Multiport Fuel System (Mfi) : Group 13A

13A-1
GROUP 13A
MULTIPORT FUEL SYSTEM (MFI)

CONTENTS
GENERAL DESCRIPTION. . . . . . . . . CONTROL UNIT. . . . . . . . . . . . . . . . . SENSOR. . . . . . . . . . . . . . . . . . . . . . . ACTUATOR . . . . . . . . . . . . . . . . . . . . FUEL INJECTION CONTROL . . . . . . 13A-2 13A-6 13A-8 13A-23 13A-29 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 HEATED OXYGEN SENSOR HEATER CONTROL. . . . . . . . . . . . . . . . . . . . . . 13A-49
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
13A-2

GENERAL DESCRIPTION
GENERAL DESCRIPTION
Improvement / Additions Remark
Although the control systems are basically the same as those of 2.4L engine used in the GALANT, the following improvements have been added. MIVEC, continuously and variably control the intake System optimally control the timing of the intake valve timing and exhaust valve timing, is used. valve and exhaust valve in accordance with the engine speed and load. Addition of heated oxygen sensor (3rd) <California> Detection of the HC trap catalyst malfunction.
M2132000101283

GENERAL DESCRIPTION
13A-3
Actuator No. 1 injector No. 2 injector
System Block Diagram

Sensor, switch Mass airflow sensor Intake air temperature sensor Manifold absolute pressure sensor 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 [13] Diagnosis output Evaporative emission ventilation solenoid [14] RAM data transmission EGR valve (stepper motor)* CAN communication (output signal) [9] A/C compressor relay control Throttle actuator control motor relay A/C compressor relay Fuel pump relay [11] Evaporative emission purge control Starter relay Generator G terminal [12] EGR control Evaporative emission purge solenoid [7] Starter relay control Exhaust engine oil control valve [8] Heated oxygen sensor heater control Multiport fuel injection (MFI) relay [5] Power supply control (Power supply to sensor, actuator) [2] Ignition timing control Engine control unit Engine control module (ECM) Barometric pressure sensor
No. 3 injector No. 4 injector
[1] Fuel injection control No. 1 ignition coil No. 2 ignition coi No. 3 ignition coi [3] Throttle valve opening angle control and idle speed control 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
[4] MIVEC (Mitsubishi Innovative Valve timing Electronic Control system)
[6] Fuel pump relay control
[10] Generator control
AK604116 AB
13A-4
Control System Diagram

GENERAL DESCRIPTION
<Except for California>

Sense 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) Decide ECM (with barometric pressure sensor) Act 1 2 3 4 5 6 Intake engine oil control valve Exhaust engine oil control valve Throttle actuator control motor Injector Evaporative emission purge solenoid 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)
4 Manifold absolute pressure sensor 3 Throttle position sensor (main/sub) 5 Evaporative emission purge solenoid 3 Throttle actuator control motor 2 Intake air temperature sensor 1 Mass airflow sensor
2 Exhaust engine oil control valve 1 Intake engine oil control valve
6 Intake camshaft position sensor 7 Exhaust camshaft position sensor
Air inlet
4 Injector
5 Engine coolant temperature sensor 9 Knock sensor
Evaporative emission canister 6 Evaporative emission ventilation solenoid Fuel pressure regulator Fuel pump
Fuel tank Fuel level sensor
8 Crankshaft position sensor 12 Fuel tank differential pressure sensor 10 Heated oxygen sensor (front) 11 Heated oxygen sensor (rear)
13 Fuel tank temperature sensor
AK604117 AB

GENERAL DESCRIPTION
13A-5
<California>
Sense 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 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) Decide ECM (with barometric pressure sensor) Act 1 2 3 4 5 6 Intake engine oil control valve Exhaust engine oil control valve Throttle actuator control motor Injector Evaporative emission purge solenoid Evaporative emission ventilation solenoid 7 EGR valve (stepper motor) 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)
4 Manifold absolute pressure sensor 3 Throttle position sensor (main/sub) 5 Evaporative emission purge solenoid 3 Throttle actuator control motor 2 Intake air temperature sensor 1 Mass airflow sensor
2 Exhaust engine oil control valve 1 Intake engine oil control valve
6 Intake camshaft position sensor 7 Exhaust camshaft position sensor 10 Heated oxygen sensor (front)
Air inlet
4 Injector 7 EGR valve (stepper motor) Evaporative emission canister 6 Evaporative emission ventilation solenoid Fuel pressure regulator Fuel pump Fuel tank Fuel level sensor
5 Engine coolant temperature sensor 9 Knock sensor 8 Crankshaft position sensor
12 Fuel tank differential pressure sensor 13 Fuel tank temperature sensor
11 Heated oxygen sensor (rear) 12 Heated oxygen sensor (3rd)
AK604118 AB
13A-6

CONTROL UNIT
CONTROL UNIT
ENGINE CONTROL MODULE (ECM)
ECM
M2132021500153
Microprocessor
Input sensor
Input interface
Output interface
Output actuator
RAM
ROM
AK604119 AB
ECM is installed in the engine room. ECM judges (calculates) the optimum control to deal with the constant 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
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
82
71
72
76 75 74 73
80 79 78 77
81
14 13 12 11 10 9 8 7 6 5 4
15
16
NOTE: *: California 1 Intake engine oil control valve 3 5 7 9 11 13 No.2 injector Ignition coil No.2 (ignition power transistor) Exhaust camshaft position sensor Sensor supplied voltage Throttle position sensor (sub) Throttle position sensor ground
1 17 33 49
2 18 34 50
3 19 35 51
83
84
88 87 86 85
92 91 90 89
93
94
30 29 28 27 26 25 24 23 22 21 20 46 45 44 43 42 41 40 39 38 37 36 62 61 60 59 58 57 56 55 54 53 52
31 47 63
32 48 64
100 99 98 97
104 103 102 101
105
106
95 107
96 108
112 111 110 109
116 115 114 113
117
118
AK602565 AC
2 4 6 8 10 12 14
No.1 injector Ignition coil No.1 (ignition power transistor) Starter active signal Crankshaft position sensor Throttle position sensor (main) Power supply voltage applied to throttle position sensor Intake camshaft position sensor

CONTROL UNIT
13A-7
15 17 19 21 24 26 30 32* 34 36 38 40 42 45 47* 54* 58 61 71 73 75 77 79 82 84 88 90 92 96 103 105 112 114 117
Throttle actuator control motor (+) Exhaust engine oil control valve No.4 injector Ignition coil No.4 (ignition power transistor) Crankshaft position sensor ground Engine coolant temperature sensor Intake camshaft position sensor ground EGR valve (stepper motor coil <B>) Heated oxygen sensor (front) heater Engine oil pressure switch Heated oxygen sensor (front) Heated oxygen sensor (rear) Knock sensor ground Manifold absolute pressure sensor EGR valve (stepper motor coil <C>) Heated oxygen sensor (3rd) Power steering pressure switch Generator FR terminal Throttle actuator control motor ground MFI relay (power supply)
16 18 20 23 25 27 31* 33* 35 37 39 41 44 46 48* 55* 60 62 72 74
Throttle actuator control motor (-) No.3 injector Ignition coil No.3 (ignition power transistor) Exhaust camshaft position sensor ground Knock sensor Engine coolant temperature sensor ground EGR valve (stepper motor coil <A>) Heated oxygen sensor (3rd) heater Heated oxygen sensor (rear) heater Evaporative emission purge solenoid Heated oxygen sensor (front) offset voltage Heated oxygen sensor (rear) offset voltage Power supply voltage applied to manifold absolute pressure sensor Manifold absolute pressure sensor ground EGR valve (stepper motor coil <D>) Heated oxygen sensor (3rd) offset voltage Generator G terminal Generator L terminal Throttle actuator control motor power supply Accelerator pedal position sensor (main) Accelerator pedal position sensor (main) ground Power supply voltage applied to accelerator pedal position sensor (sub) ECM ground Throttle actuator control motor ground Mass airflow sensor Intake air temperature sensor CAN interface (low) ECM ground A/C compressor relay Backup power supply Starter relay Fuel tank differential pressure sensor ground Fuel tank temperature sensor
Power supply voltage applied to accelerator 76 pedal position sensor (main) Accelerator pedal position sensor (sub) Accelerator pedal position sensor (sub) ground Power supply Throttle actuator control motor relay Mass airflow sensor ground CAN interface (high) Ignition switch-IG Fuel pump relay Flash EP-ROM power supply Ignition switch-ST Fuel tank differential pressure sensor Power supply voltage applied to fuel tank differential pressure sensor Evaporative emission ventilation solenoid 78 81 83 87 89 91 93 102 104 106 113 115
13A-8

SENSOR
SENSOR
.
M2132001000565
MASS AIRFLOW SENSOR

Silicon substrate
Heat sensing resistor Intake air Sensing area Diaphragm

AK602252AC
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 electric 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 sensor 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.
From MFI relay
Output current mA
Mass flow g/s
Mass airflow sensor
ECM
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.
Sensory part (thermistor)
AK602253AC

SENSOR
13A-9
ECM Intake air temperature sensor (thermistor) 5V Resistance k
Output voltage V
Intake air temperature C (F)
Intake air temperature C (F)
AK602207AG
.
MANIFOLD ABSOLUTE PRESSURE SENSOR

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 manifold 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 figure.
Pressure
AK602254AC
Output voltage V Manifold absolute pressure sensor Power supply ECM 5V 5V Output signal
Ground
101 Pressure kPa (in.Hg)

AK602206AH
13A-10

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 injection volume, idle speed and ignition timing. Sensor properties are as shown in the figure.
AK602255AC
Engine coolant temperature sensor (thermistor)
ECM 5V Resistance k
Output voltage V
Engine coolant temperature C (F)
Engine coolant temperature C (F)
AK602208 AG
.
THROTTLE POSITION SENSOR

Throttle body
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
AK604120AB
.

SENSOR
13A-11
STRUCTURE AND SYSTEM

Throttle shaft Magnet Stator Hall IC
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
Yoke
Fixed to the motor cover

AK602566AC
Hall IC
Fully closed
Half opened Hall IC
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 voltage 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 actuator control motor feedback control. Also, ECM compares output voltage of the throttle position sensor (main) and throttle position 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.
Fully opened Magnet flux

AK604555AB
13A-12
Throttle position sensor Throttle position sensor (main) Hall IC

SENSOR
Throttle position sensor (sub) Hall IC
Output voltage V 5 4.5
Throttle position sensor (main)
2.5
5V
5V ECM
0.5 0 Fully closed
Throttle position sensor (sub) Throttle valve opening angle Fully opened
AK602222AE
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.
Accelerator pedal position sensor connector
Accelerator pedal arm
AK602569AC

SENSOR
13A-13
STRUCTURE AND SYSTEM

Magnet Hall IC
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.
Pedal shaft
AK602570AC
Magnetic flux density : minimum N
Hall IC
Magnetic flux density : maximum N S
N Hall IC
AK602571 AC
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 voltage 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 figure below.
Magnetic flux
13A-14

SENSOR
Accelerator pedal position sensor Accelerator pedal position sensor (main) Hall IC Accelerator pedal position sensor (sub) Hall IC
Output voltage V 5 4 3 2 1 5V ECM 5V 0 Accelerator pedal stroke Fully opened

AK602211AE
.
Accelerator pedal position sensor (main)
Accelerator pedal position sensor (sub)
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 feedback control of air-fuel ratio soon after engine start.
.
Sensing area
AK602572 AC
Electro motive force (V) Theoretical air fuel ratio 0.8
Rich
Lean
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. Feedback to ECM allows it to judge whether air-fuel ratio is rich or lean compared to theoretical air-fuel ratio.
14
15 16 Air fuel ratio
AK602262AC

SENSOR
Purge ratio 100 HC 50 CO
13A-15
This allows ECM precise feedback control to get theoretical air-fuel ratio with best cleaning efficiency of 3-way catalytic converter.
NOx
0 Theoretical air fuel ratio

AK602263AC
From MFI relay Heated xygen sensor Heater ECM
Zirconia element
0.5V
AK602576AC
.
CRANKSHAFT POSITION SENSOR

Crankshaft sensing ring (36 teeth including 3 missing teeth)
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 signal) that is output to ECM. ECM uses crankshaft position sensor's output pulse to detect crankshaft position.
.
AK602737AC
13A-16
Crank shaft sensing ring Magnet flux

SENSOR
Vane Magnetic resistance element Crank shaft sensing ring
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 element 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.
Magnet flux Vane
Magnetic resistance element

AK602265AC
ECM Crankshaft position sensor 5V 5V
Output signal
AK602285AC
.
INTAKE CAMSHAFT POSITION SENSOR

Camshaft position sensor Sensing portion
Camshaft
The intake camshaft position sensor is installed on the left side of the cylinder head. The intake camshaft position sensor 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 intake camshaft. Also, ECM uses a combination of the intake camshaft position sensor output pulse signal and crankshaft position sensor output pulse signal to identify cylinders in the compression process.
AK602738AC

SENSOR
Camshaft position sensing portion Magnet flux
13A-17
Magnetic resistance element Camshaft position sensing portion Magnet flux
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 element. 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 magnetic 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 sensor 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.
.

AK602574AC
ECM Camshaft position sensor 5V 5V
Output signal
AK602287AC
.
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 knocking, and compensates the ignition timing lag according to the strength of the knocking.
Piezoelectric element
AK602739 AC
13A-18

SENSOR
ECM 5V Knock sensor
Piezoelectric element
AK602226AD
.
BAROMETRIC PRESSURE SENSOR

Barometric pressure sensor (built in ECM)
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 pressure. 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.
AK602575AC
.
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 signal to the combination meter through the CAN and then turns off the oil pressure warning lamp.
Oil pressure
Contact switch
AK602587AC

SENSOR
13A-19
ECM
ECM terminal voltage V
Operating pressure Oil pressure: high OFF
12 0 Engine oil ON pressure switch OFF
Oil pressure:low ON Oil pressure kPa (in.Hg)
AK602228 AD
.
POWER STEERING PRESSURE SWITCH

Power steering pressure switch
Oil pressure
AK601174AF
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 steering 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.
ECM
ECM terminal voltage V Oil pressure:low OFF
Operating pressure
12 0 ON OFF Power steering pressure switch
Oil pressure: high ON Oil pressure kPa (in.Hg)
AK602213 AE
.
13A-20

SENSOR
FUEL TANK DIFFERENTIAL PRESSURE 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 outputs 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 monitoring 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.
AK604121AB
Pressure
Fuel tank differential pressure sensor Power supply
ECM
Output voltage V
5V
Output signal
Ground 0 Pressure kPa (in. Hg)

AK604122 AB
.
FUEL TANK TEMPERATURE SENSOR

The fuel tank temperature sensor is installed to the fuel pump module. The fuel tank temperature sensor detects the temperature 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

AK604123 AB
ECM Fuel tank temperature sensor (thermistor) 5V Resistance k
Output voltage V
Fuel tank temperature C (F)
Fuel tank temperature C (F)
AK604124 AB

SENSOR
.
13A-21
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
Battery B S
ECM
FR
Field coil
IC regulator Generator
AK602229AD
.
13A-22

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 commutation diode. Also the generated voltage is input to the voltage regulator through the commutation diode. After the electric generation 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
Battery B S ECM
CAN communication Generator malfunction light
Field coil
Combination meter IC regulator Generator

AK602577 AC

ACTUATOR
13A-23
M2132002000353
ACTUATOR
INJECTOR
Fuel
Connector
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
Solenoid coil
Plunger Ball valve
Plate
AK602272AC
From ETACS-ECU
From MFI relay
ON
Injector relay
OFF
No. 1
No. 2
No. 3
No. 4 Injectors
ECM
Voltage from the battery gets applied from the injector relay to the injector and up to the ECM. ECM turns ON its power transistor and prepares the injector's ground circuit. Thus, current flows through the injector while power transistor is ON and the injector injects fuel.
AK602578 AC
13A-24

ACTUATOR
THROTTLE ACTUATOR CONTROL MOTOR

Throttle body
Throttle actuator control motor
AK604125AB
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 prescribed opening angle. So, even if current stops because of a fault in the system, a minimum level of running remains possible.
From battery
MFI relay OFF ON
To ECM
OFF
ON
Throttle actuator control motor relay
Power supply
ECM
AK602231 AE

ACTUATOR
13A-25
IGNITION COIL
Refer to GROUP 16 Ignition Coil P.16-2.
EXHAUST GAS RECIRCULATION (EGR) VALVE

Refer to GROUP 17 Emission Control Exhaust Gas Recirculation (EGR) System P.17-12.
EVAPORATIVE EMISSION PURGE SOLENOID

Refer to GROUP 17 Emission Control Evaporative Emission Control System P.17-11.
INTAKE ENGINE OIL CONTROL VALVE

Spool valve movement Advance Retard chamber chamber Spring
Coil Drain Drain Oil pressure
Plunger
AK604740AD
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 position by increasing and decreasing ON duty ratio of the intake 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.
From MFI relay
ECM 50ms OFF 12V Intake engine oil control valve 0V ON T The longer the ON position, the more advanced the intake camshaft angle
AK602579 AD
13A-26

ACTUATOR
EXHAUST ENGINE OIL CONTROL VALVE

Spool valve movement Retard Advance chamber chamber Spring
Coil Drain Drain Oil pressure
Plunger
AK604747 AC
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 operation to get the optimum phase angle.
From MFI relay
ECM 50ms OFF 12V Exhaust engine oil control valve 0V ON T The longer the ON position, the more retarded the exhaust camshaft angle
AK602579 AG

ACTUATOR
13A-27
EVAPORATIVE EMISSION VENTILATION SOLENOID

Evaporative emission ventilation solenoid Connector
To filter
To canister
AK604127 AB
The evaporative emission ventilation solenoid, an ON/OFF type solenoid valve, is integrated in the evaporative canister.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 evaporative leak, the ECM turns the evaporative emission ventilation solenoid on to create the slight vacuum condition in the evaporative emission control system. The ECM shuts off the air flowing through the evaporative canister to maintain the vacuum condition necessary for monitoring.
From MFI relay ECM
ECM terminal voltage V OFF
Engine speed to switch evaporative emission ventilation solenoid
12 0
ON
Evaporative emission ventilation solenoid
Engine speed r/min
AK604554 AB
13A-28

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 generator 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 generator output voltage is about 14.7 V, generator outputs current to produce electricity. In case electric load is generated suddenly, 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
Battery B S
ECM G
Field coil
IC regulator Generator
AK602233AD

FUEL INJECTION CONTROL
13A-29
M2132003001036

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
intake air volume. ECM adds prescribed compensations to this basic drive time according to conditions such as the intake air temperature and engine coolant temperature to decide injection time. Fuel injection is done separately for each cylinder and is done once in two engine rotations.
System Configuration Diagram
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)
Injector
AK604128AB
1. INJECTOR ACTUATION (FUEL INJECTION) TIMING

Injector drive time in case of multiport fuel injection (MFI) is controlled as follows according to driving conditions.
13A-30

Fuel Injection During Cranking and Normal Operation

<No. 2 TDC> <No.1 TDC> <No. 3 TDC> <No. 4 TDC> <No. 2 TDC>
Crankshaft position sensor signal
H L
Intake camshaft position sensor signal
H L
Exhaust camshaft H position sensor L signal Cylinder stroke No. 1 Cylinder No. 3 Cylinder No. 4 Cylinder No. 2 Cylinder Compression Intake Exhaust Combustion : Fuel injection Combustion Compression Intake Exhaust Exhaust Combustion Compression Intake 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 crankshaft 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.

13A-31
Additional Fuel Injection During Acceleration

H L Increase injection for acceleration
Cylinder stroke No. 1 Cylinder No. 3 Cylinder No. 4 Cylinder No. 2 Cylinder Compression Intake Exhaust Combustion Combustion Compression Intake Exhaust Exhaust Combustion Compression Intake Intake Exhaust Combustion Compression
AK604623 AB
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 compensated according to signals from various sensors and optimum injector drive time (fuel injection volume) is calculated according to driving conditions.
13A-32

Fuel Injection Volume Control Block Diagram
Mass airflow sensor Basic fuel injection time determination
Air fuel ratio compensation (Predetermined compensation)
Crankshaft position sensor
Heated oxygen sensor
Heated oxygen sensor feedback compensation
Engine coolant temperature sensor
Engine coolant temperature compensation Accelerationdeceleration compensation
Barometric pressure sensor Fuel pressure compensation Manifold absolute pressure sensor
Battery voltage
Battery voltage compensation
Injector
AK602278AD
.

13A-33
[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 volume 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 (constant). So, injected fuel pressure compensation is made to injector drive time for theoretical air-fuel ratio to arrive at basic drive time.
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.
.
13A-34

[Injector drive time compensation]

After calculating the injector basic drive time, the ECM makes the following compensations to control the optimum fuel injection volume according to driving conditions.
List of main compensations for fuel injection control

Compensations Heated oxygen sensor feedback compensation Content 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.) 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. Compensation is made according to the engine coolant temperature. The lower the engine coolant temperature, the greater the fuel injection volume. 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. 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. Compensation is made depending on battery voltage. The lower the battery voltage, the greater the injector drive signal time. Compensation amount is learned to compensate feedback of heated oxygen sensor. This allows system to compensate in accordance with engine characteristics.
.
Air-fuel ratio compensation
Engine coolant temperature compensation
Acceleration/ Deceleration compensation
Fuel injection compensation
Learning value for fuel compensation
[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.

IGNITION TIMING AND CONTROL FOR CURRENT CARRYING TIME
13A-35

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 connect/disconnect signal is sent to the power transistor to control ignition timing. Ignition is done in sequence of cylinders 1, 3, 4, 2.
M2132027100089

MFI relay Battery Mass airflow sensor Intake air temperature sensor Manifold absolute pressure sensor Engine coolant temperature sensor ECM Ignition coils Intake camshaft position sensor Exhaust camshaft position sensor Crankshaft position sensor Throttle position sensor Knock sensor Ignition switch-ST Spark plugs
Cylinder No.
4
AK502722 AD
13A-36

1. Ignition distribution control

Based on the crankshaft position sensor signal and camshaft position sensor signal, ECM decides the ignition cylinder, calculates the ignition timing and sends the ignition coil primary current connect/disconnect signal to the power transistor of each cylinder in the ignition sequence.
H L
H L
Exhaust camshaft H position sensor L signal
Cylinder stroke No. 1 Cylinder No. 3 Cylinder No. 4 Cylinder No. 2 Cylinder
Ignition Compression Intake Exhaust Combustion Combustion Compression Intake Exhaust Exhaust Combustion Compression Intake Intake Exhaust Combustion Compression
AK604624 AB

13A-37
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 Intake air temperature compensation Content Compensation is made according to intake air temperature. The higher the intake air temperature the greater the delay in ignition timing. Compensation is made according to engine coolant temperature. The lower the engine coolant temperature the greater the advance in ignition timing. Compensation is made according to generation of knocking. The greater the knocking the greater the delay in ignition timing. Compensation is made according to change in idle speed. In case engine speed becomes lower than target speed, ignition timing is advanced. 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. 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.
.
Knocking compensation
Stable idle compensation
Delay compensation when changing shift
[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 BTDC) synchronized with crankshaft position sensor signal.
13A-38

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 compensations and controls the throttle valve opening angle according to the target opening angle.
Motor drive power supply (From throttle actuator control motor relay)
M2132003500328
Motor drive circuit
Engine coolant temperature sensor Intake air temperature sensor
Throttle position sensor
Main Sub Control unit
Crankshaft position sensor A/C switch (CAN) Power steering pressure switch Generator FR terminal Transmission range switch (CAN) <CVT>
Accelerator pedal position sensor
Sub Main
Barometric pressure sensor
ECM
AK602236AE
While starting
ECM adds various compensations to the target opening angle that are set based on the engine coolant temperature, so that the air volume is optimum for starting.
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.
While idling
ECM controls the throttle valve to achieve the target opening angle that are set based on the engine coolant 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.

13A-39
List of main compensations for throttle valve opening angle and idle speed control
Compensations Stable idle compensation (immediately after start) Content 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. 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. At high altitudes atmospheric pressure is less and the intake air density is low. So, the target opening angle is compensated based on atmospheric pressure. Compensation is made according to the engine coolant temperature. The lower the engine coolant temperature the greater the throttle valve opening angle. Throttle valve opening angle is compensated according to electric load. The greater the electric load, the greater the throttle valve opening angle. When transmission is changed from P or N range to some other range, throttle valve opening angle is increased to prevent reduction in engine speed. 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. 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.
Rotation speed feedback compensation (while idling)
Atmospheric pressure compensation
Electric load compensation
Compensation when shift is in D range <CVT>
Compensation when A/C is functioning
Power steering fluid pressure compensation
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.
13A-40

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.
M2132023500212

Intake engine oil control valve Crankshaft position sensor Retard direction
Spool valve movement Manifold absolute pressure sensor Spool valve ECM Advance direction To oil pan Intake camshaft position sensor Retard chamber Oil pressure Advance chamber To oil pan Spring
Exhaust engine oil control valve Crankshaft position sensor Advance direction
Spool valve movement Manifold absolute pressure sensor Spool valve ECM Retard direction To oil pan Exhaust camshaft position sensor Advance chamber Oil pressure Retard chamber To oil pan Spring
AK604826 AB
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 output and the torque to be better in all the operation ranges. The ECM assesses the engine operation through the signals from each sensor.
Based on the assessed information, the ECM sends the duty signal to the intake engine oil control valve and exhaust engine oil control valve as well as controls the spool valve position. Changing the spool valve position allows the oil 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.

13A-41
Phase Angle Detection

H L
H L
Exhaust camshaft H position sensor L signal
: phase angle
AK604625 AB
13A-42
Valve lift amount

The detected phase angle is calculated using the cam position sensor signal.
Valve lift amount High torque Exhaust valve Intake valve Exhaust valve High output Intake valve (initial position)
Initial position
Crank angle
Crank angle
High load range at low and middle speeds
High load range at high speed
Load Middle load range
Low load range at low speed
Engine speed Valve lift amount Low-fuel consumption Valve lift amount Low-fuel consumption
Exhaust valve (initial position: most advance)
Intake valve (initial position: most retard)
Exhaust valve
Intake valve Initial position
Overlap: nothing <Except for California> small <California>
Crank angle
Overlap: large
Crank angle
AK604129AB

13A-43
Operation condition Valve timing Within range of low speed and low load at idle
<Except for California> TDC Overlap: nothing Exhaust valve (initial position) Intake valve (initial position)
Operation Overlap is decreased and amount of exhaust gas flowing back into intake port is limited.
Effectiveness Idle speed stable
BDC <California> TDC Overlap: small Exhaust valve (initial position) Intake valve (initial position)
BDC
AK604130 AB
13A-44
Within range of low speed and high load at acceleration

Operation condition Valve timing

TDC
Operation
Effectiveness
Intake valve Exhaust valve
Open Close BDC

AK604131AB
Advancing closing timing of Low and middle speed intake valve allows amount torques improved of intake air flowing back into intake port to be limited as well as allows volumetric efficiency to be improved, resulting in low and middle speed torques improved.
Within range of middle speed and middle load
TDC Overlap: large
Exhaust valve Open Intake valve BDC

AK604132 AB
Increasing overlap amount Fuel economy allows pumping loss to be improved 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.
Within range of high speed and high load
TDC
Intake valve Exhaust valve
Retarding closing timing of Output improved 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.
Close
BDC
AK604133 AB

MULTIPORT FUEL INJECTION (MFI) RELAY CONTROL
13A-45
M2132006000173
MULTIPORT FUEL INJECTION (MFI) RELAY CONTROL
Battery
LOCK
Ignition switch
ST IG1
ACC IG2
MFI relay
OFF ON
ETACS-ECU
To each sensor and actuator
Power supply MFI relay control
Battery back up Ignition switch-IG
ECM
AK604134AB
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 performs the following controls and then turns OFF the power transistor for control of MFI relay.
Throttle valve initializing control
13A-46

FUEL PUMP RELAY CONTROL
FUEL PUMP RELAY CONTROL
M2132006500208
Battery
LOCK ST ACC IG1 IG2 OFF ON
Ignition switch
MFI relay
To ECM
ETACS -ECU
OFF ON
Fuel pump relay
Fuel pump
Ignition switch-ST M ECM Fuel pump relay control Crankshaft position sensor
AK604135 AB
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
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 stoppages such as engine stalling etc. by stopping the pump.

STARTER RELAY CONTROL
13A-47
M2132025500092

<M/T> Ignition switch-ST Battery
Clutch interlock switch ETACS -ECU
ON OFF
Starter relay
ON
OFF
Engine-ECU Starter relay control
ON
OFF M
Starter
AK604136 AB
13A-48
<CVT> Ignition switch-ST

Battery
Transmission range switch ETACS -ECU
N D
Starter relay
ON
OFF
Engine-ECU Starter relay control
ON
OFF M
Starter
AK604137 AB
When the ignition switch-ST signal is input, ECM turns ON the power transistor for control of the starter relay.

HEATED OXYGEN SENSOR HEATER CONTROL
13A-49
M2132007000206
HEATED OXYGEN SENSOR HEATER CONTROL

ECM Heated oxygen sensor heater
MFI relay
Battery
AK602241AD
When exhaust gas temperature is low, the heated oxygen sensor response is dull. So, response is improved by raising the sensor temperature by passing 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
in cutting the fuel during deceleration. Based on driving conditions and the heated oxygen sensor activation state, ECM changes the amount of current (duty ratio) to the heater to quicken the activation of the heated oxygen sensor.
13A-50

A/C COMPRESSOR RELAY CONTROL
A/C COMPRESSOR RELAY CONTROL
M2132034500120
Battery
A/C compressor relay
OFF ON
OFF
ON
A/C refrigerant temperature switch A/C switch (CAN) A/C compressor clutch A/C compressor relay control ECM
A/C compressor assembly
AK604138 AB
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 operation, such as the acceleration with the fully opened accelerator, the ECM secures the acceleration capability by turning off the A/C compressor relay for the specified period to produce no load on the A/C compressor.

GENERATOR CONTROL
13A-51
M2132025000172
GENERATOR CONTROL
Generator G terminal
Crankshaft position sensor ECM A/C switch (CAN)
Generator FR terminal
Ignition switch-ST
Generator
AK602242AD
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
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.
13A-52

EVAPORATIVE EMISSION CONTROL SYSTEM INCORRECT PURGE FLOW MONITOR
EVAPORATIVE EMISSION CONTROL SYSTEM INCORRECT PURGE FLOW MONITOR
M2132027200019
Battery
MFI relay Evaporative emission purge solenoid
To injector
Mass airflow sensor Barometric pressure sensor Intake air temperature sensor Engine coolant temperature sensor Fuel level sensor (CAN) Fuel tank differential pressure sensor Fuel tank temperature sensor Evaporative emission ventilation solenoid Fuel tank
Fuel level sensor
ECM
AK604139 AB
The ECM detects whether the fuel vapor leakage exists or not from the evaporative emission control system. By the specified pattern within the certain operation range, the ECM drives the evaporative emission purge solenoid and the evaporative emission ventilation solenoid. This allows slight vacuum to be produced in the fuel tank.
The ECM measures the vacuum condition through the fuel tank differential pressure sensor signal. By comparing the normal (expected) value and the actual value, the ECM detects whether the fuel vapor leakage exists or not from the evaporative emission control system.

EXHAUST GAS RECIRCULATION CONTROL
13A-53
M2132016000099
EXHAUST GAS RECIRCULATION CONTROL

Refer to GROUP 17 Emission Control Exhaust Gas Recirculation System P.17-12.
CONTROLLER AREA NETWORK (CAN)

CAN communication is established to ensure the reliable transmission of information. Refer to GROUP 54C General InformationP.54C-2.
M2132019000429
EVAPORATIVE EMISSION PURGE CONTROL

Refer to GROUP 17 Emission Control Evaporative Emission Control System P.17-11.
M2132012000138
HC TRAP CATALYTIC CONVERTER DETERIORATION MONITOR

Refer to GROUP 17 Emission Control Emission Reduction SystemP.17-14.
M2132027300016
ON-BOARD DIAGNOSTICS
The engine control module (ECM) has been provided with the following functions for easier system inspection.
.
M2132009001067
Diagnostic Trouble Codes and Malfunction Indicator Lamp (SERVICE ENGINE SOON or Check Engine Lamp) Function
The diagnostic trouble code and malfunction indicator lamp (SERVICE ENGINE SOON or Check Engine Lamp) items are shown in the following table. DIAGNOSTIC ITEM DTC*1 P0011 P0014 P0016 P0017 P0031 P0032 P0037 P0038 P0043 Engine control module (ECM) Intake variable valve timing system target error Exhaust variable valve timing system target error Crankshaft/camshaft (intake) position sensor phase problem Crankshaft/camshaft (exhaust) position sensor phase problem Heated oxygen sensor heater (front) circuit low Heated oxygen sensor heater (front) circuit high Heated oxygen sensor heater (rear) circuit low Heated oxygen sensor heater (rear) circuit high Heated oxygen sensor heater (3rd) circuit low <California> NOTE: *1: Diagnostic Trouble Code NOTE: *2: Malfunction Indicator Lamp MIL*2 ITEM
13A-54
DTC*1 P0044 P0069 P0101 P0102 P0103 P0106 P0107 P0108 P0111 P0112 P0113 P0116 P0117 P0118 P0122 P0123 P0125 P0128 P0131 P0132 P0133 P0134 P0137 P0138 P0139 P0140 P0143 P0144 P0145 P0146 P0171 P0172 P0181 P0182 P0183 P0201 DIAGNOSTIC ITEM

MIL*2 ITEM
Heated oxygen sensor heater (3rd) circuit high <California> Abnormal correlation between manifold absolute pressure sensor and barometric pressure sensor Mass airflow circuit range/performance problem Mass airflow circuit low input Mass airflow circuit high input Manifold absolute pressure circuit range/performance problem Manifold absolute pressure circuit low input Manifold absolute pressure circuit high input Intake air temperature circuit range/performance problem Intake air temperature circuit low input Intake air temperature circuit high input Engine coolant temperature circuit range/performance problem Engine coolant temperature circuit low input Engine coolant temperature circuit high input Throttle position sensor (main) circuit low input Throttle position sensor (main) circuit high input Insufficient coolant temperature for closed loop fuel control Coolant thermostat (Coolant temperature below thermostat regulating temperature) Heated oxygen sensor (front) circuit low voltage Heated oxygen sensor (front) circuit high voltage Heated oxygen sensor (front) circuit slow response Heated oxygen sensor (front) circuit no activity detected Heated oxygen sensor (rear) circuit low voltage Heated oxygen sensor (rear) circuit high voltage Heated oxygen sensor (rear) circuit slow response Heated oxygen sensor (rear) circuit no activity detected Heated oxygen sensor (3rd) circuit low voltage <California> Heated oxygen sensor (3rd) circuit high voltage <California> Heated oxygen sensor (3rd) circuit slow response <California> Heated oxygen sensor (3rd) circuit no activity detected <California> System too lean System too rich Fuel tank temperature sensor circuit range/performance Fuel tank temperature sensor circuit low input Fuel tank temperature sensor circuit high input Injector circuit-cylinder 1

13A-55
MIL*2 ITEM
DTC*1 P0202 P0203 P0204 P0222 P0223 P0300 P0301 P0302 P0303 P0304 P0326 P0327 P0328 P0335 P0340 P0365 P0401 P0420 P0421 P0441 P0442 P0443 P0446 P0450 P0451 P0452 P0453 P0455 P0456 P0461 P0462 P0463 P0489 P0490 P0500 P0506 P0507
DIAGNOSTIC ITEM Injector circuit-cylinder 2 Injector circuit-cylinder 3 Injector circuit-cylinder 4 Throttle position sensor (sub) circuit low input Throttle position sensor (sub) circuit high input Random/multiple cylinder misfire detected Cylinder 1 misfire detected Cylinder 2 misfire detected Cylinder 3 misfire detected Cylinder 4 misfire detected Knock sensor circuit performance Knock sensor circuit low Knock sensor circuit high Crankshaft position sensor circuit Intake camshaft position sensor circuit Exhaust camshaft position sensor circuit Exhaust gas recirculation flow insufficient detected <California> Warm up catalyst efficiency below threshold <except for California> Warm up catalyst efficiency below threshold <California> Evaporative emission control system incorrect purge flow Evaporative emission control system leak detected (small leak) Evaporative emission control system purge control valve circuit Evaporative emission control system vent control circuit Evaporative emission control system pressure sensor malfunction Evaporative emission control system pressure sensor range/performance Evaporative emission control system pressure sensor low input Evaporative emission control system pressure sensor high input Evaporative emission control system leak detected (gross leak) Evaporative emission control system leak detected (very small leak) Fuel level sensor circuit range/performance Fuel level sensor circuit low input Fuel level sensor circuit high input EGR valve (stepper motor) circuit malfunction (ground short) <California> EGR valve (stepper motor) circuit malfunction (battery short) <California> Vehicle speed sensor malfunction <M/T> Idle control system RPM lower than expected Idle control system RPM higher than expected
13A-56
DTC*1 P0513 P0551 P0554 P0603 P0606 P0622 P0630 P0638 P0642 P0657 P1021 P1025 P1231 P1232 P1233 P1234 P1235 P1236 P1237 P1238 P1239 P1240 P1241 P1242 P1243 P1244 P1245 P1247 P1320 P1506 P1507 P1590 P1603 P1676 P2100 P2101 P2122 DIAGNOSTIC ITEM Immobilizer malfunction

MIL*2 ITEM
Power steering pressure switch circuit range/performance Power steering pressure switch circuit intermittent EEPROM malfunction Engine control module main processor malfunction Generator FR terminal circuit malfunction Vehicle Identification Number (VIN) malfunction Throttle actuator control motor circuit range/performance Throttle position sensor power supply Throttle actuator control motor relay circuit malfunction Intake engine oil control valve circuit Exhaust engine oil control valve circuit Active stability control plausibility Fail safe system Throttle position sensor (main) plausibility Throttle position sensor (sub) plausibility Mass airflow sensor plausibility A/D converter Accelerator pedal position sensor plausibility Mass airflow sensor plausibility (torque monitor) Engine RPM plausibility Ignition angle Torque monitor Fail safe control monitor Inquiry/response error RAM test for all area Cycle RAM test (engine) CVT plausibility <CVT> Ignition Timing Retard Insufficient Idle control system RPM lower than expected at low temperature Idle control system RPM higher than expected at low temperature TCM to ECM communication error in torque reduction request <CVT> Battery backup circuit malfunction Variant coding Throttle actuator control motor circuit (open) Throttle actuator control motor magneto malfunction Accelerator pedal position sensor (main) circuit low input

13A-57
MIL*2 ITEM
DTC*1 P2123 P2127 P2128 P2135 P2138 P2195 P2228 P2229 P2252 P2253 P2423 U0001 U0101 U0121 U0141 U0167 U0180
.
DIAGNOSTIC ITEM Accelerator pedal position sensor (main) circuit high input Accelerator pedal position sensor (sub) circuit low input Accelerator pedal position sensor (sub) circuit high input Throttle position sensor (main and sub) circuit range/performance problem Accelerator pedal position sensor (main and sub) circuit range/performance problem Heated oxygen sensor (front) inactive Barometric pressure circuit low input Barometric pressure circuit high input Heated oxygen sensor offset circuit low voltage Heated oxygen sensor offset circuit high voltage HC adsorber (HC trap catalyst) efficiency below threshold <California> Bus off CVT-ECU time-out ABS-ECU time-out ETACS-ECU time-out Immobilizer communication error Combination meter time-out
13A-58
Data List Function

The data list items are shown in the following table. NOTE: Data list items consist of M.U.T.-III items and GST items. GST items can be accessed through the use of a general scan tool. M.U.T.-III Item M.U.T.-III SCAN TOOL DISPLAY A/C compressor relay A/C SW Absolute load value Airflow sensor Airflow sensor APP sensor (main) APP sensor (main) APP sensor (sub) APP sensor (sub) Barometric pressure sensor Brake light switch Calculated load value Cranking signal Crankshaft position sensor ECT sensor EGR step motor Engine control relay Engine oil pressure switch ETV relay EVAP. emission purge SOL. duty Exhaust VVT angle (bank1) Fan duty Fuel level gauge Fuel pump relay Fuel system status (bank 1)
NOTE: When M.U.T.-III is used, M.U.T.-III items appear alphabetically
ITEM NO. INSPECTION ITEM 93 76 72 10 AA 11 BE 12 BF BB 74 73 79 2 6 31 95 90 96 49 39 47 51 97 105 A/C compressor relay A/C switch Absolute load value Mass airflow sensor Mass airflow sensor Accelerator pedal position sensor (main) Accelerator pedal position sensor (main) Accelerator pedal position sensor (sub) Accelerator pedal position sensor (sub) Barometric pressure sensor Brake light switch Calculated load value Closed throttle position switch Cranking signal (ignition switch-ST) Crankshaft position sensor Engine coolant temperature sensor EGR valve (stepper motor) Engine control relay Engine oil pressure switch Throttle actuator control motor relay Evaporative emission purge solenoid duty Exhaust MIVEC phase angle Fan motor duty Fuel level gauge Fuel pump relay Fuel control system status
UNIT ON/OFF ON/OFF % mV g/s mV % mV % kPa (in.Hg) ON/OFF % ON/OFF ON/OFF r/min C ( F) Step ON/OFF ON/OFF ON/OFF % CA % % ON/OFF Closed loop/ Open circuit drive condition mV C ( F) ON/OFF
Closed throttle position switch 84
Fuel system status (bank 2)* Fuel tank differential PRS. SNSR Fuel tank temperature sensor Ignition switch
106 52 53 85
Fuel tank differential pressure sensor Fuel tank temperature sensor Ignition switch (IG1)

13A-59
UNIT ms C ( F) CA L/s L/s CA % % kPa (in.Hg) ON/OFF ON/OFF V V ON/OFF V % % CA ON/OFF % V r/min % mV % mV mV % km/h (mph)
M.U.T.-III SCAN TOOL DISPLAY Injectors Intake air temperature sensor Intake VVT angle (bank1) ISC learned value (A/C OFF) ISC learned value (A/C ON) Knock retard Learned knock retard Long term fuel trim (bank 1) MAP sensor Neutral switch Normally closed brake switch
ITEM NO. INSPECTION ITEM 17 5 36 68 69 32 33 26 8 87 89 Injectors Intake air temperature sensor Intake MIVEC phase angle Idle speed control learned value (A/C OFF) Idle speed control learned value (A/C ON) Knock retard Knock control learned value Long-term fuel trim Manifold absolute pressure sensor Neutral switch Normally closed brake switch Heated oxygen sensor (front) Heated oxygen sensor (rear) Power steering pressure switch Power supply voltage Relative throttle position sensor Short-term fuel trim Ignition timing advance Starter relay <M/T> Target EGR valve (stepper motor) Throttle actuator control motor target value Target idle speed Throttle actuator control motor Throttle position sensor (main) Throttle position sensor (main) Throttle position sensor (main) mid opening learning value Throttle position sensor (sub) Throttle position sensor (sub) Vehicle speed
Oxygen sensor (bank 1 sensor AC 1) Oxygen sensor (bank 1 sensor AD 2) Power steering switch Power supply voltage Relative TP sensor Short term fuel trim (bank 1) Spark advance Starter relay Target EGR Target ETV value Target idle speed Throttle actuator TP sensor (main) TP sensor (main) TP sensor (main) learned value TP sensor (sub) TP sensor (sub) Vehicle speed 83 1 BC 28 16 102 BA 59 3 58 13 AB 14 15 BD 4
NOTE: *:The item is only displayed, but not applied.
13A-60
GST Item
PARAMETER DESCRIPTION IDENTIFICATION (PID)

COMMON EXAMPLE OF GENERAL SCAN TOOL DISPLAY
01
Number of emission-related DTCs and MIL status Number of DTCs stored in this ECU Malfunction Indicator Lamp (MIL) status Supported tests which are continuous Misfire monitoring Fuel system monitoring Comprehensive component monitoring Status of continuous monitoring tests since DTC cleared
DTC and MIL status: DTC_CNT: xxxd MIL: OFF or ON Support status of continuous monitors: MIS_SUP: YES FUEL_SUP: YES CCM_SUP: YES Completion status of continuous monitors since DTC cleared: MIS_RDY: YES or NO FUEL_RDY: YES or NO CCM_RDY: YES or NO Supported status of non-continuous monitors: CAT_SUP: YES HCAT_SUP: NO EVAP_SUP: YES AIR_SUP: NO ACRF_SUP: NO O2S_SUP: YES HTR_SUP: YES EGR_SUP: YES Completion status of non-continuous monitors since DTC cleared: CAT_RDY: YES or NO HCAT_RDY: YES EVAP_RDY: YES or NO AIR_RDY: YES ACRF_RDY: YES O2S_RDY: YES or NO HTR_RDY: YES or NO EGR_RDY: YES or NO
Misfire monitoring Fuel system monitoring Comprehensive component monitoring Supported tests run at least once per trip Catalyst monitoring Heated catalyst monitoring Evaporative system monitoring Secondary air system monitoring A/C system refrigerant monitoring Oxygen sensor monitoring Oxygen sensor heater monitoring EGR system monitoring Status of tests run at least once per trip
Catalyst monitoring Heated catalyst monitoring Evaporative system monitoring Secondary air system monitoring A/C system refrigerant monitoring Oxygen sensor monitoring Oxygen sensor heater monitoring EGR system monitoring

DESCRIPTION PARAMETER IDENTIFICATION (PID)
13A-61
03
Fuel system 1 status
FUELSYS1: OL/CL/OL-Drive/OL-Fault/CL-F ault FUELSYS2: OL/CL/OL-Drive/OL-Fault/CL-F ault LOAD_PCT: xxx.x% ECT: xxx C (xxx F) SHRTFT1: xxx.x % LONGFT1: xxx.x % SHRTFT2: xxx.x % LONGFT2: xxx.x % MAP: xxx kPa (xx.x inHg) RPM: xxxxx min-1 VSS: xxx km/h (xxx mph) SPARKADV: xx IAT: xxx C (xxx F) MAF: xxx.xx g/s (xxxx.x lb/min) TP: xxx.x% O2SLOC: O2S11/O2S12/O2S13/O2S21/ O2S22 O2S11: x.xxx V SHRTFT11: xxx.x% O2S12: x.xxx V SHRTFT12: xxx.x% O2S13: x.xxxV SHRTFT13: xxx.x% O2S21: x.xxx V SHRTFT21: xxx.x% O2S22: x.xxx V SHRTFT22: xxx.x% OBDSUP: OBD II RUNTM: xxxxx sec. MIL DIST: xxxxx km (xxxxx miles) EGR_PCT: xxx.x% EVAP_PCT: xxx.x% FLI: xxx.x%
Fuel system 2 status
04 05 06 07 08 09 0B 0C 0D 0E 0F 10 11 13
Calculated LOAD Value Engine Coolant Temperature Short Term Fuel Trim Bank 1 Long Term Fuel Trim Bank 1 Short Term Fuel Trim Bank 2 Long Term Fuel Trim Bank 2 Intake Manifold Absolute Pressure Engine RPM Vehicle Speed Sensor Ignition Timing Advance for #1 Cylinder Intake Air Temperature Air Flow Rate from Mass Airflow Sensor Absolute Throttle Position Location of Oxygen Sensor
14 15 16 18 19 1C 1F 21 2C 2E 2F 30
Bank 1 Sensor 1 Bank 1 Sensor 2 Bank 1-Sensor 3 Bank 2 Sensor 1 Bank 2 Sensor 2 OBD requirements to which vehicle is designed Time Since Engine Start Distance Travelled While MIL is Active Commanded EGR Commanded Evaporative Purge Fuel Level Input
Number of warm-ups since diagnostic trouble codes cleared WARM_UPS: xxx
13A-62

31 32 33 41
Distance since diagnostic trouble codes cleared Evap System Vapor Pressure Barometric Pressure Monitor status this driving cycle
CLR_DIST: xxxxx km (xxxxx miles) EVAP_VP: xxxx.xx Pa (xx.xxx in H2O) BARO: xxx kPa (xx.x inHg)
Enable status of continuous monitors this monitoring cycle: Enable status of continuous NO means disable for rest of this monitoring cycle or not monitors this monitoring cycle: supported in PID 01, YES means enable for this monitoring cycle. Misfire monitoring Fuel system monitoring Comprehensive component monitoring Completion status of continuous monitors this monitoring cycle: Misfire monitoring Fuel system monitoring Comprehensive component monitoring Enable status of non-continuous monitors this monitoring cycle: Catalyst monitoring Heated catalyst monitoring Evaporative system status Secondary air system monitoring A/C system refrigerant monitoring Oxygen sensor monitoring Oxygen sensor heater monitoring EGR system monitoring Completion status of non-continuous monitors this monitoring cycle: Catalyst monitoring Evaporative system status Oxygen sensor monitoring Oxygen sensor heater monitoring EGR system monitoring MIS_ENA: NO or YES FUEL_ENA: NO or YES CCM_ENA: YES Completion status of continuous monitors this monitoring cycle: MIS_COMPL: YES or NO FUEL_COMP: YES or NO CCM_CMPL: YES or NO Enable status of non-continuous monitors this monitoring cycle: CAT_ENA: YES or NO HCAT_ENA: NO EVAP_ENA: YES or NO AIR_ENA: YES or NO ACRF_ENA: YES or NO O2S_ENA: YES or NO HTR_ENA: YES or NO EGR_ENA: YES or NO Completion status of non-continuous monitors this monitoring cycle: CAT_CMPL: YES or NO EVAP_CMPL: YES or NO O2S_CMPL: YES or NO HTR_CMPL: YES or NO EGR_CMPL: YES or NO

13A-63
42 43 44 45 46 47 49 4A 4C
.
Control module voltage Absolute Load Value Commanded Equivalence Ratio Relative Throttle Position Ambient air temperature Absolute Throttle Position B Accelerator Pedal Position D Accelerator Pedal Position E Commanded Throttle Actuator Control
VPWR: xx.xxx V LOAD_ABS: xxx.x% EQ_RAT: x.xxx TP_R: xxx.x% AAT: xxx C (xxx F) TP_B: xxx.x% APP_D: xxx.x% APP_E: xxx.x% TAC_PCT: xxx.x%
Actuator Test Function

The actuator test items are shown in the following table. M.U.T.-III SCAN ITEM INSPECTION ITEM TOOL DISPLAY NO. A/C relay 16 A/C compressor clutch relay Evaporative emission purge solenoid Evaporative emission ventilation solenoid Fuel pump Basic ignition timing Injectors EVAP. emission purge 10 SOL. EVAP. emission ventilation SOL. Fuel pump Ignition timing 5 BTDC No. 1 injector No. 2 injector No. 3 injector No. 4 injector VVT oil control valve Cooling fan 15 9 11 1 2 3 4 17 14 Engine oil control valve Radiator fan, A/C condenser fan ACTIVATING CONTENT The relay turns from OFF to ON The solenoid valve turns from OFF to ON The solenoid valve turns from OFF to ON Fuel pump operates Set to ignition timing adjustment mode Cut fuel to No. 1 injector Cut fuel to No. 2 injector Cut fuel to No. 3 injector Cut fuel to No. 4 injector Engine oil control valve turns from OFF to ON Drives the fan motor
NOTES

Multiport Fuel System (Mfi) : Group 13A

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13A-1

MULTIPORT FUEL SYSTEM (MFI)

MULTIPORT FUEL SYSTEM (MFI)

MULTIPORT FUEL SYSTEM (MFI)

System Block Diagram

No. 3 injector No. 4 injector

[4] MIVEC (Mitsubishi Innovative Valve timing Electronic Control system)

[6] Fuel pump relay control

[10] Generator control

MULTIPORT FUEL SYSTEM (MFI)

<Except for California>

6 Intake camshaft position sensor 7 Exhaust camshaft position sensor

5 Engine coolant temperature sensor 9 Knock sensor

Fuel tank Fuel level sensor

13 Fuel tank temperature sensor

MULTIPORT FUEL SYSTEM (MFI)

5 Engine coolant temperature sensor 9 Knock sensor 8 Crankshaft position sensor

12 Fuel tank differential pressure sensor 13 Fuel tank temperature sensor

11 Heated oxygen sensor (rear) 12 Heated oxygen sensor (3rd)

MULTIPORT FUEL SYSTEM (MFI)

ECM CONNECTOR INPUT/OUTPUT PIN ARRANGEMENT

104 103 102 101

112 111 110 109

116 115 114 113

MULTIPORT FUEL SYSTEM (MFI)

15 17 19 21 24 26 30 32* 34 36 38 40 42 45 47* 54* 58 61 71 73 75 77 79 82 84 88 90 92 96 103 105 112 114 117

16 18 20 23 25 27 31* 33* 35 37 39 41 44 46 48* 55* 60 62 72 74

MULTIPORT FUEL SYSTEM (MFI)

MASS AIRFLOW SENSOR

Heat sensing resistor Intake air Sensing area Diaphragm

From MFI relay

Mass flow g/s

Mass airflow sensor

INTAKE AIR TEMPERATURE SENSOR

Sensory part (thermistor)

MULTIPORT FUEL SYSTEM (MFI)

ECM Intake air temperature sensor (thermistor) 5V Resistance k

Intake air temperature C (F)

Intake air temperature C (F)

MANIFOLD ABSOLUTE PRESSURE SENSOR

101 Pressure kPa (in.Hg)

MULTIPORT FUEL SYSTEM (MFI)

ENGINE COOLANT TEMPERATURE SENSOR

Engine coolant temperature sensor (thermistor)

Engine coolant temperature C (F)

Engine coolant temperature C (F)

THROTTLE POSITION SENSOR

Throttle position sensor

MULTIPORT FUEL SYSTEM (MFI)

STRUCTURE AND SYSTEM

Fixed to the motor cover

Half opened Hall IC

Fully opened Magnet flux

MULTIPORT FUEL SYSTEM (MFI)

Throttle position sensor (sub) Hall IC

Output voltage V 5 4.5

Throttle position sensor (main)

0.5 0 Fully closed

ACCELERATOR PEDAL POSITION SENSOR