU effects
feedback control for the throttle valve position.
Accelerator pedal Detect the position of the accelerator pedal and input it into the
position sensors (main engine-ECU or engine-A-M/T-ECU. Based on the voltage output by
and sub) these sensors, the engine-ECU or engine-A-M/T-ECU injects fuel in
accordance with the accelerator pedal position and effects throttle
valve position control.
Camshaft position Contains a magnetic resistance element to detect the position of the
sensor camshaft. The engine-ECU or engine-A-M/T-ECU detects the
compression top-dead-centre (TDC) of each cylinder based on the
combination of the signals from this sensor and the crank angle
sensor.
Crank angle sensor Contains a magnetic resistance element to detect the crank angle.
Based on this signal, the engine-ECU or engine-A-M/T-ECU controls
the injectors.
Detonation sensor Contains a piezoelectric element to detect the vibration of the cylinder
block during knocking. In accordance with the signals provided by this
sensor, the engine-ECU or engine-A-M/T-ECU retards the ignition
timing in accordance with the extent of the knocking.
Alternator FR terminal Detects the energizing duty cycle ratio at the alternator field coil.
GENERAL INFORMATION
Name Function
Actuators Engine control relay In accordance with the signals provided by the engine-ECU or
engine-A-M/T-ECU, this relay controls the power supply for the
engine-ECU or engine-A-M/T-ECU, crank angle sensor, camshaft
position sensor, and injectors.
Throttle valve control Turns the power supply circuit in the engine-ECU or
servo relay engine-A-M/T-ECU for actuating the throttle valve control servo
ON/OFF.
Starter relay Controls the power supply for the starter S terminal circuit.
Injectors Inject fuel in accordance with the actuation signals provided by the
engine-ECU or engine-A-M/T-ECU.
Ignition coil (integrated Interrupts the primary current of the ignition coil in accordance with
in power transistor) the ignition signal provided by the engine-ECU or engine-A-M/T-ECU,
in order to generate high voltage for ignition.
Fuel pump relay Controls the actuation of the fuel pump.
Throttle valve control Controls the position of the throttle valve in accordance with the
servo signals provided by the engine-ECU or engine-A-M/T-ECU.
Oil control valve The signals from the engine-ECU or engine-A-M/T-ECU actuate the
oil control valve, which controls the valve timing.
Oxygen sensor heater Controls the current applied to the oxygen sensor heater circuit in
accordance with the signals from the engine-ECU or
engine-A-M/T-ECU.
Purge control solenoid In accordance with the signals provided by the engine-ECU or
valve engine-A-M/T-ECU, this valve controls the volume of the purge air
that enters the surge tank.
Alternator G terminal In accordance with the signals provided by the engine-ECU or
engine-A-M/T-ECU, this terminal controls the amount of current
generated by the alternator.
A/C compressor Actuates the A/C compressor in accordance with the signals provided
by the A/C-ECU via Controller Area Network (CAN) communication.
CONTROL SYSTEM
CONTROL SYSTEM
M2132000500028
Engine-ECU or Engine-A-M/T-ECU
Engine-ECU or engine-A-M/T-ECU
Microprocessor
Input Input Output Output

sensor interface interface actuator
EEP
RAM ROM ROM
AK305521AB
In accordance with the data input by the sensors, the It has adopted a rewritable flash-memory ROM in
engine-ECU or engine-A-M/T-ECU determines (cal- which the control data can be changed or corrected
culates) optimal control and actuates the output actu- through the use of a special tool. In addition, it has
ators to suit the constantly changing driving adopted an electrically erasable programmable read
conditions. only memory (EEP ROM) so that the learned correc-
The engine-ECU or engine-A-M/T-ECU consists of a tion data will not be deleted even if the battery is dis-
32-bit microprocessor, random access memory connected.
(RAM), read only memory (ROM), and input-output Furthermore, the engine-A-M/T-ECU that is used on
(I/O interface). the automated manual transmission vehicles effects
integrated control of the engine and the transmis-
sion.
ECU Connector Input / Output Pin Arrangement

Engine-ECU or engine-A-M/T-ECU Connector
A-08 A-09
1 2 7 8 9 10 11 1213 14 15 16 17 18 19 20 21 71 72 77 78 79 80 8182 83 8485 86 8788 89 90 91

22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 92 93 94 95 9697 98 99100101102103104105106
3 4 L 73 74 R
37 38 39 40 4142 43 4445 46 4748 49 5051 107 108 109 110111112113114115116117118119120121
5 6 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 75 76 122 123 124 125126127128129130131132133134135136
AK304702 AB
7 Throttle valve control servo (+) 56 Intake air temperature sensor

8 No. 1 injector 75 Ground
9 No. 2 injector 76 Ground
10 No. 1 ignition coil 77 Power supply
12 Camshaft position sensor 78 Throttle valve control servo power supply
13 Crank angle sensor 79 Oxygen sensor heater (front)
SENSOR
14 Engine coolant temperature sensor 80 Ignition switch-ST

15 Throttle position sensor (main) 81 Fuel pump relay
16 Throttle position sensor (sub) 82 Backup power supply
17 Manifold absolute pressure sensor 83 Accelerator pedal position sensor (main)
20 Detonation sensor (+) 84 Accelerator pedal position sensor (main)
ground
21 Detonation sensor (−) 85 Accelerator pedal position sensor (main)
power supply
22 Throttle valve control servo (−) 86 Accelerator pedal position sensor (sub) power
supply
23 No. 3 injector 87 Accelerator pedal position sensor (sub)
ground
24 No. 4 injector <135 engine> 88 Accelerator pedal position sensor (sub)
25 No. 2 ignition coil 92 Power supply
27 Camshaft position sensor ground 93 Throttle valve control servo ground
28 Crank angle sensor ground 94 Oxygen sensor heater (rear)
29 Engine coolant temperature sensor ground 97 Oxygen sensor (front)
30 Throttle position sensor ground 98 Oxygen sensor (front) ground
31 Throttle position sensor power supply 99 Oxygen sensor (rear) ground
32 Manifold absolute pressure sensor power 100 Oxygen sensor (rear)
supply
33 Manifold absolute pressure sensor ground 105 CAN Hi
38 Purge control solenoid valve 106 CAN Lo
39 A/C compressor 107 Engine control relay
40 No. 3 ignition coil 108 Throttle valve control servo ground
50 Oil pressure switch 122 Ignition switch-IG
52 Oil control valve 123 Throttle valve control servo relay
53 Alternator G terminal 125 Starter relay
54 Alternator FR terminal 136 Flash EEP ROM data rewriting power supply
55 No. 4 ignition coil <135 engine>
SENSOR
M2132001000219
MANIFOLD ABSOLUTE PRESSURE
(MAP) SENSOR
AK305246
SENSOR
The manifold absolute pressure (MAP) sensor, which

Output voltage
is mounted on the intake manifold, inputs a voltage
that corresponds to the intake manifold pressure into
the engine-ECU or engine-A-M/T-ECU.
The engine-ECU or engine-A-M/T-ECU calculates
and determines the basic fuel injection duration
based on this output voltage and the engine speed.
Furthermore, it converts the voltage that is output by
the sensor when ignition switch is ON (with the
engine stopped) and the throttle fully open into
atmospheric pressure and uses this value for various
Intake air temperature
types of calculations. AK305303AB
The diagram describes the characteristics of this

Output voltage
sensor.
ENGINE COOLANT TEMPERATURE SEN-

SOR
Intake manifold pressure
AK305302 AB Heat sensor

(with built-in thermistor)
sensor. AK305690AB
The engine coolant temperature sensor, which is

INTAKE AIR TEMPERATURE SENSOR mounted on the cylinder head, detects the tempera-
ture of the engine coolant through the changes in the
resistance of its thermistor.
The engine-ECU or engine-A-M/T-ECU appropriately
controls the fuel injection volume, idle speed, and the
ignition timing when the engine is cold, in accord-
ance with this output voltage.
Output voltage
Sensing part of
intake air temperature sensor AK305246 AB
The intake air temperature sensor, which is built into

the manifold absolute pressure (MAP) sensor,
detects the intake air temperature through the
changes in the resistance of its thermistor.
The engine-ECU or engine-A-M/T-ECU detects the
intake air temperature based on this output voltage
and corrects the fuel injection volume to suit the Engine coolant temperature
AK305303AC
intake air temperature.
sensor.
SENSOR
THROTTLE POSITION SENSOR (TPS) The throttle position sensor consists of a permanent
magnet that is mounted on the throttle shaft, a Hall
IC that outputs a voltage in accordance with the mag-
Throttle valve Throttle body netic flux density, and a stator that effectively guides
Throttle the magnetic flux from the permanent magnet to the
position Hall IC.
sensor
N N
Fully
closed
S S
AK304667AB
The throttle position sensor, which is built into the

S
throttle body, inputs a voltage that corresponds to the
rotational angle of the throttle shaft into the Hall IC
engine-ECU or engine-A-M/T-ECU. N S
The TPS has two output systems: TPS (main) and

TPS (sub). When the throttle valve rotates, the out-
put voltages of the TPS (main) and TPS (sub) Fully N S
change, enabling the engine-ECU or opened
engine-A-M/T-ECU to detect the extent of the open-
ing of the throttle valve.
Based on these output voltages, the engine-ECU or N S
engine-A-M/T-ECU controls the throttle valve control : Magnet flux
AK201532 AD
servo in order to attain the target opening at the
throttle valve. When the throttle valve is fully closed, the density of
Furthermore, the engine-ECU or engine-A-M/T-ECU the magnetic flux that passes through the Hall IC is
monitors the TPS for malfunctions by comparing the the lowest.
voltages that are output by the TPS (main) and the When the throttle valve is fully open, the density of
TPS (sub). the magnetic flux that passes through the Hall IC is
Based on this signal, the engine-ECU or the highest.
engine-A-M/T-ECU effects feedback control on the Output voltage (V)
throttle valve control servo. The throttle position sen-
4.65
sor is a non-contact type that uses a Hall IC to 4.5
Sub output
ensure reliability.
2.5
Construction and System
Main output
Throttle shaft 0.5
0.35
Magnet 0 (Fully closed) (Fully opened)
Stator Throttle valve operating angle
AK304641AB
To
engine- The diagram describes the relationship between the
ECU or extent of the opening of the throttle and the output
engine-
A-M/T-ECU voltage.
Yoke
Hall IC Fixed to the motor
cover
AK305746 AB
SENSOR
ACCELERATOR POSITION SENSOR OXYGEN SENSOR

(APS)
Sensor power supply (sub)
Sensor power
supply (main)
Sensor output
(main)
Sensor ground
(main)
Sensor ground
(sub) Sensor output (sub)
AK305301
AK305464AB
The oxygen sensors are mounted in upstream and
Output voltage (V)
downstream of the catalytic converter. Each sensor
has a built-in heater for accelerating the activation of
4.65 the sensor. This feature enables the system to effect
Main output air-fuel ratio feedback control in a short time, immedi-
ately after the engine has been started.
2.325
Electromotive force [V]
1 0.8 Stoichiometric
0.5 Sub output air-fuel ratio
0 (Fully closed) (Fully opened)
Accelerator pedal stroke
Rich Lean
AK304640 AB
The accelerator position sensor, which is a variable

resistor that rotates in unison with the movement of
the accelerator pedal, detects the amount of pedal 14 15 16
Air-fuel ratio
effort applied to the accelerator. The APS is mounted AK305462 AB
on the accelerator pedal arm. This sensor utilizes the principle of the solid-electro-
The APS has two output systems: APS (main) and lyte oxygen concentration cell, which has a charac-
APS (sub). The voltages output by the APS (main) teristic of suddenly changing its output voltage in the
and the APS (sub) (which change in accordance with vicinity of the stoichiometric air-fuel ratio.
the amount of pedal effort applied to the accelerator) This characteristic is utilized by the sensor to detect
enable the engine-ECU or engine-A-M/T-ECU to the oxygen concentration in the exhaust gases, and
detect the amount of pedal effort applied to the feed back this data to the engine-ECU or
accelerator. engine-A-M/T-ECU. Thus, the engine-ECU or
The engine-ECU or engine-A-M/T-ECU uses the out- engine-A-M/T-ECU determines whether the air-fuel
put voltage of the APS (main) for calculating the tar- ratio is richer or leaner than the stoichiometric air-fuel
get throttle opening and fuel injection volume. ratio.
Furthermore, the engine-ECU or engine-A-M/T-ECU
monitors the APS for malfunctions by comparing the Reduction rate [%]
voltages output by the APS (main) and the APS 100
(sub).
HC
50
NOx
CO
0
Stoichiometric air-fuel ratio AK305463 AB
SENSOR
Thus, the system effects feedback control in order to The sensing ring contains vanes (134 engine: 32
achieve the stoichiometric air-fuel ratio in which the vanes, 135 engine: 33 vanes), and the sensing unit
reduction rate of the three-way catalyst is at the opti- portion of the crank angle sensor has a built-in mag-
mal level. netic resistance element and a magnet to detect the
travel of the vanes.
CRANK ANGLE SENSOR
Crankshaft sensing ring
Magnetic flux
Vane
S N
Magnetic resistance element
Crankshaft sensiing ring

Crank angle Cylinder block
sensor
Magnetic flux
Missing teeth
S N
Crankshaft Vane
sensing ring
Magnetic resistance element

AK305465AB AK305509 AB
The crank angle sensor detects the crank angle for As the sensing ring rotates, the vanes of the sensing
each cylinder. ring pass in front of the crank angle sensor (sensing
Based on the pulse signals that are output by the unit).
crank angle sensor, the engine-ECU or When a vane is in front of the sensing unit, the mag-
engine-A-M/T-ECU identifies the cylinders, and cal- netic flux that is output by the magnet passes
culates the engine speed and the air intake volume through the magnetic resistance element, thus
per stroke. Thus, the engine-ECU or increasing the resistance.
engine-A-M/T-ECU calculates the fuel injection vol- When there is no vane in front of the sensing unit,
ume, fuel injection timing, and the ignition timing. the magnetic flux that is output by the magnet does
The crank angle sensor consists of a crankshaft not pass through the magnetic resistance element,
sensing ring that is mounted on the crankshaft and a thus decreasing the resistance.
crank angle sensor (sensing unit) that is mounted on The crank angle sensor outputs the changes in
the cylinder block. resistance in the magnetic resistance element by
converting them into 5 V pulse signals.
SENSOR
CAMSHAFT POSITION SENSOR DETONATION SENSOR

Camshaft
position sensor
Cylinder head
Detonation sensor
AK305304 AB
The detonation sensor is mounted at a position in

Camshaft which it can accurately detect the knocking that
position sensor
occurs in the cylinders. It detects the vibration of the
cylinder block caused by knocking and outputs a
voltage that is proportionate to the extent of the
Camshaft knocking.
position sensing ring The vibration frequency of the cylinder block caused
by knocking is predetermined for each engine. The
AK305466 AB
engine-ECU or engine-A-M/T-ECU passes the vibra-
tion frequency through a frequency filter in order to
The camshaft position sensor is used for identifying detect only the knocking, and retards the ignition tim-
the cylinders jointly with the crank angle sensor. ing in accordance with the extent of knocking.
The camshaft position sensor consists of a sensing
ring that is mounted on the rear end of the intake IGNITION SWITCH-IG
camshaft, and a camshaft position sensor (sensing
This signal detects the ON/OFF condition of the igni-
unit) that is mounted on the rear end of the cylinder
tion switch (IG1).
head.
When this signal is input, the engine-ECU or
The engine-ECU or engine-A-M/T-ECU identifies the
engine-A-M/T-ECU energizes the control relay coil
cylinders by comparing the pulse signals output by
and supplies power to the injectors, manifold abso-
the crank angle sensor and the pulse signals output
lute pressure sensor, throttle valve control servo, and
by the camshaft position sensor. As a result, the
the crank angle sensor.
engine-ECU or engine-A-M/T-ECU determines the
fuel injection cylinder and ignition cylinder.
The construction of the camshaft position sensor is
IGNITION SWITCH-ST (STARTING SIG-
basically the same as that of the crank angle sensor. NAL)
This signal detects that the engine is cranking.
Based on this signal, the engine-ECU or
engine-A-M/T-ECU controls the fuel injection, throttle
valve control servo, and the ignition timing to suit the
starting conditions.
ACTUATOR
ACTUATOR
M2132002000126
INJECTOR The engine-ECU or engine-A-M/T-ECU controls the
ignition timing in accordance with the signals pro-
vided by the crank angle sensor and the manifold
Injector absolute pressure sensor.
An ignition coil, which is the plug-on type with a
built-in power transistor, is provided for each cylinder,
thus constituting an independent injection system.
This system enables the ignition energy generated
by the ignition coil to be supplied efficiently to the
spark plug.
AK305289 AC THROTTLE VALVE CONTROL SERVO

The injectors inject fuel in accordance with the actua-
tion signals provided by the engine-ECU or
Throttle valve Throttle body
engine-A-M/T-ECU. The fuel injection volume is con-
trolled by the engine-ECU or engine-A-M/T-ECU in
accordance with the signals provided by the crank
angle sensor and the manifold absolute pressure
sensor. One injector is provided for each cylinder,
and the injectors are mounted on the cylinder head.
The delivery pipes deliver fuel to the injectors.
The nozzle of an injector contains 8 injection orifices DC motor
that enable the injector to inject atomize fuel towards
AK304667AC
the two intake valves that are provided for each cylin-
der. This improves combustion efficiency and The throttle valve control servo, which is built into the
reduces the amount of HC (hydrocarbon) emissions throttle body, opens and closes the throttle valve in
when the engine is cold. accordance with the signals provided by the
engine-ECU or engine-A-M/T-ECU. The engine-ECU
IGNITION COIL or engine-A-M/T-ECU determines the extent of the
opening of the throttle valve in accordance with the
signals provided by the crank angle sensor and the
accelerator pedal position sensor, and controls the
direction of current applied to the motor and its
amperage.
Ignition coil The throttle valve control servo has adopted a highly
responsive and energy efficient DC motor that uses
small brushes.
The throttle valve holds its predetermined position
when no current is applied to the throttle valve con-
AK305290 AB trol servo. Thus, even if the current is disrupted due
The ignition coils generate high voltage that is to a system malfunction, this system ensures the
required for igniting the spark plugs in accordance vehicle to be driven at a minimum level.
with the ignition signals provided by the engine-ECU
or engine-A-M/T-ECU.
FUEL INJECTION CONTROL
OIL CONTROL VALVE
Oil control vale Spool valve movement

Spool valve
Advance Retard
chamber chamber
Engine
Spring oil
Plunger
Drain Drain Coil
AK305488
AK305488AB
The oil control valve, which is a solenoid valve that • Timing Retard
operates under duty cycle control, is mounted on the The engine-ECU or engine-A-M/T-ECU decreases
cylinder head. The duty cycle signals from the the ON duty cycle ratio to move the spool valve in
engine-ECU or engine-A-M/T-ECU cause the spool the retard direction, thus increasing the amount
valve in the oil control valve to move in order to con- of engine oil that flows into the retard chamber.
trol the hydraulic pressure in the V.V.T. (Variable This causes the V.V.T. sprocket to move in the
Valve Timing) sprocket. retard direction.
The movement of the spool valve causes the engine • Holding
oil from the cylinder block to be supplied to the When the actual phase of the intake camshaft
advance chamber or the retard chamber at the V.V.T. reaches the target phase, the engine-ECU or
sprocket, thus continuously changing the phase of engine-A-M/T-ECU outputs an intermediate ON
the intake camshaft. duty cycle ratio (holding duty cycle) in order to fix
The engine-ECU or engine-A-M/T-ECU controls the the spool valve in its intermediate position. This
oil control valve in accordance with the signals pro- closes all the oil passages and establishes equi-
vided by the crank angle sensor and the manifold librium in terms of the actual and target phases of
absolute pressure sensor. the engine oil volume in the advance and retard
• Timing Advance chambers, thus holding the phase of the intake
The engine-ECU or engine-A-M/T-ECU increases camshaft.
the ON duty cycle ratio to move the spool valve in
the advance direction, thus increasing the
amount of engine oil that flows into the advance
chamber. This causes the V.V.T. sprocket to
move in the advance direction.

M2132003000345
This system controls the fuel injection volume in injection for every two revolutions of the engine. The
order to achieve an optimal air-fuel ratio to suit the injection duration (injector actuation duration) is the
constantly changing operating conditions of the sum of the basic actuation duration (which is deter-
engine. Basically, the fuel injection volume is determined by the intake air volume of the cylinders) and
mined by the injection frequency in accordance with a correction duration (which is determined by the
the engine speed and the injection duration in conditions such as the intake air temperature and the
accordance with the intake air volume. Fuel is engine coolant temperature).
injected into individual cylinders at the rate of one
System Configuration Diagram
Manifold absolute pressure

sensor
Inteke air temperature sensor
From fuel Engine coolant temperature

pump sensor
Injector Throttle position sensor
Engine-ECU (main, sub)
or
engine- Accelerator pedal position sensor
A-M/T-ECU (main, sub)
Detonation sensor
Camshaft position sensor
Crank angle sensor

Ignition switch-ST
Catalytic Oxygen sensor (front, rear)

converter
AK304663AB
Control Block Diagram
Manifold absolute Crank angle sensor Engine coolant Intake air temperature
pressure (MAP) sensor temperature sensor sensor Various sensors
Reading input signals
Driving mode
Determining driving modes judgment data
Basic valve opening

Setting injector Setting basic injector duration data
actuation timing actuation duration
Data for correction
coefficient, such as
Injector actuation intake air temperature,
duration correction engine coolant
temperature sensor
Injector actuation
duration correction
Injector
AK305467 AB
INJECTOR ACTUATION (FUEL INJEC-

TION) TIMING
The multi-point injection (MPI) system controls the
actuation timing of the injectors in accordance with
the driving conditions, as follows:
FUEL INJECTION DURING CRANKING
<134 engine>
<No. 1 TDC> <No. 3 TDC> <No. 2 TDC>

Crank angle H
sensor signal
L
Fuel injection Fuel injection Fuel injection
Cylinder stroke Exhaust
No. 1 Cylinder Comression Combustion Exhaust Intake Exhaust

No. 3 Cylinder Intake Compression Combustion
No. 2 Cylinder Combustion Exhaust Intake Compression
Combustion
AK305240AB
<135 engine>
<No. 2 TDC> <No. 1 TDC> <No. 3 TDC> <No. 4 TDC> <No. 2 TDC>
Crank angle H
sensor signal L
Fuel injection Fuel injection Fuel injection Fuel injection Fuel injection
Cylinder stroke
No. 1 Cylinder Compression Combustion Exhaust Intake
No. 3 Cylinder Intake Compression Combustion Exhaust
No. 4 Cylinder Exhaust Intake Compression Combustion
AK305291AB
While the engine is cranking, fuel is injected in sync

with the crank angle sensor signals.
FUEL INJECTION DURING NORMAL

DRIVING
<134 engine>

Crank angle H
sensor signal
L
Camshaft position H
sensor signal
L
Fuel injection
Fuel injection
Fuel injection
No. 1 Cylinder Comression Combustion Exhaust Intake
No. 3 Cylinder Intake Compression Combustion
Combustion
Exhaust
AK305242AB
<135 engine>
Crank angle H
sensor signal L
H
Camshaft position
sensor signal L
Fuel injection Fuel injection

Cylinder stroke
Fuel injection Fuel injection

AK305292AB
The injectors are actuated during the exhaust stroke injected sequentially to the cylinders (134 engine:
of the cylinders. The cylinders are identified through 1-3-2; 135 engine: 1-3-4-2). The injection of fuel to
a comparison of the pulse signals output by the the cylinders, which is timed optimally in accordance
crank angle sensor and the camshaft position sen- with the crank angle sensor signals, occurs once for
sor. Using this identification as a reference, fuel is every two revolutions of the crankshaft.
FUEL ENRICHMENT INJECTION DURING

ACCELERATION
<134 engine>

Crank angle H
sensor signal
L
Increase injection for acceleration
No. 1 Cylinder Comression Combustion Exhaust Intake Exhaust

No. 3 Cylinder Intake Combustion
Combustion
Compression
AK305241AB
<135 engine>
Crank angle H
sensor signal L
Increase injection for acceleration

Cylinder stroke
AK305293AB
During acceleration, a volume of fuel is injected in The basic actuation duration is determined by the
accordance with the extent of acceleration, in addi- manifold absolute pressure (MAP) sensor signals
tion to the fuel that is injected in sync with the crank (intake manifold pressure signals) and the crank
angle sensor signals. angle sensor signals (engine speed signals). An
actuation duration correction based on the signals
FUEL INJECTION VOLUME (INJECTOR provided by various signals is added to the basic
ACTUATION DURATION) CONTROL actuation duration in order to obtain an optimal injec-
The diagram below describes the calculation flow of tor actuation duration (fuel injection volume) that
the injector actuation duration. suits the driving conditions.
Fuel Injection Volume Control Block Diagram
Injector
Air-fuel ratio
correction Engine
Intake air Acceleration
(preset correction coolant Deadtime
temperature deceleration
value) temperature correction
Determining correction correction
correction
basic
actuation Oxygen sensor
duration feedback
Manifold absolute correction
pressure (MAP)
sensor
Crank angle sensor
Oxygen sensor
Engine coolant
temperature sensor
Intake air
temperature sensor
Battery voltage
AK305468AB
BASIC INJECTOR ACTUATION Because the fuel injection volume fluctuates due to
DURATION the pressure difference (injection fuel pressure)
between the manifold pressure and the fuel pressure
Fuel is injected into each cylinder at a rate of once
(constant), the basic actuation duration is obtained
every cycle. The fuel injection volume (injector actua-
by adding injection fuel pressure correction to the
tion duration) that attains the stoichiometric air-fuel
fuel injection volume that attains the stoichiometric
ratio in proportion to the intake air volume per cylin-
air-fuel ratio.
der per cycle is called the basic actuation duration.
Intake air volume per cylinder per cycle

Basic actuation duration Injection fuel pressure correction
Stoichiometric air-fuel ratio
AK305532
The engine-ECU or engine-A-M/T-ECU calculates

the intake air volume per cylinder per cycle in
accordance with the manifold absolute pressure
(MAP) sensor signals and the crank angle sensor
signals. At the time the engine is started, the map
value that is determined by the engine coolant tem-
perature signals is rendered as the basic actuation
duration.
Calculating the Intake Air Volume Per Cylinder

Per Cycle
The intake air volume (weight) per cycle of a 135
engine can be expressed by the formula indicated
below, provided that the average intake manifold
pressure (absolute value) and the cylinder pressure
at the completion of the intake stroke are equal.
P
Ga = V =V
RT
Ga : Intake air volume [kg/cycle] P : Average intake manifold pressure per cycle [kg/m3]
V : Stroke capacity [m ]
3
T : Intake air temperature [K]
: Specific weight of intake air [kg/m ]
3
R : Gas constant (29.27 for air) [kgm/kgK]
AK305533
Hence, supposing that the intake air temperature is a • Oxygen Sensor Feedback Correction
constant 25°C, the intake air volume per cycle of a During normal driving, the injector actuation duration
135 engine can be calculated by taking the average is corrected in accordance with the oxygen sen-
value of the intake manifold pressure from 33 pulses sor signals in order to attain the stoichiometric
of the crank angle sensor. air-fuel ratio in which the reduction rate of the
three-way catalyst is at the optimum level.
Intake manifold pressure [kPa] Operation
Reduction rate [%]

100
Correction
coefficient
HC
50
NOx
Engine speed [r/min]
AK305486 AE CO
However, the volume of air that is actually drawn into

the engine will be influenced by factors such as the 0
valve train or the intake air pulsations. Therefore, the Stoichiometric air-fuel ratio AK305463 AB
actual air volume will be less than the calculated air
Engine air-fuel ratio
volume at a given rate, in accordance with the
Lean Stoichiometric
engine speed and the intake manifold pressure. air-fuel ratio
Rich
For this reason, the calculated intake air volume is Oxygen
corrected by a map value, which has been predeter- sensor
electromotive
mined for the respective engine speed and intake force
manifold pressure, so that it will be equal to the High Comparative
actual intake air volume. Low voltage
Increase
Dividing the intake air volume after the correction into Fuel
four parts will yield the actual intake air volume per injection Decrease
volume AK305469AB
cylinder per cycle.
If the actual air-fuel ratio is richer than the stoichi-
INJECTOR ACTUATION DURATION ometric air-fuel ratio, the oxygen concentra-
CORRECTION tion in the exhaust gases is low. Therefore,
An oxygen sensor feedback correction or an air-fuel the oxygen sensor will input a high electromo-
ratio correction is made after the basic injector actua- tive force (rich signal) into the engine-ECU or
tion duration has been determined. engine-A-M/T-ECU.
When the engine-ECU or engine-A-M/T-ECU • Atmospheric Pressure Correction

receives a rich signal, it decreases the feed- As the intake air density changes with the changes in
back correction coefficient in order to the atmospheric pressure, the deviation in the
decrease the fuel injection volume. air-fuel ratio, which is caused by this difference in
Conversely, if the actual air-fuel ratio is leaner density, must be corrected. The atmospheric
than the stoichiometric air-fuel ratio, the oxy- pressure is estimated based on the voltage that is
gen concentration in the exhaust gases is output by the manifold absolute pressure (MAP)
high. Therefore, the oxygen sensor will input sensor with the ignition switch turned ON (engine
a low electromotive force (lean signal) into the stopped) and a wide-open-throttle.
engine-ECU or engine-A-M/T-ECU. • Engine Coolant Temperature Correction
When the engine-ECU or engine-A-M/T-ECU To ensure the proper drivability when the engine
receives a lean signal, it increases the feed- coolant temperature is low, a correction is made
back correction coefficient in order to increase to increase the fuel injection volume.
the fuel injection volume. • Intake Air Temperature Correction
The system continuously effects feedback control As the intake air density changes with the changes in
in this manner in order to attain the correct the intake air temperature, a correction is made in
stoichiometric air-fuel ratio. the deviation in the air-fuel ratio, which is caused
To ensure the proper driveability, this control will by this difference in temperature.
not be effected under the conditions given
• Acceleration and Deceleration Correction
below (instead, it will make an air-fuel ratio
A correction is made in accordance with the changes
correction).
in the intake air volume in order to ensure the
• Starting the engine
proper driveability during sudden acceleration or
• Sudden acceleration or deceleration
deceleration.
• High-speed operation
• Dead Time Correction
• Cold engine
• High-load operation ON
• Oxygen sensor inactive
• Oxygen Sensor Deterioration Correction Dead Valve opening
OFF time duration
The performance of the oxygen sensor (front), which Actuation
is installed upstream of the catalytic converter, signal Open
deteriorates gradually with the prolonged use of
the vehicle or the increase in its mileage.
However, the performance of the oxygen sensor Close Valve opening
duration
(rear), which is installed downstream of the cata- Injector
lytic converter, hardly deteriorates because the AK305470AB
catalytic converter cleans the exhaust gases.

The engine-ECU or engine-A-M/T-ECU effects feed- Correction value [ms]
back control by using the signals that are output
by the oxygen sensor (front). Also, it uses the sig-
nals that are output by the oxygen sensor (rear)
in order to correct the signals that are output by
the oxygen sensor (front). Therefore, the air-fuel
ratio can be controlled accurately even if the per-
formance of the oxygen sensor (front) deterio-
rates. Battery voltage [V]
AK305471AB
• Air-Fuel Ratio Correction
Except when oxygen sensor feedback control is The injector valve opens in accordance with the actu-
being effected, the intake air volume is corrected ation signals provided by the engine-ECU or
through a map value, which has been predeter- engine-A-M/T-ECU. This action is delayed as the
mined for the respective engine speed and intake battery voltage decreases, making the injector
manifold pressure. spray a lower volume of fuel than the target fuel
Then, the corrections indicated below are made in injection volume. For this reason, a correction is
order to determine an optimal fuel injection vol- made in accordance with the battery voltage.
ume.
THROTTLE VALVE OPENING ANGLE CONTROL
DECELERATION FUEL LIMIT CONTROL OVERRUN FUEL CUTOFF CONTROL

When the vehicle is decelerating, such as when driv- When the engine operates above the predetermined
ing downhill, the control limits the delivery of fuel in speed of 6,800 r/min, this control cuts off fuel to pro-
order to protect the catalyst from overheating and tect the engine by preventing it from overrunning.
improve fuel economy.

M2132015000104
• The electronic-controlled throttle valve system tions. Thus, the engine-ECU or
electronically regulates the throttle valve opening. engine-A-M/T-ECU achieves the target throttle
The engine-ECU or engine-A-M/T-ECU monitors valve opening by controlling the current supplied
the amount of the accelerator pedal travel to the throttle valve control servo, which is
through the accelerator pedal position sensor and attached to the throttle body.
determines premapped target throttle valve open- • This system also controls the idle speed in addi-
ing values in accordance with operating condition to controlling the throttle valve opening.
Thus, the previously used idle speed control
servo motor has been discontinued.
Throttle valve control

servo relay
Engine-ECU or engine-A-M/T-ECU
Motor drive circuit Pulse width

modulation control
Engine
control
unit
Electrical current
detection circuit
Accelerator
pedal position
Throttle sensor
position sensor
Throttle valve
control servo
AK305489 AB
ENGINE CONTROL SYSTEM Idle Speed Control

Driving Control The engine-ECU or engine-A-M/T-ECU continuously
The operation of the throttle valve is controlled to the calculates the actual idle speed in order to effect idle
target throttle opening, which is determined by the speed control. If there is a difference from the target
amount of the accelerator pedal travel and driving idle speed, two types of controls are effected: the
conditions. engine speed feedback control that actuates the
To prevent the shifting shock during the automated throttle valve in order to correct the actual idle speed
manual transmission shifting, the throttle valve is to the target idle speed; and the throttle position con-
controlled to optimize the engine torque and the trol that actuates the throttle valve in order to accom-
engine speed. modate the load fluctuations that are caused by the
A/C or other loads.
IGNITION TIMING AND DISTRIBUTION CONTROL
Engine Speed Feedback Control these signals are detected, this control actuates the
This control regulates the volume of air that flows throttle valve until the target position is attained, in
through the throttle valve by actuating the throttle order to regulate the volume of air that flows through
valve, in order to maintain the engine at a prescribed the throttle valve. Thus, the fluctuation of the engine
target idle speed. An optimal target idle speed is set speed is restrained.
to suit every operating condition (such as whether
Failsafe Control
the A/C switch is ON or OFF). The engine speed
• If the engine-ECU or engine-A-M/T-ECU detects
feedback control is effected only when the pre-
a malfunction in the system, it illuminates the
scribed operating conditions are met, and the throttle
engine warning lamp. At the same time, the
valve position control is effected at all other times.
engine-ECU or engine-A-M/T-ECU reduces the
Throttle Valve Position Control engine output by restricting the throttle valve
opening or by cutting off the fuel supply, or, it dis-
While the engine is operating at idle, the idle speed
ables the throttle valve control servo by cutting off
could change suddenly when the load that is applied
the power to the throttle valve control servo relay.
to the engine changes, such as when the steering
• When the power to the throttle valve control servo
wheel is turned, the A/C switch is turned ON/OFF, or
relay is cut off, the throttle valve assumes a pre-
the shift lever is operated. Immediately after any of
scribed opening (to supply a volume of air that
enables a minimum operation of the vehicle).
Thus, this control enables the vehicle to be driven
at a minimum level even if a malfunction occurs
in the throttle control system.

M2132005000329
An ignition timing that suits the operating condition of The firing order is as follows: cylinder 1-3-2 <134
the engine is preset, and optimal ignition timing is engine>, cylinder 1-3-4-2 <135 engine>
determined by adding corrections that have been
preset in accordance with conditions such as the
engine coolant temperature or the battery voltage.
Then, the engine-ECU or engine-A-M/T-ECU con-
trols the ignition timing by applying the primary cur-
rent intermittently to a power transistor.
Manifold absolute Ignition switch-IG

Battery
pressure sensor
Engine coolant
temperature sensor
Intake air
temperature sensor
Engine-ECU
or
Camshaft position sensor engine-
A-M/T-ECU
Crank angle sensor Ignition coil
Detonation sensor
Ignition switch-ST
Spark plug
Cylinder No. 1 2 3 4
AK305298 AB
Control Block Diagram
Manifold absolute
pressure (MAP) sensor Crank angle sensor Various sensors
Reading input signals
Determining control modes Control mode

determination data
Basic ignition timing data
Setting basic ignition timing Setting basic closed circuit rate
Basic closed circuit rate data
Ignition timing correction data
Ignition timing correction Closed circuit rate correction
Closed circuit rate
correction data
Generating power transistor

ON-OFF signals
Power transistor
AK305472 AB
IGNITION DISTRIBUTION CONTROL in accordance with the crank angle sensor signals.
The cylinders to be ignited are determined in accord- Then, the engine-ECU or engine-A-M/T-ECU sends
ance with the crank angle sensor and camshaft posi- a signal for cutting off the primary current to the igni-
tion sensor signals. The ignition timing is calculated tion coil to the power transistor of the respective cyl-
inders.
<134 engine>
5˚ BTDC <No. 1 TDC> 5˚ BTDC <No. 3 TDC> 5˚ BTDC <No. 1 TDC>

75˚ BTDC 75˚ BTDC 75˚ BTDC
Crank angle H
sensor signal
L (a) (a) (a) (a) (a) (a) (a)
(b) (b) (b) (b)

Camshaft position H
sensor signal
L
162.5˚ BTDC 172.5˚ BTDC 147.5˚ BTDC 162.5˚ BTDC
Cylinder stroke Exhaust Ignition
Combustion
AK304657AB
The cylinder is identified by the signal patterns from 2. The cylinders are identified by how many signals
the crank angle sensor and the camshaft position come from the camshaft position sensor within
sensor. the range of (b) and by how many teeth exist
1. When a chipped tooth is detected through crank through the crank angle sensor signals
angle sensor signal, check whether the signals of
the camshaft position sensor exist or not within
the range of (a). If the signals exist, identify the
cylinders. Unless the signals exist, do not identify
the cylinder.
Number of chipped teeth through crank angle 2 1 1 Any
sensor signal
Number of signals from Range of (a) Exists Exists Exists None
camshaft position sensor Range of (b) 1 2 1 −
Cylinder identified No. 1 No. 3 No. 2 −
cylinder 75° cylinder 75° cylinder 75°
BTDC BTDC BTDC
Once the cylinder identification is completed, ignition
occurs in accordance with the cylinder that has been
identified, in the following firing order: 1-3-2.
<135 engine>
5˚ BTDC 5˚ BTDC 5˚ BTDC 5˚ BTDC
75˚ BTDC 75˚ BTDC 75˚ BTDC 75˚ BTDC
Crank angle H
sensor signal L
Camshaft position H
sensor signal L
135˚ BTDC 100˚ BTDC 100˚ BTDC 135˚ BTDC 135˚ BTDC
135˚ BTDC 135˚ BTDC
Cylinder stroke Ignition

AK305299AB
The cylinder is identified by the signal patterns from

the crank angle sensor and the camshaft position
sensor.
Number of chipped teeth through crank 1 2 1 2
angle sensor signal
camshaft position sensor 135° BTDC Exists Exists Exists Exists
signal 100° BTDC None Exists Exists None
Cylinder identified No. 1 cylinder No. 3 cylinder No. 4 cylinder No. 2 cylinder
75° BTDC 75° BTDC 75° BTDC 75° BTDC
Once the cylinder identification is completed, ignition CYCLE FORECAST
occurs in accordance with the cylinder that has been
identified, in the following firing order: 1-3-4-2. Crank angle sensor signal
IGNITION TIMING CONTROL

75˚ 5˚ 75˚ 5˚ 75˚ 5˚ 75˚
During normal driving, a forecast cycle of the crank
angle sensor signals is calculated in accordance with
the 75° BTDC signals of the crank angle sensor.
Then, the ignition timing is calculated in accordance T T T
with the forecast calculation, and primary current cut-
off signals are sent to the power transistor (for igni-
AK305512 AB
AK200601
tion).
During starting and checking the ignition timing, igni- The cycle is measured by using the 75° BTDC signal
tion is synchronized to the 5° BTDC signal of the of the crank angle sensor as a reference. The subse-
crank angle sensor. quent cycle is forecast in accordance with the cycle
(T) that has been measured currently. The subse-
quent cycle that has been forecasted will be used for
calculating the ignition timing.
IGNITION TIMING After t has been obtained, the ignition timing (T1) is
calculated by using 75° BTDC as a reference. After
T the T1 time has elapsed from the time the 75° BTDC
75˚ 5˚ signal has been input, the engine-ECU or
engine-A-M/T-ECU sends a primary current cutoff
Crank angle
sensor signal signal to the power transistor.
T1 = t × (75 − a)
T1 a: Ignition timing advance (crank angle) calcu-
Ignition pulse
lated by the engine-ECU or
Time count start engine-A-M/T-ECU
AK305513 AB
AK200601
The length of time (t) required for the crankshaft to IGNITION TIMING ADVANCE ANGLE
turn 1° is obtained from cycle (T), as follows: CONTROL
t = T/240*1 or 180*2 An ignition timing advance angle that is optimal for
*1: for 134 engine the intake manifold vacuum (engine load) and the
*2: for 135 engine engine speed is stored in memory at the engine-ECU
or engine-A-M/T-ECU. This timing advance angle is
further corrected by the signals that are input by the
sensors. However, the ignition timing is fixed to a
predetermined angle when the engine is being
started or when the ignition timing is being checked.
Ignition Timing Advance Angle Control Block Diagram
Starting
Fixed timing
(5˚BTDC)
Engine coolant Intake air
temperature sensor temperature sensor
Normal driving Ignition coil

Power primary current
transistor
Timing advance map value Engine
in accordance with coolant Intake air
engine speed temperature temperature
and intake manifold vacuum correction correction
Checking ignition timing
Fixed timing
(5˚BTDC)
AK305473 AB
NORMAL DRIVING intake manifold vacuum (engine load) and engine

speed.
Basic Ignition Timing Advance Angle
The basic ignition timing advance angle is a map
value that has been predetermined for the respective
Engine Coolant Temperature Correction STARTING

If the engine coolant temperature sensor detects a When the engine is starting (cranking), ignition takes
low engine coolant temperature, the system place at a fixed timing of 5° BTDC, in sync with the
advances the ignition timing in order to ensure the crank angle sensor signal.
proper drivability.
Intake Air Temperature Correction IGNITION TIMING CHECKING CONTROL
If the intake air temperature sensor detects a low During the reference ignition timing set mode by the
intake air temperature, the system retards the igni- actuator test function of the MUT-III, ignition takes
tion timing in order to prevent the engine from knock- place at a fixed timing of 5° BTDC, in sync with the
ing during the winter. Also, if the intake air crank angle sensor signal.
temperature is high, the system retards the timing in
order to prevent the engine from knocking. KNOCK CONTROL
If the engine knocks while operating under high
loads, the detonation sensor detects the knocking
and optimally controls the ignition timing, thus mini-
mizing knocking and protecting the engine.
Knock Control Block Diagram (Overview)
Basic ignition Engine coolant

timing advance temperature
map value correction
Knock correction
Power
transistor
Ignition coil
primary
Detecting Calculating current
Detonation sensor knock Datermining timing retard Deciding
vibrations knock strength angle ignition timing
Detecting
malfunction
AK305475 AB
Knock Timing Retard Correction Each time a 75° BTDC signal is input by the crank
angle sensor, the engine-ECU or engine-A-M/T-ECU
Crank angle sensor signal
determines the knock strength and adds an amount
75˚ 5˚ 75˚ 5˚ 75˚ 5˚ 75˚ 5˚ 75˚ 5˚ 75˚
of timing retard in proportion to the knock strength to
the knock timing retard correction. Thus, the
Knock retard correction [˚] engine-ECU or engine-A-M/T-ECU increases the
12˚
knock timing retard correction by retarding the igni-
tion timing until the knocking is eliminated.
Knock strength in accordance
After the engine no longer knocks, the ignition timing
with the detonation sensor signal is advanced gradually at predetermined time inter-
vals in order to restore the normal ignition timing
Time [ms]
AK305514 AB
advance.
MIVEC (Mitsubishi Innovative Valve timing Electronic Control system)
If there is an open or short circuit in the wiring har- CURRENT DURATION CONTROL
ness for the detonation sensor, the engine operates
at an ignition timing that corresponds to the standard
petrol, in order to prevent the engine from knocking.
Current Duration Control Block Diagram
Starting
Synchronized with
crank angle sensor Ignition coil
signal Power primary current
transistor
Normal driving Clip
Map value in
accordance with Closed circuit
battery voltage rate 75%
AK305474 AB
NORMAL DRIVING Closed Circuit Rate Clip

Due to the adoption of an independent ignition sys-
Basic Current Duration tem, the ignition interval (duration) of the ignition coil
The rise of the coil current is affected by the battery has been extended. Thus the clip duration can be
voltage. Therefore, to provide a constant primary cur- extended. Therefore, the system can provide a suffi-
rent during ignition, the basic current duration is set cient current duration and ignition energy even when
long when the battery voltage is low, and short when the vehicle is being driven at high speeds.
the battery voltage is high.
STARTING
When the engine is starting (cranking), current is
applied to the ignition coil in sync with the crank
angle sensor signals.
MIVEC (Mitsubishi Innovative Valve timing Electronic

Control system)
M2132023500018
The MIVEC continuously and variably controls the MIVEC can control the valve timing optimally in
intake valve timing (while the valve opening duration accordance with the operating conditions of the
remains unchanged). engine, thus improving its idling stability and increas-
ing the power output and torque in all operating
ranges.
BASIC OPERATION
• In the MIVEC, the intake camshaft sprocket and • The phase angle between the sprocket and the
the camshaft are designed to slide, and the sys- camshaft is controlled by controlling the duty
tem regulates the volume of oil that is supplied to cycle of the current that is applied to the oil con-
the oil chambers (for timing advance and retard), trol valve, which is provided in the cylinder head.
which are provided in the camshaft. Thus, the
system varies the valve timing by controlling the
phase angle (staggered angle) between the
sprocket and the camshaft.
Timing Advance
V. V. T. sprocket
Vane rotor Vane rotor movement Oil pressure Oil control valve
(advance side) (from cylinder block)
V. V. T. sprocket
Spool valve
Advance control
signal
Engine-ECU or
engine-A-M/T-ECU
Spool valve movement

(advance side)
To oil pan
Intake camshaft
Advance control signal
Advance chamber
ON duty ratio (advance)
AK305477 AB
• The spool valve in the oil control valve moves • The oil pressure from the cylinder block enters
towards timing advance in accordance with the the advance chamber in the V.V.T. sprocket, and
timing advance control signal from the the vane rotor moves towards timing advance,
engine-ECU or engine-A-M/T-ECU. thus causing the intake camshaft (which is cou-
pled to the vane rotor) to advance.
Timing Retard
V. V. T. sprocket
Vane rotor Vane rotor movement Oil pressure Oil control valve
(retard side) (from cylinder block)
V. V. T. sprocket
Spool valve
Retard control
signal
Engine-ECU or
engine-A-M/T-ECU
Spool valve movement

(retard side)
To oil pan
Intake camshaft
Retard control signal
Retard chamber
Small ON duty ratio (retard)
AK305478 AB
• The spool valve in the oil control valve moves • The oil pressure from the cylinder block enters
towards timing retard in accordance with the tim- the retard chamber in the V.V.T. sprocket, and the
ing advance control signal from the engine-ECU vane rotor moves towards timing retard, thus
or engine-A-M/T-ECU. causing the intake camshaft (which is coupled to
the vane rotor) to retard.
Holding
Oil pressure
(from cylinder block)
Held signal (fixed)

Engine-ECU or
engine-A-M/T-ECU
Intake camshaft
Advance chamber
Held signal
Retard chamber
ON duty: Held (fixed)
AK305479 AB
• When the actual phase angle reaches the target

phase angle, the advance chamber and the
retard chamber hold their oil pressure in order to
hold the phase angle of the intake camshaft.
OPERATION UNDER VARIOUS DRIVING CONDITIONS

The system advances or retards the timing in accord-
ance with the driving conditions in order to improve
fuel economy and power output.
Conceptual Diagram of Operation
Torque
Most Most Most

retard advance retard
1000 2000 3000 4000 5000

AK305480 AB
Driving condition Valve timing Operation Effect

Idling The valve overlap is Stabilizes idle speed
TDC decreased to minimize
Small overlap
the amount of exhaust
Exhaust
valve gas that flows back into
the intake port.
Intake
valve
BDC
AK305481 AB
Low- to medium-speed The timing to close the Improves low- to

TDC intake valve is medium-speed torque
accelerated to minimize
Intake
Exhaust valve the amount of intake air
valve
that flows back into the
intake port. This improves
volumetric efficiency and
Closed
increases low- to
BDC medium-speed torque.
AK305482 AB
High-speed The timing to close the Improves output

TDC
intake valve is retarded in
Intake accordance with the
Exhaust valve engine speed, thus
valve
controlling the valve
timing to suit the inertial
Closed force of the intake air and
improving volumetric
BDC
efficiency.
AK305483 AB
OIL CONTROL VALVE CONTROL

• The engine-ECU or engine-A-M/T-ECU assesses • In the oil control valve, the oil pressure is applied
the driving conditions by detecting the signals to the retard chamber or the advance chamber, in
provided by various sensors, and sends duty order to continuously vary the phase of the intake
cycle signals to the oil control valve in accord- camshaft.
ance with the driving conditions, in order to con- • When the engine is stopped, the engine-ECU or
trol the position of the spool valve. engine-A-M/T-ECU turns OFF the duty cycle sig-
nals, and applies a constant oil pressure to the
retard chamber in order to hold the spool valve in
the most retarded position.
Oil control valve

Retard direction
Crank angle sensor
Spool valve
movement
Spool valve
Manifold absolute
pressure sensor Engine-ECU
or
engine-A-M/T-ECU
Advance direction
To oil pan
Camshaft position sensor Retard chamber
Oil pressure
Advance chambe
To oil pan
Spring
AK304666AB
PHASE ANGLE CONTROL

The table below gives an example of the relationship
between the valve opening/closing timing and the
phase angles.
<134910 engine>
Phase angle (camshaft) Valve open Valve close
75° (most retarded) ATDC 9° ABDC 69°
50° (most advanced) BTDC 41° ABDC 19°
50° − 75° (in between) BTDC 41° − ATDC 9° ABDC 19° − ABDC 69°
<135930 engine>
<135950 engine>
NOTE: Stoppers are provided at the most advanced and most retarded positions.
CALCULATING THE ACTUAL PHASE ANGLE

The actual phase angle is calculated by using the
crank angle sensor output signals and the camshaft
position sensor output signals.
<134 engine>

Crank angle
sensor signal
(Most retard position)
Camshaft position
sensor signal
(Most advance position)
AK304658AB
<135 engine>
Crank angle
sensor signal
(Most retard position)
Camshaft position
sensor signal
(Most advance position)
AK305300AB
OIL CONTROL VALVE ACTUATION The target phase angle is read by way of the map
value that is preset for the respective engine speed
Target Phase Angle and target torque.
Target torque
Feedback Correction
When the deviation between the target phase angle
Map value
and the actual phase angle is positive (the valve
opens earlier than the target) the actuation duty cycle
decreases gradually in order to match the actual
phase angle to the target phase angle.

AK305486 AB
POWER SUPPLY CONTROL
On the other hand, if the deviation between the tar- Actual Phase Angle Correction for Ignition Tim-
get phase angle and the actual phase angle is nega- ing
tive (the valve opens later than the target), the
actuation duty cycle increases gradually in order to Correction Target phase angle
Target phase
match the actual phase angle to the target phase angle ignition amount
angle. timing
When the deviation between the target phase angle Actual
ignition
and the actual phase angle is practically zero, the oil timing Actual phase
control valve (after a learning correction) is actuated angle
with the neutral duty cycle.
Actual Phase Angle Correction 50˚ 75˚
Phase angle
The actual phase angle when the oil control valve is AK305487 AB
OFF is stored in learning memory as the minimum Due to mechanical constraints, the actual phase
phase angle. angle is late in responding to the changes in the tar-
When the oil control valve is OFF, the actual phase get phase angle. Therefore, until the actual phase
angle is compensated using the deviation between angle catches up with the target phase angle, the
the phase angle 75° and the maximum phase angle ignition timing is corrected in accordance with the
(the sensor error), because the intake camshaft deviation between the target phase angle and the
sprocket is accurately designed with phase angle actual phase angle.
75°.
POWER SUPPLY CONTROL

M2132024000016
Battery
R LOCK
Engine control relay ST Ignition switch
IG2 ACC
IG1
To each sensor
and actuator
Power source Battery backup Engine-ECU or

engine-A-M/T-ECU
AK305458AB
When the IG ON signal is input by the ignition switch, When the IG OFF signal is input by the ignition
the engine-ECU or engine-A-M/T-ECU turns ON the switch, the engine-ECU or engine-A-M/T-ECU turns
power transistor for controlling the engine control OFF the power transistor for controlling the engine
relay. As a result, current flows through the coil in the control relay after approximately 10 seconds have
engine control relay, causing the relay switch to turn elapsed.
ON and supply power to the sensors and actuators.
FUEL PUMP RELAY CONTROL
FUEL PUMP RELAY CONTROL

M2132006500048
Battery
LOCK
R
Ignition switch ST
IG2 ACC
IG1
Fuel pump
relay (1)
Fuel pump
relay (2)
Ignition switch-ST
Crank angle sensor

M Fuel pump
Engine-ECU or
engine-A-M/T-ECU
AK305305 AB
When an ST signal is input by the ignition switch, the While the engine is running, the power transistor for
engine-ECU or engine-A-M/T-ECU turns ON the controlling the fuel pump relay remains ON in order
power transistor for controlling the fuel pump relay. to continue actuating the fuel pump. If the engine
As a result, current flows through the coil in the fuel speed drops to 50 r/min or below due to the stalling
pump relay, causing the relay switch to turn ON and of the engine, the engine-ECU or engine-A-M/T-ECU
actuate the fuel pump. immediately turns OFF the power transistor for con-
trolling the fuel pump relay. By stopping the actuation
of the fuel pump in this manner, safety is ensured in
case of an emergency.
OXYGEN SENSOR HEATER CONTROL
OXYGEN SENSOR HEATER CONTROL

M2132007000046
Oxygen sensor heater
Engine control relay
Engine coolant temperature sensor Battery
Engine-ECU or
engine-A-M/T-ECU
AK305306 AB
The oxygen sensor responds sluggishly when the sensor by raising its temperature. Furthermore, the
exhaust gas temperature is low. For this reason, cur- engine-ECU or engine-A-M/T-ECU varies the duty
rent is applied to the oxygen sensor heater when the cycle values in accordance with the driving condi-
exhaust gas temperature is low (such as immediately tions and the temperature conditions of the oxygen
after the engine has been started, while the engine is sensor in order to accelerate the activation of the
being warmed up, or while the fuel is cut off during oxygen sensor.
deceleration) in order to improve the response of the
A/C COMPRESSOR CONTROL
A/C COMPRESSOR CONTROL

M2132034500012
Engine control relay
Battery
A/C variable compressor
Engine-ECU or
engine-A-M/T-ECU
AK305307AB
When an A/C variable compressor actuation signal is pressor is being actuated and the engine from stall-
input by the A/C-ECU via CAN communication, the ing due to the increased load, the engine-ECU or
engine-ECU or engine-A-M/T-ECU turns ON the engine-A-M/T-ECU controls to actuate the A/C varia-
power transistor for actuating the A/C variable com- ble compressor after a predetermined length of time
pressor, thus actuating the A/C variable compressor. has elapsed, depending on the driving conditions.
To prevent vibrations while the A/C variable com- To ensure the proper acceleration performance of
the vehicle, the A/C variable compressor stops for a
predetermined length of time when the extent of the
opening of the throttle is greater than a predeter-
mined opening.
ALTERNATOR CONTROL
ALTERNATOR CONTROL
M2132025000019
Alternator G terminal
Engine coolant temperature sensor
Alternator FR terminal
Engine-ECU
or
Crank angle sensor engine-
A-M/T-ECU
Ignition switch-ST
Alternator
AK305456 AB
When the engine is idling, the engine-ECU or rent to the headlights.) As a result, the engine-ECU
engine-A-M/T-ECU effects duty cycle control on the or engine-A-M/T-ECU prevents the idle speed from
continuity between the alternator G terminal and the dropping due to a sudden increase in engine load.
ground. (At this time, the duty cycle of the G terminal This control does not take place within 3 seconds
is controlled in the same way as the power transistor after the engine has been started, even if the engine
ON duty cycle in the voltage regulator.) When the is idling. If a high signal from the alternator FR termi-
driver turns ON the headlights while the engine is nal is input continuously for 20 seconds or longer to
idling, the current consumption increases suddenly. the engine-ECU or engine-A-M/T-ECU while the
However, the engine-ECU or engine-A-M/T-ECU engine is running, the engine-ECU or
gradually increases the OFF duty cycle of the alter- engine-A-M/T-ECU will determine that the alternator
nator G terminal to prevent the alternator output cur- FR terminal circuit is open, stores DTC (Diagnostic
rent from increasing rapidly. Thus, the output current Trouble Code) P0622 in its memory, and turns OFF
increases gradually. (Until the alternator generates a the alternator G terminal.
sufficient amount of current, the battery supplies cur-
STARTER RELAY CONTROL
STARTER RELAY CONTROL

M2132025500014
Battery
LOCK
R
Ignition switch ST
IG2 ACC
IG1
Starter
relay
Starter
Engine-ECU or
engine-A-M/T-ECU
AK305457AB
Ordinarily, when an ST signal is input from the igni- mated manual transmission system has determined
tion switch, the engine-ECU or engine-A-M/T-ECU to disable the starting of the starter motor for safety
turns ON the power transistor for controlling the reasons (such as when the driver attempts to start
starter relay. As a result, current flows through the the engine with the clutch engaged), the engine-ECU
coil of the starter relay, turns the relay switch ON, or engine-A-M/T-ECU turns OFF the starter relay.
and actuates the starter motor. However, if the auto-
CONTROLLER AREA NETWORK (CAN)

M2132019000043
CAN communication is used to ensure a reliable
transmission of data. Refer to P.54C-2, Group 54C -
CAN for details on CAN. The table below lists the
signals that are input into the engine-ECU or
engine-A-M/T-ECU.
DIAGNOSIS SYSTEM
CAN Communication Input Signal Table

Input signal name Transmission ECU
Engine control request signal <ASC> ABS-ECU <without ASC> or ABS/ASC-ECU <with
Shifting gear assignment signal <ASC> ASC>
Compressor signal A/C-ECU
Idle-up request signal
Cooling fan request signal
Blower fan signal
DIAGNOSIS SYSTEM
M2132009000321
Engine-ECU or engine-A-M/T-ECU has been pro- FREEZE-FRAME DATA
vided with the following functions for easier system When the engine-ECU or engine-A-M/T-ECU detects
inspection. a problem and stores the resulting diagnosis code,
the engine condition at that time is also memorized.
The MUT-III can then be used to analyze this data in
order to increase the effectiveness of troubleshoot-
ing. The freeze-frame data display items are given
below.
Data Unit
Intake air temperature sensor °C
Engine coolant temperature °C
Engine speed (crank angle sensor) r/min
Vehicle speed km/h
Manifold absolute pressure sensor kPa
Ignition advance deg
Long-term fuel compensation (long-term fuel trim) %
Short-term fuel compensation (short-term fuel trim) %
Fuel control condition Open loop
Closed loop
Open loop owing to drive
condition
Open loop owing to system
malfunction
Closed loop based on one oxygen
sensor
Calculated lode value %
Throttle position sensor (main) %
Engine warning lamp distance −
Diagnosis code during data recording −
DIAGNOSIS CODE given in the table below.

The diagnosis and engine warning lamp items are
DIAGNOSIS SYSTEM
Code No. Diagnosis item Main diagnosis contents Engine

warning lamp
P0105* Manifold absolute pressure sensor Open circuit or short-circuit in ON
system sensor-related circuits
P0110* Intake air temperature sensor Open circuit or short-circuit in ON
P0115* Engine coolant temperature sensor Open circuit or short-circuit in ON
P0122* Throttle position sensor (main) Open circuit or short-circuit in ON
circuit low input sensor-related circuits
P0123* Throttle position sensor (main) Short-circuit in sensor-related ON
circuit high input circuits
P0125* Feedback system monitor Oxygen sensor not operating ON
P0130 Oxygen sensor (front) system Open circuit or short-circuit in ON
<Sensor 1> sensor-related circuits
P0135 Oxygen sensor heater (front) Open circuit or short-circuit in ON
system <Sensor 1> heater-related circuits
P0136 Oxygen sensor (rear) system Open circuit or short-circuit in ON
<Sensor 2> sensor-related circuits
P0141 Oxygen sensor heater (rear) Open circuit or short-circuit in ON
system <Sensor 2> heater-related circuits
P0170 Abnormal fuel system Leanness or richness problem ON
P0201 No. 1 injector system Open circuit or short-circuit in ON
injector-related circuits
P0204 No. 4 injector system <135 engine> Open circuit or short-circuit in ON
P0222* Throttle position sensor (sub) Open circuit or short-circuit in ON
circuit low input sensor-related circuits
P0223* Throttle position sensor (sub) Open circuit in sensor-related ON
circuit high input circuits
P0300 Random cylinder misfire detection Abnormal ignition signal (Misfiring) ON
system
P0301 No. 1 cylinder misfire detection Misfiring ON
system
P0302 No. 2 cylinder misfire detection
system
system
system <135 engine>
P0325 Detonation sensor system Abnormal sensor output ON
P0335* Crank angle sensor system Abnormal sensor output ON
DIAGNOSIS SYSTEM

warning lamp
P0340* Camshaft position sensor system Abnormal sensor output ON
P0420 Catalyst malfunction Abnormal exhaust gas purification ON
performance of catalyst
P0443 Purge control solenoid valve Open circuit or short-circuit in ON
system solenoid valve-related circuits
P0500 Vehicle speed sensor system Open circuit or short-circuit in ON
sensor-related circuits
P0513 Immobilizer malfunction Open circuit or short-circuit in ON
P0603 EEPROM malfunction Abnormality in engine-ECU or −
engine-A-M/T-ECU
P0606* Engine-ECU or engine-A-M/T-ECU Abnormality in engine-ECU or ON
main processor malfunction engine-A-M/T-ECU
P0622 Alternator FR terminal system Open circuit in sensor-related ON
circuits
P0638* Throttle valve control servo circuit Abnormal throttle valve control ON
range/performance problem servo
P0657* Throttle valve control servo relay Open circuit or short-circuit in ON
circuit malfunction sensor-related circuits
P1021* Oil control valve circuit Open circuit or short-circuit in ON
P1231 Trustful check ASC <Vehicle with Abnormality in ABS/ASC-ECU −
ASC>
P1232 Fail-safe control system Abnormality in engine-ECU or −
engine-A-M/T-ECU
P1603 Battery back-up line system Open circuit in system-related ON
circuits
P1630* Variant coding not completed After engine-ECU or ON
engine-A-M/T-ECU replacement,
the vehicle information is not
stored, or the wrong one is stored.
P1961* Trustful check throttle position Abnormality in throttle position ON
sensor (main) sensor (main)
P1962* Trustful check throttle position Abnormality in throttle position ON
sensor (sub) sensor (sub)
P1963* Trust check manifold absolute Abnormality in manifold absolute ON
pressure sensor pressure sensor
P1964* AD converter Abnormality in engine-ECU or ON
engine-A-M/T-ECU
P1965* Trustful check accelerator pedal Abnormality in accelerator pedal ON
position sensor position sensor
P1966* Manifold absolute pressure sensor Abnormality in manifold absolute ON
trustful for torque monitoring pressure sensor
P1967* Trustful check engine speed Abnormality in engine-ECU or ON
engine-A-M/T-ECU
DIAGNOSIS SYSTEM

warning lamp
P1968 Trustful check automated manual Abnormality in engine-A-M/T-ECU −
transmission <Vehicle with
automated manual transmission>
P1969 Trustful check ignition timing ABS/ASC-ECU −
<Vehicle with ASC>
P1970* Torque monitoring Abnormality in engine-ECU or ON
engine-A-M/T-ECU
P1971* Fail-safe control monitoring Abnormality in engine-ECU or ON
engine-A-M/T-ECU
P1972 Inquiry/response error Abnormality in engine-ECU or −
engine-A-M/T-ECU
P1973 RAM test for all area Abnormality in engine-ECU or −
engine-A-M/T-ECU
P1974 Cyclic RAM test (engine) Abnormality in engine-ECU or −
engine-A-M/T-ECU
P1975 Cyclic RAM test (gear), Abnormality in engine-ECU or −
engine-ECU or engine-A-M/T-ECU engine-A-M/T-ECU
P1976 Cyclic RAM test (clutch), Abnormality in engine-ECU or −
engine-ECU or engine-A-M/T-ECU engine-A-M/T-ECU
P1977 Communication error Abnormality in engine-ECU or −
engine-A-M/T-ECU
P2122* Accelerator pedal position sensor Open circuit or short-circuit in ON
(main) circuit low input sensor-related circuits
P2123* Accelerator pedal position sensor Open circuit in sensor-related ON
(main) circuit high input circuits
P2127* Accelerator pedal position sensor Open circuit or short-circuit in ON
(sub) circuit low input sensor-related circuits
P2128 Accelerator pedal position sensor Open circuit in sensor-related ON
(sub) circuit high input circuits
P2138* Accelerator pedal position sensor Abnormal sensor output ON
(main and sub) range/performance
problem
U1073 Bus off Abnormality in CAN bus line −
U1102 ABS-ECU <Vehicle without ASC> Abnormality in CAN bus line −
or ABS/ASC-ECU <Vehicle with
ASC> time-out
U1106 Electric power steering-ECU Abnormality in CAN bus line −
time-out
U1108 Combination meter time-out Abnormality in CAN bus line ON
U1109 ETACS time-out Abnormality in CAN bus line −
U1110 A/C-ECU time-out Abnormality in CAN bus line −
U1112 SRS time-out Abnormality in CAN bus line −
− engine-ECU or engine-A-M/T-ECU Abnormality in engine-ECU or ON
engine-A-M/T-ECU
DIAGNOSIS SYSTEM
NOTE: When the first time a malfunction is detected, the engine-ECU or engine-A-M/T-ECU does not store a
fault code. However, if the same malfunction is again detected the next time the engine is operated, a fault
code is stored. For systems or components marked with "*" to be diagnosed, when the first time a malfunction
is detected, a fault code is stored and the engine warning lamp is illuminated.
DATA LIST FUNCTION

The data list items are given in the table below
Item No. Inspection item Unit
001 Alternator G terminal duty %
002 Power supply voltage V
003 Crank angle sensor r/min
004 Target idle speed r/min
005 Vehicle speed sensor km/h
006 Intake air temperature sensor °C
007 Manifold absolute pressure sensor kPa
008 Engine coolant temperature sensor °C
009 Oxygen sensor (front) mV
010 Oxygen sensor (rear) mV
011 Accelerator pedal position sensor (main) mV
012 Accelerator pedal position sensor (sub) mV
013 Throttle position sensor (main) mV
014 Throttle position sensor (sub) mV
015 Ignition advance deg
016 Injectors ms
017 Idle speed control position learned value Step
018 Idle speed control position learned value (A/C load) Step
019 Air-fuel ratio feedback integration %
020 Air-fuel ratio learning value of A zone (Low load) %
021 Air-fuel ratio learning value of B zone (Low speed load) %
022 Knock retard CA
023 Learned knock retard %
024 Accelerator pedal position sensor (main) learned value mV
(Closed position)
025 Oil control valve target current value mA
026 Electric power steering current value (CAN) A
027 Cranking signal (Ignition switch-ST) ON/OFF
028 Purge control solenoid valve duty %
029 MIVEC phase angle CA
030 MIVEC phase angle target value CA
067 Idle position switch ON/OFF
073 Starter relay ON/OFF
078 Brake lamp switch (CAN) ON/OFF
DIAGNOSIS SYSTEM
Item No. Inspection item Unit

100 Comprehensive component monitor (Supported/Not Supported
Supported)
101 Comprehensive component monitor (Result) Completed/Not completed
102 Fuel system monitoring (Support/Not supported) Supported
103 Fuel system monitoring (Result) Completed/Not completed
104 Misfire monitoring (Supported/Not supported) Supported
105 Misfire monitoring (Result) Completed/Not completed
106 EGR system monitoring (Supported/Not supported) Not supported
107 EGR system monitoring (Result) Completed
108 Oxygen sensor heater monitoring (Supported/Not Supported
supported)
109 Oxygen sensor heater monitoring (Result) Completed/Not completed
110 Oxygen sensor monitoring (Supported/Not supported) Supported
111 Oxygen sensor monitoring (Result) Completed/Not completed
112 A/C refrigerant monitoring (Supported/Not supported) Not supported
113 A/C refrigerant monitoring (Result) Completed
114 Secondary air system monitoring (Supported/Not supported) Not supported
115 Secondary air system monitoring (Result) Completed
116 Evaporative system monitoring (Supported/Not supported) Not supported
117 Evaporative system monitoring (Result) Completed
118 Heated catalyst monitoring (Supported/Not supported) Not supported
119 Heated catalyst monitoring (Result) Completed
120 Catalyst monitoring (Supported/Not supported) Supported
121 Catalyst monitoring (Result) Completed/Not completed
130 Fuel control condition Closed loop/Open
loop-drive condition
131 Volumetric efficiency %
150 Catalyst monitoring (rate)
− Mass air flow rate (GST only) gm/s
− Throttle position sensor (main) (GST only) %
− Engine warning lamp distance (GST only) km
ACTUATOR TEST FUNCTION

The actuator test items are given in the table below
Item No. Inspection item Drive content

01 Injector Cut off No. 1 injector
02 Cut off No. 2 injector
03 Cut off No. 3 injector
04 <135 Cut off No. 4 injector
engine>
05 Fuel pump Drive fuel pump to circulate fuel
DIAGNOSIS SYSTEM
Item No. Inspection item Drive content

06 Purge control solenoid valve Switch solenoid valve from OFF to ON
07 Basic ignition timing Switch engine-ECU or engine-A-M/T-ECU to
ignition timing adjusting mode
08 Radiator fan (Hi) Drive the fan motor at high speed
09 Radiator fan (Low) Drive the fan motor at low speed
10 Throttle valve control servo Stop the throttle valve control servo

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13A-1

GENERAL INFORMATION . . . . . . . . 13A-2 POWER SUPPLY CONTROL. . . . . . . 13A-39

CONTROL SYSTEM . . . . . . . . . . . . . 13A-7 FUEL PUMP RELAY CONTROL . . . . 13A-40

SENSOR. . . . . . . . . . . . . . . . . . . . . . . 13A-8 OXYGEN SENSOR HEATER CONTROL

IGNITION TIMING AND DISTRIBUTION CONTROLLER AREA NETWORK (CAN)

MIVEC (Mitsubishi Innovative Valve timing DIAGNOSIS SYSTEM. . . . . . . . . . . . . 13A-45

System Block Diagram

Manifold absolute pressure No. 1 injector

Camshaft position sensor [5] Power supply control

Oxygen sensor (front) Starter relay

Throttle valve control servo

Oxygen sensor heater (front)

Control System Diagram

9 Throttle position sensor (main)

1 Oil control valve From fuel

3 Crank angle sensor

List of Components and Functions

Input Input Output Output

ECU Connector Input / Output Pin Arrangement

1 2 7 8 9 10 11 1213 14 15 16 17 18 19 20 21 71 72 77 78 79 80 8182 83 8485 86 8788 89 90 91

7 Throttle valve control servo (+) 56 Intake air temperature sensor

14 Engine coolant temperature sensor 80 Ignition switch-ST

The manifold absolute pressure (MAP) sensor, which

The diagram describes the characteristics of this

ENGINE COOLANT TEMPERATURE SEN-

Intake manifold pressure

AK305302 AB Heat sensor

The engine coolant temperature sensor, which is

The intake air temperature sensor, which is built into

The throttle position sensor, which is built into the

The TPS has two output systems: TPS (main) and

ACCELERATOR POSITION SENSOR OXYGEN SENSOR

The accelerator position sensor, which is a variable

Magnetic resistance element

Crankshaft sensiing ring

Magnetic resistance element

CAMSHAFT POSITION SENSOR DETONATION SENSOR

The detonation sensor is mounted at a position in

AK305289 AC THROTTLE VALVE CONTROL SERVO

OIL CONTROL VALVE

Oil control vale Spool valve movement

FUEL INJECTION CONTROL

System Configuration Diagram

Manifold absolute pressure

From fuel Engine coolant temperature

Camshaft position sensor

Crank angle sensor

Catalytic Oxygen sensor (front, rear)

Control Block Diagram

Reading input signals

Basic valve opening

INJECTOR ACTUATION (FUEL INJEC-

FUEL INJECTION DURING CRANKING

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

No. 1 Cylinder Comression Combustion Exhaust Intake Exhaust

While the engine is cranking, fuel is injected in sync

FUEL INJECTION DURING NORMAL

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

Fuel injection Fuel injection

Fuel injection Fuel injection