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13A - Evo X Service Manuals

1. AK602738AC TSB Revision MULTIPORT FUEL SYSTEM MFI Camshaft position sensing portion Magnet flux Magnetic resistance element Camshaft position sensing portion Magnet flux Magnetic resistance element AK702327AD Intake camshaft position sensor Magnetic resistance element 13A 17 SENSOR The intake camshaft position sensor uses a magnetic resis tance element When the camshaft position sensing portion passes the front surface of the magnetic resistance element the flux from the magnet passes the magnetic resistance ele ment Thus resistance of the magnetic resistance element increases When the camshaft position sensing portion does not pass the front surface of the magnetic resistance element the flux from the magnet does not pass the magnetic resistance element and the resistance decreases The intake camshaft position sensor converts this change in resistance of the mag netic resistance element to a 5 V pulse signal and outputs it to ECM Output signal AK602287AG EXHAUST CAMSHAFT POSITION SENSOR The exhaust camshaft position sensor is installed on the exhaust side of the cylinder head The exhaust camshaft posi tion 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 an
2. MULTIPORT FUEL SYSTEM MFI 1 3A 6 CONTROL UNIT ECM CONNECTOR INPUT OUTPUT PIN ARRANGEMENT alaala alala YIalalalalalxalalalg o nl blefs A D SRERNERE N a no ro no ro no no no no no no w o w co 0o 00 co 0o 00 00 0 0 lo o lo ala falile e H ale Ql a NJo o o s n a gt sl ff alla w o lololololajalalalalalal als e e ololo 3 2 alslelslelslalslalaiala al E 8 8 elele lakal Sis alalalalalalalalalalalalalal alo lalalalala ll x a SO Pl olAlalG NJololo s y o gt l 2 lu u e e o 4 n w s a o u o KJ AK704675 AB Intake engine oil control valve No 1 injector No 2 injector No 1 ignition coil ignition power transistor No 2 ignition coil ignition power Starter active signal transistor Exhaust camshaft position sensor Crankshaft position sensor Sensor supplied voltage Throttle position sensor main Throttle position sensor sub Power supply voltage applied to throttle position sensor Throttle position sensor ground Intake camshaft position sensor Throttle actuator control motor Throttle actuator control motor Exhaust engine oil control valve No 3 injector No 4 injector No 3 ignition coil ignition power transistor No 4 ignition coil ignition power Exhaust camshaft position sensor transistor ground Crankshaft position sensor ground Knock sens
3. Absolute load value 72 Absolute load value Airflow sensor 10 Mass airflow sensor mV Airflow sensor APP sensor main Mass airflow sensor Accelerator pedal position sensor main mV APP sensor main APP sensor sub Accelerator pedal position sensor sub mV APP sensor sub Accelerator pedal position sensor main Accelerator pedal position sensor sub Barometric pressure sensor Barometric pressure sensor kPa in Hg Brake light switch Calculated load value Brake light switch Calculated load value ON OFF Closed throttle position switch Closed throttle position signal ON OFF Cranking signal Cranking signal ignition switch ST ON OFF Crankshaft position sensor Crankshaft position sensor r min ECT sensor Engine coolant temperature sensor C PF Engine control relay MFI relay ON OFF Engine oil pressure switch ETV relay Engine oil pressure switch Throttle actuator control motor relay ON OFF ON OFF EVAP emission purge SOL duty Evaporative emission purge solenoid duty Exhaust VVT angle bank1 Exhaust MIVEC phase angle Fan duty Fan motor duty Fuel level gauge Fuel level gauge Fuel pump relay Fuel pump relay ON OFF Fuel system status bank 1 Fuel control system status Closed loop Open circuit drive co
4. AK604554 AB TSB Revision MULTIPORT FUEL SYSTEM MFI ACTUATOR 1 3A 31 GENERATOR G TERMINAL ECM uses ON OFF of generator G terminal to control genera tor output voltage When the power transistor in the ECM turns ON output voltage gets adjusted to about 12 8 V When gener ator output voltage drops to 12 8 V it becomes lower than volt age 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 4 V When gen erator output voltage is about 14 4 V generator outputs current to produce electricity In case electric load is generated sud denly ECM controls generator G terminal s On duty to limit the sudden increase in generator load due to generation and thus prevents change in idle speed Ignition switch IG IC regulator Generator AK702856AD TSB Revision E MULTIPORT FUEL SYSTEM MFI 13A 32 FUEL INJECTION CONTROL FUEL INJECTION CONTROL M2132003001285 Fuel injection volume is regulated to obtain the opti intake air volume ECM adds prescribed compensa mum air fuel ratio in accordance with the constant tions to this basic drive time according to conditions minute changes in engine driving conditions Fuel such as the intake air temperature and engine cool injection volume is controlled by injector drive time ant temperature to decide injection time Fuel injec injection time Ther
5. S wastegate solenoid 1 8 Turbocharger D I wastegate solenoid 2 A 8 o 4 Injector Evaporative emission canister 7 Engine coolant temperature sensor 11 Knock sensor x 10 Crankshaft position sensor 4 Kk 12 Heated oxygen sensor front x 13 Heated oxygen sensor rear TSB Revision rT gie Fuel pump Fuel tank 6 Evaporative Fuel level emission sensor ventilation solenoid X15 Fuel tank temperature sensor e 9 Exhaust camshaft position sensor AK703839AB MULTIPORT FUEL SYSTEM MFI 13A 5 CONTROL UNIT CONTROL UNIT ENGINE CONTROL MODULE ECM ECM Microprocessor ECM is installed in the engine room ECM judges calculates the optimum control to deal with the con stant minute changes in driving conditions based on information input from the sensors and drives the actuator ECM is composed of 32 bit microprocessor and Random Access Memory RAM Read Only Memory ROM and Input Output interface ECM M2132021500391 actuator AK604119AB 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 TSB Revision
6. C F temperature C F AK602207AG ENGINE COOLANT TEMPERATURE SENSOR The engine coolant temperature sensor is installed in the ther mostat housing Engine coolant temperature sensor uses ther mistor s resistance change to detect coolant temperature and output the voltage according to coolant temperature to ECM ECM uses this output voltage to appropriately control fuel injec tion volume idle speed and ignition timing Sensor properties are as shown in the figure Output voltage V 4 Resistance kQ 4 Engine coolant Engine coolant temperature C F temperature C F AK602208AG TSB Revision MULTIPORT FUEL SYSTEM MFI 13A 11 Throttle body position sensor AK702846AD Throttle shaft N Hall IC Magnet Stator Yoke Fixed to the motor cover AK602566 AC Hall IC N Hall IC PI Fully closed Half opened Fully opened Magnet flux AK604555AB SENSOR THROTTLE POSITION SENSOR The throttle position sensor is installed in the throttle body Throttle position sensor outputs voltage to ECM based on the throttle shaft rotation angle ECM uses this signal to detect the throttle valve opening angle to perform throttle actuator control motor feedback control This throttle position sensor uses Hall IC and is a non contact type STRUCTURE AND SYSTEM Throttle position sensor is composed of a permanent magnet fixed on
7. H20 Barometric Pressure TSB Revision BARO xxx kPa xx x inHg PARAMETER IDENTIFICATION PID MULTIPORT FUEL SYSTEM MFI ON BOARD DIAGNOSTICS DESCRIPTION 13A 61 COMMON EXAMPLE OF GENERAL SCAN TOOL DISPLAY 41 Monitor status this driving cycle Enable status of continuous monitors this monitoring cycle Enable status of continuous monitors this monitoring cycle NO means disable for rest of this monitoring cycle or not supported in PID 01 YES means enable for this monitoring cycle Misfire monitoring MIS_ENA NO or YES Fuel system monitoring FUEL_ENA NO or YES Comprehensive component monitoring CCM_ENA YES Completion status of continuous monitors this monitoring cycle Misfire monitoring Completion status of continuous monitors this monitoring cycle MIS_CMPL YES or NO Fuel system monitoring FUEL CMPL YES or NO Comprehensive component monitoring CCM_CMPL YES or NO Enable status of non continuous monitors this monitoring cycle Enable status of non continuous monitors this monitoring cycle Catalyst monitoring CAT ENA YES or NO Heated catalyst monitoring HCAT ENA NO Evaporative system status Secondary air system monitoring EVAP ENA YES or NO AIR ENA YES or NO A C system refrigerant monitoring ACRF_ENA YES or NO Oxygen sensor monitoring O2S_ENA YES or NO Oxyg
8. KY KY KY X Warm up catalyst efficiency below threshold TSB Revision MULTIPORT FUEL SYSTEM MFI 13A 55 ON BOARD DIAGNOSTICS DIAGNOSTIC ITEM MIL ITEM Evaporative emission control system incorrect purge flow Evaporative emission control system leak detected small leak Evaporative emission purge solenoid circuit Evaporative emission ventilation solenoid circuit Fuel tank differential pressure sensor malfunction Fuel tank differential pressure circuit range performance problem Fuel tank differential pressure circuit low input Fuel tank differential pressure circuit 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 Vehicle speed signal malfunction Idle control system RPM lower than expected XIXIX IX XI XXXI XXXIX XXX X Idle control system RPM higher than expected Immobilizer malfunction 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 P0630 Vehicle Identification Number VIN malfunction x P0638 Throttle actuator control motor circuit range pe
9. No 4 cylinder Combustion Exhaust Intake Compression AK703691 AC Fuel injection to each cylinder is done by driving the injector at optimum timing while it is in exhaust process based on the crankshaft position sensor signal ECM compares the crank shaft position sensor output pulse signal and intake camshaft position sensor output pulse signal to identify the cylinder Using this as a base it performs sequential injection in the sequence of cylinders 1 3 4 2 Additional Fuel Injection During Acceleration ea lt No 2 TDC gt lt No 1 TDC gt lt No 3 TDC gt lt No 4 TDC gt lt No 2 TDC gt Sensor UUM LIKLIKILTIIIKIRI ULL LULU KANAL ALALA Increase injection for acceleration Cylinder stroke Pa No 1 cylinder Compression Combustion Exhaust Intake No 2 cylinder Intake Compression Combustion Exhaust No 3 cylinder Exhaust Intake Compression Combustion No 4 cylinder Combustion Exhaust Intake Compression AK703786AC 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 TSB Revision E MULTIPORT FUEL SYSTEM MFI 13A 34 FUEL INJECTION CONTROL 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 sig
10. 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 TSB Revision MULTIPORT FUEL SYSTEM MFI 13A 23 SENSOR Battery Ignition switch IG IC regulator Generator AK702852AE GENERATOR L TERMINAL After turning on the ignition switch the current is input by the ECM to the generator L terminal This allows the IC regulator to be on and the field coil to be excited When the generator rotates in this situation the voltage is excited in the stator coil and the current is output from B terminal through the commuta tion diode Also the generated voltage is input to the voltage regulator through the commutation diode After the electric gen eration begins the current is supplied to the field coil from this circuit In addition the generated voltage is output from the generator L terminal to the ECM This allows the ECM to detect that the electric generation begins The ECM outputs the ON signal to the combination meter through the CAN and then turns off the generator malfunction light TSB Revision MULTIPORT FUEL SYSTEM MFI 13A 24 SENSOR Battery Ignition switch IG communication Generator malfunction IC regulator Combination meter Generator AK702853AD TSB Revision MULTIPORT FUEL SYSTEM MFI 13A 25 ACTUATOR M2132002000591 INJECTOR An inj
11. are as shown in the diagram AK604121AB Fuel tank differential pressure sensor Power supply Output signal Ground ECM Output voltage V ca gt 0 Pressure kPa in Hg AK604122 AB TSB Revision 13A 22 Fuel tank temperature sensor Fann part Sao thermistor Fuel tank temperature sensor thermistor AK604123 AB ECM MULTIPORT FUEL SYSTEM MFI SENSOR FUEL TANK TEMPERATURE SENSOR The fuel tank temperature sensor is installed to the fuel pump module The fuel tank temperature sensor detects the tempera ture inside the fuel tank using the resistance change in the ther mistor 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 Output voltage V 4 Resistance kQ A Fuel tank Fuel tank temperature C F temperature C F AK604124AB GENERATOR FR TERMINAL Generator turns ON OFF the power transistor in the voltage regulator to adjust current flow in the field coil according to gen erator output current In this way generator s output voltage is kept adjusted to about 14 4 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
12. 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 EVAPORATIVE EMISSION PURGE CONTROL Refer to GROUP 17 Emission Control Evaporative Emis sion Control System P 17 11 M2132012000224 TSB Revision 13A 52 MULTIPORT FUEL SYSTEM MFI EVAPORATIVE EMISSION CONTROL SYSTEM INCORRECT PURGE FLOW MONITOR EVAPORATIVE EMISSION CONTROL SYSTEM INCORRECT PURGE FLOW MONITOR Mass airflow sensor N Barometric pressure sensor Intake air temperature sensor 1 Engine coolant temperature sensor MFI relay Fuel level sensor CAN 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 emis Evaporative emission purge solenoi Evaporative emission ventilation solenoid Fuel tank differential pressure sensor M2132027200020 Fuel tank Fuel tank temperature sensor ECM sion ventilation solenoid This allows slight vacuum control system to be produced in the fuel tank CONTROLLER AREA NETWORK CAN CAN communication is established to ensure the reli able transmiss
13. load and so maintains stable idle speed ECM terminal voltage V Operating pressure Oil pressure low OFF 12 Oil pressure high ON Oil pressure kPa in Hg AK602213AE CLUTCH PEDAL POSITION SWITCH lt M T gt Clutch pedal position switch is installed on the clutch pedal Clutch pedal position switch uses a contact switch that detects whether or not a pedal effort is applied to the clutch pedal Upon detecting a pedal effort applied to the clutch pedal the ECM effects control to retard the ignition timing TSB Revision ECM MULTIPORT FUEL SYSTEM MFI z SENSOR 13A 21 ECM terminal voltage V 4 Operating point Clutch pedal 3 ae release pra OFF Clutch pedal depress ON 0 riore sel _ __ _ _oo o blu uo t tf l ll ue Cluch pedal Stroke mm ON position switch AK702849AD FUEL TANK DIFFERENTIAL PRESSURE SENSOR Fuel tank differential pressure sensor Pressure The fuel tank differential pressure sensor is installed to the fuel pump module The fuel tank differential pressure sensor out puts the voltage to the ECM using the piezo resistive semicon ductor in accordance with the difference between pressure in the fuel tank and the pressure of the atmosphere When moni toring the evaporative leak the ECM detects malfunctions of the evaporative emission control system by monitoring the amount of output voltage changes from this sensor The sensor characteristics
14. sensor rear heater circuit high XIXIX X X X X x Abnormal correlation between manifold absolute pressure sensor and barometric pressure sensor Intake air temperature circuit range performance problem sensor 2 Intake air temperature circuit low input sensor 2 Intake air temperature circuit high input sensor 2 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 sensor 1 Intake air temperature circuit low input sensor 1 Intake air temperature circuit high input sensor 1 Engine coolant temperature circuit range performance problem Engine coolant temperature circuit low input Engine coolant temperature circuit high input XIX IX XX XI X x x x xk xk xk KY XI X x Throttle position sensor main circuit low input TSB Revision ba MULTIPORT FUEL SYSTEM MFI 13A 54 ON BOARD DIAGNOSTICS DIAGNOSTIC ITEM MIL ITEM Throttle position sensor main circuit high input x Insufficient coolant temperature for closed loop fuel control x Coolant thermostat coolant temperature below thermostat regulating temperature Heated oxygen sensor front circui
15. 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 Magnetic flux density at Hall IC is proportional to the output voltage Throttle position sensor has 2 output systems throttle position sensor main and throttle position sensor sub and the output voltage is output to ECM When throttle valve turns output volt age of throttle position sensor main and throttle position sen sor sub changes This allows ECM to detect actual throttle opening angle ECM uses this output voltage for throttle actua tor control motor feedback control Also ECM compares output voltage of the throttle position sensor main and throttle posi tion sensor sub to check for abnormality in the throttle position sensor The relationship between throttle opening angle and output voltage of the throttle position sensor main and throttle position sensor sub is as shown in the figure below TSB Revision MULTIPORT FUEL SYSTEM MFI 13A 12 SENSOR Throttle position sensor Throttle position Throttle position sensor main sensor sub Hall IC Hall IC Output voltage V Throttle position sensor main Throttle position sensor sub Throttle valve opening angle ECM closed opened Fully Fully AK602222AE ACCELERATOR PEDAL POSITION SENSOR Accelerator pedal position sensor is integrated with ac
16. 13A 1 GROUP 13A MULTIPORT FUEL SYSTEM MFI CONTENTS GENERAL DESCRIPTION 13A 2 FUEL PUMP RELAY CONTROL CONTROL UNIT 13A 5 STARTER RELAY CONTROL SENSOR 22250 ms NG DAL ERAL AG 13A 7 HEATED OXYGEN SENSOR HEATER CONTROL ACTUATOR 0 22 apak aa a sees 13A 25 A C COMPRESSOR CLUTCH FUEL INJECTION CONTROL 13A 32 RELAY CONTROL IGNITION TIMING AND CONTROL GENERATOR CONTROL FOR CURRENT CARRYING TIME 13A 37 EVAPORATIVE EMISSION THROTTLE VALVE OPENING PURGE CONTROL ANGLE CONTROL AND IDLE SPEED CONTROL 13A 40 EVAPORATIVE EMISSION CONTROL SYSTEM INCORRECT MIVEC Mitsubishi Innovative Valve PURGE FLOW MONITOR Timing Electronic Control System 13A 41 CONTROLLER AREA NETWORK INTAKE CHARGE PRESSURE CAN cc sseecie tw betnecemnte wes CONTROL 13A 44 ON BOARD DIAGNOSTICS MULTIPORT FUEL INJECTION MFI RELAY CONTROL 13A 45 13A 2 MULTIPORT FUEL SYSTEM MFI GENERAL DESCRIPTION GENERAL DESCRIPTION The following changes have been made to the controls of the 2 0L engine provided on the LANCER EVOLU TION IX Improvement Additions M2132000101636 Remark The MIVEC used at the intake side is added to the exhaust side A crankshaft position sensing blade of 36 teeth is used A heat sensitizing type airflow sensor is used It is possible to set the optimum valve timing a
17. AF Accelerator pedal position sensor main Accelerator pedal position sensor sub Engine oil pressure switch Power steering pressure switch Generator FR terminal Generator L terminal Clutch pedal position switch lt M T gt Ignition switch IG Ignition switch ST Power supply CAN communication input signal 5 Evaporative emission purge solenoid GENERAL DESCRIPTION Bypass valve Decide with barometric pressure sensor gt fe Act 2 tank t Exhaust engine oil control valve X6 Intake air temperrature sensor 2 K8 Intake camshaft position sensor MULTIPORT FUEL SYSTEM MFI Intake engine oil control valve Exhaust engine oil control valve Throttle actuator control motor Injector Evaporative emission purge solenoid Evaporative emission ventilation solenoid Turbocharger wastegate solenoid 1 Turbocharger wastegate solenoid 2 Ignition coil ignition power transistor Multiport fuel injection MFI relay Fuel pump relay 1 Fuel pump relay 2 Starter relay Throttle actuator control motor relay Generator G terminal Heated oxygen sensor heater A C compressor relay CAN communication output signal 3 Throttle position sensor main K4 Throttle position sensor sub 3 Throttle actuator control motor p xX5 Manifold absolute pressure sensor 14 Fuel tank differential puressure sensor
18. C condenser fan Drives the fan motor EVAP emission purge Evaporative emission purge Solenoid valve turns from OFF to SOL valve solenoid ON EVAP emission Evaporative emission ventilation Solenoid valve turns from OFF to ventilation SOL solenoid ON Fuel pump Fuel pump Fuel pump operates and fuel is recirculated Ignition timing 5 Basic ignition timing Set to ignition timing adjustment BTDC mode Injector stop Injectors Specified injector is stopped Oil control valve Intake engine oil control valve Switch the intake engine oil control exhaust engine oil control valve valve and exhaust engine oil control valve from OFF to ON Waste gate solenoid Turbocharger wastegate solenoid 1 Solenoid valve turns from OFF to valve turbocharger wastegate solenoid 2 ON TSB Revision
19. MFI AIC COMPRESSOR CLUTCH RELAY CONTROL AIC COMPRESSOR CLUTCH RELAY CONTROL M2132034500313 A C compressor clutch relay A C refrigerant temperature switch A C compressor assembly A C switch CAN A C compressor clutch relay control ECM AK604138 AE 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 clutch 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 accelera tion capability by turning OFF the A C compressor clutch relay for the specified period to produce no load on the A C compressor TSB Revision MULTIPORT FUEL SYSTEM MFI 13A 51 GENERATOR CONTROL GENERATOR CONTROL Engine coolant temperature sensor Crankshaft position sensor A C switch CAN Ignition switch ST Pi 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 M2132025000343 Generator G terminal Generator FR terminal Generator AK602242AD G terminal OFF duty ECM restricts sudden increase in generator s output
20. TIPORT FUEL SYSTEM MFI 13A 43 MIVEC Mitsubishi Innovative Valve Timing Electronic Control System Phase Angle Detection lt No 2 TDC gt lt No 1 TDC gt lt No 3 TDC gt lt No 4 TDC gt lt No 2 TDC gt Crankshaft H V bA y X Y position sensor L O L signal Intake camshaft H position sensor L signal Exhaust camshaft H position sensor signal L Phase angle AK703694 AC The detected phase angle is calculated using the intake camshaft position sensor signal and the exhaust camshaft position sensor signal Operation Conceptual Diagram Valve lift Exhaust camshaft Intake camshaft phase angle phase angle Exhaust valve lift curve at most advanced angle At most retarded angle At most advanced angle Intake valve lift curve at most retarded angle Crank angel Overlap AK702315AD The ECM controls the camshaft phase angle in order to attain optimal valve timing that suits the engine load and engine speed Initial phase Control direction Intake side Most retarded angle Advance direction Exhaust side Most advanced angle Retard direction TSB Revision MULTIPORT FUEL SYSTEM MFI 13A 44 INTAKE CHARGE PRESSURE CONTROL INTAKE CHARGE PRESSURE CONTROL The turbocharger wastegate solenoid operates under duty cycle control in order to control the intake charge pressure that acts on the turbocharger waste gate actuator T
21. TROL FUEL PUMP RELAY CONTROL M2132006500424 i Ignition switch Fuel pump Fuel pump relay 1 circuit resistor Fuel pump relay 2 ETACS ECU Fuel pump Ignition switch ST Fuel pump Fuel pump Crankshaft position sensor relay 1 control relay 2 control ECM AK702866AE TSB Revision MULTIPORT FUEL SYSTEM MFI FUEL PUMP RELAY CONTROL When the ignition switch ST signal is input ECM turns ON the power transistor for control of the fuel pump relay 2 As a result the fuel pump relay 2 which is integrated in the ETACS ECU turns ON supplying power to the fuel pump Also the ECM turns the fuel pump relay 1 ON or OFF in accordance with the driving conditions of the engine in order to switch the actuation condition High or Low of the fuel pump If the engine speed is low the ECM turns OFF the fuel pump relay 1 As a result the current travels through a fuel pump circuit resistor to the fuel pump Because the voltage that is applied to the fuel pump is reduced by the resistor it decreases below battery voltage This results in a lower fuel pump speed which reduces the fuel supply volume If the engine speed is high the ECM turns ON the fuel pump relay 1 As a result there is no voltage drop caused by the fuel pump circuit resistor allowing the fuel pump to operate at high speeds Thus the fuel supply volume increases Also if engine speed falls below a set value the fuel pump relay is turned OFF Thu
22. UEL SYSTEM MFI ON BOARD DIAGNOSTICS DESCRIPTION COMMON EXAMPLE OF GENERAL SCAN TOOL DISPLAY Fuel system 1 status Calculated LOAD Value FUELSYS1 OL CL OL Drive OL Fault C L Fault LOAD_PCT xxx x Engine Coolant Temperature ECT xxx C xxx F Short Term Fuel Trim Bank 1 SHRTFT1 xxx x Long Term Fuel Trim Bank 1 LONGFT1 xxx x Yo Intake Manifold Absolute Pressure MAP xxx kPa xx x inHg Engine RPM RPM xxxxx min Vehicle Speed Sensor VSS xxx km h xxx mph Ignition Timing Advance for 1 Cylinder Intake Air Temperature SPARKADV xx IAT Xxx C xxx F Air Flow Rate from Mass Air Flow Sensor MAF xxx xx g s xxxx x Ib min Absolute Throttle Position TP xXxx x Location of Oxygen Sensor O2SLOC 02811 02S812 02S13 02S2 1 02522 Bank 1 Sensor 1 02811 x xxx V SHRTFT11 xxx x Bank 1 Sensor 2 02812 x xxx V OBD requirements to which vehicle is designed OBDSUP OBD II Time Since Engine Start Distance Travelled While MIL is Active RUNTM xxxxx sec MIL DIST xxxxx km xxxxx miles Commanded Evaporative Purge EVAP_PCT xxx x Fuel Level Input FLI xxx x Number of warm ups since diagnostic trouble codes cleared WARM_UPS xxx Distance since diagnostic trouble codes cleared CLR_DIST xxxxx km xxxxx miles Evap System Vapor Pressure EVAP_VP xxxx xx Pa xx xxx in
23. ccording to the engine speed and load Provides engine control with finer precision Compact and lightweight An electronically controlled throttle valve system that controls the amount that the throttle is to be opened based on the position of the accelerator pedal is used Drivability is enhanced A direct ignition type ignition coil is used Non resonance type knock sensor is used Improves ignition performance Supports high functionality Intake air temperature sensor 2 is added Provides engine control with finer precision Turbocharger wastegate solenoid 2 is added Provides engine control with finer precision Barometric pressure sensor with built in ECM used System is simplified EGR solenoid is discontinued System is simplified Fuel pressure solenoid is discontinued Controller Area Network CAN is adopted System is simplified Communication is assured TSB Revision MULTIPORT FUEL SYSTEM MFI System Block Diagram Sensor switch GENERAL DESCRIPTION Engine control module ECM Mass airflow sensor sl Intake air temperature sensor 1 e Manifold absolute pressure sensor LI Intake air temperature sensor 2 Engine coolant temperature sensor Throttle position sensor main Throttle position sensor sub ja Accelerator pedal position sensor main Accelerator pedal position sensor s
24. celerator 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 Accelerator pedal position Sr uu pedal position sensor uses Hall IC and is a non contact type AK602569 AC TSB Revision MULTIPORT FUEL SYSTEM MFI Magnet Hall IC Pedal shaft AK602570AC Magnetic flux density Hall IC minimum S ap N Magnetic flux density maximum N ada S S a N Hall IC Magnetic flux AK602571AC 13A 13 SENSOR STRUCTURE AND SYSTEM Accelerator pedal position sensor is composed of a permanent magnet fixed on the magnet carrier of the pedal shaft Hall IC outputs voltage according to magnetic flux density and a stator that efficiently introduces magnetic flux from the permanent magnet to Hall IC Magnetic flux density at Hall IC is proportional to the output voltage The accelerator pedal position sensor has 2 output systems accelerator pedal position sensor main and accelerator pedal position sensor sub and the output voltage is output to ECM According to depression of the accelerator pedal output volt age of the accelerator pedal position sensor main and accel erator pedal position sensor sub changes This allows ECM to detect the actual accelerator pedal depression amount ECM use
25. cts the amount of accelerator pedal depression as per operator s intention through the accelerator pedal position sensor Based on pre set basic target opening angles it adds various compen sations and controls the throttle valve opening angle according to the target opening angle M2132003500500 Motor drive power supply from throttle actuator control motor relay Throttle actuator control motor Throttle position sensor Accelerator pedal position sensor While starting ECM adds various compensations to the target opening angle that are set based on the engine cool ant temperature so that the air volume is optimum for starting While idling ECM controls the throttle valve to achieve the target opening angle that are set based on the engine cool ant temperature In this way best idle operation is achieved when engine is cold and when it is hot Also the following compensations ensure optimum control Motor drive circuit i Control unit Engine coolant temperature sensor Intake air temperature sensor 1 Crankshaft position sensor Mass airflow sensor Barometric pressure sensor A C switch CAN Power steerling pressure switch Generator FR terminal Transmission range signal CAN lt TC SST gt ECM AK702312AE 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 ang
26. cuts fuel supply to protect the engine TSB Revision MULTIPORT FUEL SYSTEM MFI 1 3A 37 IGNITION TIMING AND CONTROL FOR CURRENT CARRYING TIME IGNITION TIMING AND CONTROL FOR CURRENT CARRYING TIME Ignition timing is pre set according to engine driving conditions Compensations are made according to pre set values depending on conditions such as engine coolant temperature battery voltage etc to decide optimum ignition timing Primary current con nect disconnect signal is sent to the power transistor to control ignition timing Ignition is done in sequence of cylinders 1 3 4 2 M2132027100205 System Configuration Diagram MFI relay NG Battery Cylinder No Ignition coils Mass airflow sensor Intake air temperature sensor 1 Engine coolant Spark plugs temperature sensor Intake camshaft position sensor Crankshaft position sensor Throttle position sensor Coil driver Knock sensor Ignition switch ST Clutch pedal position switch C lt M T gt AK703692AC TSB Revision 13A 38 MULTIPORT FUEL SYSTEM MFI IGNITION TIMING AND CONTROL FOR CURRENT CARRYING TIME 1 Ignition distribution control Based on the crankshaft position sensor signal and intake cam shaft 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
27. d system of this sensor are basically the same as intake camshaft position sensor TSB Revision MULTIPORT FUEL SYSTEM MFI 13A 18 SENSOR Exhaust camshaft position sensor Magnetic resistance element Output signal AK602287AH KNOCK SENSOR A knock sensor is installed on the intake side of the cylinder block Knock sensor uses the piezoelectric element to convert the vibration of the cylinder block generated when engine is in operation to minute voltage that is output to ECM ECM uses the minute output voltage from the knock sensor filtered through the cylinder block s natural frequency to detect knock ing and compensates the ignition timing lag according to the strength of the knocking Piezoelectric element AK604903AD ECM 5V Knock sensor Piezoelectric element Spa AG AK602226AD TSB Revision MULTIPORT FUEL SYSTEM MFI 13A 19 Barometric pressure sensor built in ECM Oil p ts AF pressure Contact switch AK602587AC ECM Engine oil e YON pressure switch OFF SENSOR BAROMETRIC PRESSURE SENSOR A barometric pressure sensor is built into ECM The barometric pressure sensor is a semiconductor diffused pressure element which outputs voltage to ECM according to atmospheric pres sure ECM uses this output voltage to sense the altitude of the vehicle and compensates fuel injection volume to achieve the appropriate air
28. e in intake air volume During acceleration fuel injection volume is increased Also during deceleration fuel injection volume is decreased Intake air temperature compensation Compensation is made according to the intake air temperature The lower the intake air temperature the greater the fuel injection volume Barometric pressure compensation Compensation is made according to the barometric pressure The lower the barometric pressure the smaller the fuel injection volume Battery voltage compensation Compensation is made depending on battery voltage The lower the battery voltage the greater the injector drive signal time Intake air temperature and pressure in intake Compensation is made according to the intake air manifold compensation temperature and pressure in the intake manifold Learning value for fuel compensation Compensation amount is learned to compensate feedback of heated oxygen sensor This allows system to compensate in accordance with engine characteristics Fuel limit control during deceleration ECM limits fuel when decelerating downhill to prevent exces sive rise of catalytic converter temperature and to improve fuel efficiency Fuel cut control when over run When engine speed exceeds a prescribed limit 7 600 r min ECM cuts fuel supply to prevent overrunning and thus protect the engine Also if engine speed exceeds 4 000 r min for 30 seconds while vehicle is stationary no load it
29. e is a prescribed basic drive tion is done separately for each cylinder and is done time that varies according to the engine speed and once in two engine rotations System Configuration Diagram Mass airflow sensor I Intake air temperature sensor 1 Manifold absolute pressure sensor Intake air temperature sensor 2 Fuel pressure To fuel tank Cr regulator g Barometric pressure sensor Engine coolant temperature sensor EQ EQ From fuel ECM IU i pump Accelerator pedal position sensor o de Injector Knock sensor A XS yz SJ Intake camshaft position sensor Crankshaft position sensor Ignition switch ST Heated oxygen sensor front rear AK704139AB TSB Revision MULTIPORT FUEL SYSTEM MFI 13A 33 FUEL INJECTION CONTROL 1 INJECTOR ACTUATION FUEL INJECTION TIMING Injector drive time in case of multiport fuel injection MFI is controlled as follows according to driving conditions Fuel Injection During Cranking and Normal Operation Crankshaft lt No 2 TDC gt lt No 1 TDC gt lt No 3 TDC gt lt No 4 TDC gt lt No 2 TDC gt position H Y x y y N Le SUYUAN ACRI IIS III NA UUU signa Intake camshaft H position sensor signal Fuel injection Cylinder stroke No 1 cylinder Compression Combustion Exhaust Intake No 2 cylinder Intake Compression Combustion Exhaust No 3 cylinder Exhaust Intake Compression Combustion
30. ector is an injection nozzle with the electromagnetic valve Fuel that injects fuel based on the injection signal sent by ECM 1 V 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 Connector Filter AK700570 AD TSB Revision 13A 26 Throttle actuator control motor MULTIPORT FUEL SYSTEM MFI From ETACS ECU Throttle body AK704677AB ACTUATOR From MFI relay Injectors AK704676 AB Voltage from the battery gets applied from the injector relay to the injector and up to the ECM ECM turns ON its power tran sistor and prepares the injector s ground circuit Thus current flows through the injector while power transistor is ON and the injector injects fuel THROTTLE ACTUATOR CONTROL MOTOR A throttle actuator control motor is installed in throttle body The throttle actuator control motor performs the Open Close of the throttle valve through the reduction gear ECM changes current direction according to the Open Close direction and also changes current to the motor coil to control the throttle actuator control motor Throttle actuator control motor is composed of a
31. en sensor heater monitoring HTR_ENA YES or NO EGR system monitoring EGR_ENA YES or NO Completion status of non continuous monitors this monitoring cycle Completion status of non continuous monitors this monitoring cycle Catalyst monitoring CAT_CMPL YES or NO Evaporative system monitoring EVAP_CMPL YES or NO Oxygen sensor monitoring O2S_CMPL YES or NO Oxygen sensor heater monitoring HTR_CMPL YES or NO EGR system monitoring EGR_CMPL YES or NO Control module voltage TSB Revision VPWR xx xxx V a MULTIPORT FUEL SYSTEM MFI 13A 62 ON BOARD DIAGNOSTICS PARAMETER DESCRIPTION COMMON EXAMPLE OF IDENTIFICATION GENERAL SCAN TOOL PID DISPLAY Absolute Load Value LOAD_ABS xxx x Commanded Equivalence Ratio EQ RAT x xxx Relative Throttle Position TP R xxx xYo Ambient air temperature AAT xxx C xxx F Absolute Throttle Position B TP_B xxx x Accelerator Pedal Position D APP D xxx x Accelerator Pedal Position E APP E xxx x Commanded Throttle Actuator Control TAC PCT xxx x Intake Air Temperature IAT Xxx C xxx F IAT2 xxx C xxx F Actuator Test Function The actuator test items are shown in the following table M U T IIl SCAN INSPECTION ITEM ACTIVATING CONTENT TOOL DISPLAY A C relay A C compressor clutch relay A C compressor clutch relay turns from OFF to ON Cooling fan Radiator fan A
32. engine oper ation to get the optimum phase angle From MFI relay Ea Exhaust engine oil control valve AK700722 AD TSB Revision 13A 30 Evaporative emission ventilation solenoid To filter ECM Gg To canister MULTIPORT FUEL SYSTEM MFI AK604127 AC From MFI relay cs Evaporative emission ventilation solenoid ACTUATOR EVAPORATIVE EMISSION VENTILATION SOLENOID The evaporative emission ventilation solenoid an ON OFF type solenoid valve is integrated in the evaporative canis ter The evaporative emission ventilation solenoid is installed between the evaporative canister and the air releasing end where the evaporative emission ventilation solenoid takes or shuts off air When the current is not flowing through the coil the air flows between the nipples A and B and through the evaporative canister When the current is flowing through the coil the air is sealed in the nipple A and the air through the evaporative canister is shut off When monitoring the evapora tive leak the ECM turns the evaporative emission ventilation solenoid ON to create the slight vacuum condition in the evapo rative emission control system The ECM shuts off the air flow ing through the evaporative canister to maintain the vacuum condition necessary for monitoring Engine speed to switch ECM terminal voltage V evaporative emission 4 ventilation solenoid Engine speed r min
33. er supply lt _ 4 5V 5V Output signal 0 307 Ground a pressure sensor Intake air temperature sensor 2 ra i Sensory part thermistor AK604260 AD 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 man ifold absolute pressure to ECM ECM uses this output voltage to compensate fuel injection volume according to manifold absolute pressure Sensor properties are as shown in the fig ure Output voltage V 7 Pressure kPa in Hg AK602206 AJ INTAKE AIR TEMPERATURE SENSOR 2 Intake air temperature sensor 2 is installed in the intake mani fold Intake air temperature sensor 2 detects intake air temper ature in the intake manifold through thermistor s resistance change and outputs the voltage according to intake air temper ature in the intake manifold to ECM ECM uses this output volt age to compensate fuel injection control Sensor properties are as shown in the figure TSB Revision 13A 10 Intake air temperature sensor thermistor MULTIPORT FUEL SYSTEM MFI ECM 5V Sensory part thermistor AK602255AC Engine coolant temperature sensor thermistor ECM 5V SENSOR Output voltage V 4 Resistance kQ A Intake air Intake air temperature
34. fuel ratio for that altitude ENGINE OIL PRESSURE SWITCH The engine oil pressure switch is installed on the intake 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 pres sure switch opens This allows the ECM to detect the oil pres sure 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 ECM terminal voltage V Operating pressure Oil pressure high OFF Oil pressure low ON Oil pressure kPa in Hg AK602228AD TSB Revision 13A 20 Power steering pressure switch Oil N pressure p N AK702847AD ECM Power steering N pressure switch O OFF Clutch pedal position switc AK702848AD MULTIPORT FUEL SYSTEM MFI SENSOR POWER STEERING PRESSURE SWITCH A power steering pressure switch is installed on the power steering oil pump The power steering pressure switch uses a contact switch to detect the power steering pressure When power steering pressure rises due to operation of the steering wheel the power steering pressure switch outputs an ON sig nal to ECM ECM performs idle up according to the voltage and prevents reduction in engine speed due to power steering
35. good response low energy and small DC motor with brush and can generate rotation force corresponding to the current applied on the coil When there is no current passing through the throttle actuator control motor the throttle valve remains at a pre scribed opening angle So even if current stops because of a fault in the system a minimum level of running remains possi ble TSB Revision To air cleaner clean side To turbocharger wastegate actuator MULTIPORT FUEL SYSTEM MFI z ACTUATOR 13A 27 From battery Throttle actuator MFI relay control motor Throttle actuator control motor relay ECM AK602231 AE IGNITION COIL Refer to GROUP 16 Ignition Coil P 16 4 EVAPORATIVE EMISSION PURGE SOLENOID Refer to GROUP 17 Emission Control Evaporative Emis sion Control System P 17 11 TURBOCHARGER WASTEGATE SOLENOID Two turbocharger wastegate solenoid which are placed paral lel near the ECM control the amount of leakage of the intake charge pressure that is introduced into the turbocharger waste gate actuator The turbocharger wastegate solenoid is a duty control type solenoid valve When current is not passing through the coil nipple A is kept airtight When current passes through the coil air can pass between nipple A and B ECM changes the ON duty ratio to control the amount of leakage of the intake charge pressure TSB Revision 13A 28 ECM 9 Gag T
36. his results in a intake charge pres sure that suits the driving conditions of the engine M2132026800085 Air inlet O Turbocharger wastegate actuator ECM Mass airflow sensor Turbocharger wastegate solenoid 1 5b Turbocharger Crankshaft position sensor wastegate solenoid 2 Engine coolant temperature sensor Knock sensor AK702865AD Solenoid in The ECM turns the power transistor in the unit ON causing the ON position t turbocharger wastegate solenoid to fully open This causes a Set portion of the intake charge pressure acting on the turbo RARA charger wastegate actuator to leak Thus unless the intake Actual charge pressure rises above the set pressure of the turbo dii charger wastegate actuator spring the turbocharger wastegate pressure Lo regulating valve will not open On the other hand when the tur kPa in Hg ORF postion bocharger wastegate solenoid is fully closed there is no leak age of intake charge pressure Therefore when the intake Set pressure of spring i charge pressure rises to the set pressure of the turbocharger Intake charge pressure affecting turbocharger wastegate actuator kPa in Hg wastegate actuator spring the turbocharger wastegate regulat AK501259 AE ing valve will open TSB Revision MULTIPORT FUEL SYSTEM MFI 1 3A 45 MULTIPORT FUEL INJECTION MFI RELAY CONTROL Thus by operating the turbocharger wastegate solenoid under duty cycle cont
37. ic 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 calcu late and decide basic fuel injection time Sensor properties are as shown in the figure M2132001000811 TSB Revision MULTIPORT FUEL SYSTEM MFI 13A 8 SENSOR From MFI relay Output current mA 4 Mass flow g s Mass airflow sensor ECM AK602221 AG INTAKE AIR TEMPERATURE SENSOR 1 Intake air temperature sensor 1 is built in to the mass airflow sensor Intake air temperature sensor 1 detects intake air tem perature 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 ECM Output voltage V 4 Intake air temperature 5V sensor thermistor Resistance kQ A Intake air Intake air temperature C F temperature C F AK602207AG TSB Revision MULTIPORT FUEL SYSTEM MFI 13A 9 Manifold absolute pressure sensor Pressure AK602254AC Manifold absolute ECM Pow
38. ignition coi No 4 ignition coi Throttle actuator control motor Heated oxygen sensor front heater Heated oxygen sensor rear heater Intake engine oil control valve Exhaust engine oil control valve Turbocharger wastegate solenoid 1 Turbocharger wastegate solenoid 2 Multiport fuel injection MFI relay Throttle actuator control motor relay A C compressor relay Fuel pump relay 1 Fuel pump relay 2 Starter relay Generator G terminal Evaporative emission purge solenoid Evaporative emission ventilation solenoid CAN communication output signal AK703838 AB 13A 4 Control System Diagram Sense Mass airflow sensor Intake air temperature sensor 1 Throttle position sensor main Throttle position sensor sub Manifold absolute pressure sensor Intake air temperature sensor 2 Engine coolant temperature sensor Intake camshaft position sensor Exhaust camshaft position sensor X10 Crankshaft position sensor 11 Knock sensor X12 Heated oxygen sensor front X13 Heated oxygen sensor rear 14 Fuel tank differential pressure sensor 15 Fuel tank temperature sensor Check valve Fuel Sonia 1 Intake engine F oil control valve K1 Mass airflow sensor To fuel HH Air pla inlet Turbocharger Oi wastegate actuator 7 Turbocharger 2 Intake air temperature sensor 1 A AP L
39. ion of information Refer to GROUP 54C General InformationP 54C 2 TSB Revision Fuel level sensor AK703840AB 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 M2132019000571 MULTIPORT FUEL SYSTEM MFI na ON BOARD DIAGNOSTICS 1 3A 53 ON BOARD DIAGNOSTICS The engine control module ECM has been provided with the following functions for easier system inspec tion M2132009001379 Diagnostic Trouble Codes and Malfunction Indicator Lamp SERVICE ENGINE SOON or Check Engine Lamp Function The diagnostic trouble code and malfunction indica NOTE 1 Diagnostic Trouble Code tor lamp SERVICE ENGINE SOON or Check NOTE 2 Malfunction Indicator Lamp Engine Lamp items are shown in the following table DIAGNOSTIC ITEM MIL ITEM Engine control module ECM Intake variable valve timing system target error Camshaft position timing over retarded Exhaust variable valve timing system target error Crankshaft camshaft intake position sensor phase problem Crankshaft camshaft exhaust position sensor phase problem Heated oxygen sensor front heater circuit low Heated oxygen sensor front heater circuit high Heated oxygen sensor rear heater circuit low Heated oxygen
40. lays the property of sudden change in output voltage near theoretical air fuel ratio This property is used to detect oxygen density in exhaust gas Feed back to ECM allows it to judge whether air fuel ratio is rich or lean compared to theoretical air fuel ratio TSB Revision MULTIPORT FUEL SYSTEM MFI 13A 15 SENSOR Purge ratio 100 h2 ne i 50 7 NOx Theoretical air fuel ratio AK602263AC Heated xygen sensor Heater Zirconia element This allows ECM precise feedback control to get theoretical air fuel ratio with best cleaning efficiency of 3 way catalytic con verter From MFI relay gt gt a HM ECM 0 5V 1 sj ee Crankshaft sensing ring 36 teeth including 3 missing teeth Crankshaft position sensor AK703135 AD AK602576AC CRANKSHAFT POSITION SENSOR A crankshaft position sensor is installed on the intake 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 TSB Revision MULTIPORT FUEL SYSTEM MFI 13A 16 SENSOR The crankshaft position sensor uses a magnetic resistance ele Crank shaft sensing ring ment When the vane of the c
41. le TSB Revision MULTIPORT FUEL SYSTEM MFI MIVEC Mitsubishi Innovative Valve Timing Electronic Control System 13A 41 List of main compensations for throttle valve opening angle and idle speed control Compensations Content Stable idle compensation immediately after start In order to stabilize idle speed immediately after start target opening angle is kept big and then gradually reduced Compensation values are set based on the engine coolant temperature Engine speed feedback compensation while idling 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 Barometric pressure compensation At high altitudes barometric pressure is less and the intake air density is low So the target opening angle is compensated based on barometric pressure Engine coolant temperature compensation Electric load compensation 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 Compensation when shift is in D range lt TC SST gt When shift lever is changed from P or N range to some other range throttle valve opening angle is increased to pre
42. lve Timing Electronic Control System System Configuration Diagram Intake engine oil control valve x Retard direction Crankshaft position sensor 4 Mass airflow sensor Spool valve movement Throttle position sensor Spool valve A ECM Advance direction Engine coolant temperature Sensor To oil pan 1S MSS e Retard chamber Intake camshaft position Oil pressure N sensor 3 Il e Advance chamber To oil pan N 8 9 iO Spring Exhaust engine oil control valve N Advance direction Crankshaft position sensor 4 Mass airflow sensor Spool valve movement Throttle position sensor Spool valve 4 ECM Engine coolant temperature Retard direction sensor 7 s Advance chamber Exhaust camshaft position Oil pressure sensor Retard chamber A To oil pan KA o Spring AK704678AB e The ECM assesses the engine operation through e Changing the spool valve position allows the oil the signals from each sensor pressure to be divided into the retarded chamber e Based on the assessed information the ECM and the advanced chamber as well as allows the sends the duty signal to the intake engine oil con phases of the intake camshaft and the exhaust trol valve and exhaust engine oil control valve as camshaft to be continuously changed well as controls the spool valve position TSB Revision MUL
43. monitoring Comprehensive component monitoring FUEL_SUP YES CCM_SUP YES Status of continuous monitoring tests since DTC cleared Completion status of continuous monitors since DTC cleared Misfire monitoring MIS RDY YES or NO Fuel system monitoring FUEL RDY YES or NO Comprehensive component monitoring CCM RDY YES or NO Supported tests run at least once per trip Support status of non continuous monitors Catalyst monitoring Heated catalyst monitoring CAT SUP YES HCAT SUP NO Evaporative system monitoring EVAP SUP YES Secondary air system monitoring AIR SUP NO A C system refrigerant monitoring ACRF SUP NO Oxygen sensor monitoring O2S SUP YES Oxygen sensor heater monitoring EGR system monitoring HTR SUP YES EGR SUP YES Status of tests run at least once per trip Completion status of non continuous monitors since DTC cleared Catalyst monitoring CAT RDY YES or NO Heated catalyst monitoring HCAT RDY YES Evaporative system monitoring EVAP RDY YES or NO Secondary air system monitoring AIR RDY YES A C system refrigerant monitoring Oxygen sensor monitoring ACRF_RDY YES 02S_RDY YES or NO Oxygen sensor heater monitoring HTR_RDY YES or NO EGR system monitoring TSB Revision EGR RDY YES or NO 13A 60 PARAMETER IDENTIFICATION PID MULTIPORT F
44. nal and crankshaft position sensor signal engine rotation signal This basic drive time is compen sated according to signals from various sensors and optimum injector drive time fuel injection volume is calculated accord ing to driving conditions Fuel Injection Volume Control Block Diagram Air fuel ratio compensation i predetermined Basic fuel injection time Lo Crankshaft position sensor Heated oxygen sensor feedback compensation Heated oxygen sensor determination Engine coolant it temperature sensor n Acceleration deceleration compensation Intake air temperature Intake air sen ori ma temperature compensation i Barometric Barometric pressure sensor pressure compensation Intake air temperature sensor 2 Intake air temperature and pressure in intake manifold Manifold absolute compensation pressure sensor Battery voltage Battery voltage compensation wy Injector AK702858AD TSB Revision MULTIPORT FUEL SYSTEM MFI 13A 35 Basic fuel injection time FUEL INJECTION CONTROL Injector basic drive time Fuel injection is performed once per cycle for each cylinder Basic drive time refers to fuel injection volume injector drive time to achieve theoretical air fuel ratio for the intake air vol ume of 1 cycle of 1 cylinder Intake air amount per cycle per cylinder Theoretical air fuel ratio AK703134AD Intake air volume of each cycle of 1 cyli
45. nder 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 Injector drive time compensation After calculating the injector basic drive time the ECM makes the following compensations to control the optimum fuel injec tion volume according to driving conditions TSB Revision E MULTIPORT FUEL SYSTEM MFI 13A 36 FUEL INJECTION CONTROL List of main compensations for fuel injection control Compensations Content Heated oxygen sensor feedback compensation The heated oxygen sensor signal is used for making the compensation to get air fuel ratio with best cleaning efficiency of the 3 way catalytic converter This compensation might not be made sometimes in order to improve drivability depending on driving conditions Air fuel ratio compensation is made Air fuel ratio compensation Under driving conditions where heated oxygen sensor feedback compensation is not performed compensation is made based on pre set map values that vary according to engine speed and intake air volume Engine coolant temperature compensation Compensation is made according to the engine coolant temperature The lower the engine coolant temperature the greater the fuel injection volume Acceleration Deceleration compensation Compensation is made according to chang
46. ndition Fuel system status bank 2 Fuel tank differential PRS SNSR Fuel tank differential pressure sensor mV Fuel tank temperature sensor Fuel tank temperature sensor C PF Ignition switch Ignition switch IG1 TSB Revision ON OFF 13A 58 M U T III SCAN TOOL DISPLAY MULTIPORT FUEL SYSTEM MFI ITEM NO ON BOARD DIAGNOSTICS INSPECTION ITEM Injectors 17 Injectors Intake air temperature sensor 5 Intake air temperature sensor Intake VVT angle bank1 36 Intake MIVEC phase angle ISC learned value A C OFF 68 Idle speed control learned value A C OFF ISC learned value A C ON 69 Idle speed control learned value A C ON Knock retard 32 Knock retard Learned knock retard 33 Knock control learned value Long term fuel trim bank 1 26 Long term fuel trim MAP sensor 8 Manifold absolute pressure sensor kPa in Hg Neutral switch 87 Neutral switch lt TC SST gt ON OFF Normally closed brake switch 89 Normally closed brake switch ON OFF Oxygen sensor bank 1 sensor 1 AC Heated oxygen sensor front V Oxygen sensor bank 1 sensor 2 Heated oxygen sensor rear V Power steering switch Power supply voltage Power steering pressure switch Power supply voltage ON OFF V Relative TP sensor Relati
47. ne coolant temperature The lower the engine coolant temperature the greater the advance in ignition timing Knocking compensation Compensation is made according to generation of knocking The greater the knocking the greater the delay in ignition timing Stable idle compensation Compensation is made according to change in idle speed In case engine speed becomes lower than target speed ignition timing is advanced Delay compensation when changing shift During change of shift sparking is delayed compared to normal ignition timing to reduce engine output torque and absorb the shock of the shift change Battery voltage compensation Compensation is made depending on battery voltage The lower the battery voltage the greater the current carrying time and when battery voltage is high current carrying time is shortened Delay compensation when depressing clutch pedal During depression of clutch pedal sparking is delayed compared to normal ignition timing to reduce engine speed Control for checking ignition timing During basic ignition timing set mode for M U T Ill actuator test function sparking is done with fixed ignition timing 5 BTDC synchronized with crankshaft position sensor signal TSB Revision 13A 40 MULTIPORT FUEL SYSTEM MFI THROTTLE VALVE OPENING ANGLE CONTROL AND IDLE SPEED CONTROL THROTTLE VALVE OPENING ANGLE CONTROL AND IDLE SPEED CONTROL ECM dete
48. oil control valve AK700721 AD TSB Revision MULTIPORT FUEL SYSTEM MFI Spool valve movement db Retard Advance chamber chamber Spring ul __ ba _ Q o vu c po Q D Oil pressure AK604747AC ECM a ACTUATOR 13A 29 EXHAUST ENGINE OIL CONTROL VALVE The exhaust engine oil control valve is installed on the exhaust 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
49. or Engine coolant temperature sensor Engine coolant temperature sensor ground Intake camshaft position sensor ground Heated oxygen sensor front heater Heated oxygen sensor rear heater Engine oil pressure switch Evaporative emission purge solenoid Heated oxygen sensor front Heated oxygen sensor front offset Heated oxygen sensor rear voltage Heated oxygen sensor rear offset Knock sensor voltage Power supply voltage applied to Manifold absolute pressure sensor manifold absolute pressure sensor Manifold absolute pressure sensor Fuel pump relay 1 ground Turbocharger wastegate solenoid 1 Turbocharger wastegate solenoid 2 Power steering pressure switch Generator G terminal Generator FR terminal Generator L terminal TSB Revision MULTIPORT FUEL SYSTEM MFI SENSOR Throttle actuator control motor ground 13A 7 Throttle actuator control motor power supply MFI relay power supply Accelerator pedal position sensor main Power supply voltage applied to accelerator pedal position sensor main Accelerator pedal position sensor main ground Accelerator pedal position sensor sub Power supply voltage applied to accelerator pedal position sensor sub Accelerator pedal position sensor sub ground ECM ground Power supply Throttle actuator control motor ground Throttle actuator control motor relay Clu
50. rankshaft sensing ring passes the front surface of the magnetic resistance element the flux from Magnet flux the magnet passes the magnetic resistance element Thus paa A resistance of the magnetic resistance element increases When ina i the vane of the crankshaft sensing ring does not pass the front sent 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 Magnetic resistance element Crank shaft sensing ring Magnet flux Magnetic resistance element AK602265AC Crankshaft position sensor Magnetic resistance element Output signal AK602285AC INTAKE CAMSHAFT POSITION SENSOR The intake camshaft position sensor is installed on the intake 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 opti mize the phase of the intake camshaft Also ECM uses a com bination of the intake camshaft position sensor output pulse signal and crankshaft position sensor output pulse signal to identify cylinders in the compression process Camshaft position sensor Sensing portion Camshaft
51. rformance x Throttle position sensor power supply Throttle actuator control motor relay circuit malfunction Clutch pedal position switch circuit range performance 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 TSB Revision 13A 56 MULTIPORT FUEL SYSTEM MFI ON BOARD DIAGNOSTICS DIAGNOSTIC ITEM MIL 2 ITEM Engine RPM plausibility x Ignition angle Torque monitor x Fail safe control monitor Inquiry response error RAM test for all area Cycle RAM test engine TC SST plausibility lt TC SST gt 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 lt TC SST gt Battery backup circuit malfunction Variant coding Fuel level sensor sub circuit range performance Throttle actuator control motor circuit open Throttle actuator control motor magneto malfunction Accelerator pedal position
52. rol the ECM is able to control the intake charge pressure within a duty cycle range of 0 to 100 The ECM actuates the turbocharger wastegate solenoid 1 at a duty cycle When turbocharger wastegate solenoid is always in ON position Intake rate that suits the engine speed and throttle valve opening ibook angle and actuates the turbocharger wastegate solenoid 2 ata KPa in Hg duty cycle rate that suits the engine speed By operating a com When turbocharger wastegate solenoid is always in OFF position bination of two turbocharger wastegate solenoid the ECM is able to control a wide range of intake charge pressure AK501260 AF MULTIPORT FUEL INJECTION MFI RELAY CONTROL M2132006000388 Ignition switch MFI relay OFFY z ETACS ECU To each sensor and actuator boo dl MFI relay control Ignition switch IG AK604134AB When the ignition switch IG ON signal is input e Initializing control of throttle valve ECM turns ON the power transistor for control of the e After run control of fan for cooling MFI relay As a result current flows through the MFI relay s coil the relay switch turns ON and power is supplied to each sensor and actuator Also when ignition switch IG OFF signal is input ECM per forms the following controls and then turns OFF the power transistor for control of MFI relay TSB Revision MULTIPORT FUEL SYSTEM MFI 13A 46 FUEL PUMP RELAY CON
53. s it deals with sudden stoppages such as engine stalling etc by stopping the pump TSB Revision 13A 47 E MULTIPORT FUEL SYSTEM MFI 13A 48 STARTER RELAY CONTROL STARTER RELAY CONTROL M2132025500274 Ignition switch ST lt TC SST gt Shift lever position switch P Shift lever position switch N Clutch interlock OFF switch ON Shift lever Starter relay i bs i 1 Starter Starter relay control AK702867AD When the ignition switch ST signal is input ECM turns ON the power transistor for control of the starter relay TSB Revision MULTIPORT FUEL SYSTEM MFI 1 3A 49 HEATED OXYGEN SENSOR HEATER CONTROL HEATED OXYGEN SENSOR HEATER CONTROL M2132007000392 ECM Heated oxygen sensor heater Engine coolant MFI relay temperature sensor O Battery H 7 AK602241 AD When exhaust gas temperature is low the heated in cutting the fuel during deceleration Based on driv oxygen sensor response is dull So response is ing conditions and the heated oxygen sensor activa improved by raising the sensor temperature by pass tion state ECM changes the amount of current duty ing current through the heater at a low exhaust gas ratio to the heater to quicken the activation of the temperature such as in the immediate aftermath of heated oxygen sensor the engine start or during the warm up operation and TSB Revision 13A 50 MULTIPORT FUEL SYSTEM
54. s accelerator pedal position sensor main output voltage for appropriate throttle valve opening angle control and fuel injection volume control Also ECM compares output voltage of the accelerator pedal position sensor main and accelerator pedal position sensor sub to check for abnormality in sensor The relationship between accelerator opening angle and output voltage of the accelerator pedal position sensor main and accelerator pedal position sensor sub is as shown in the fig ure below TSB Revision 13A 14 Accelerator pedal position sensor Accelerator pedal position sensor main E Hall IC 5V ECM Sensing area AK602572 AC Electro motive force V 0 8 Theoretical air fuel ratio lt Rich Lean gt 14 15 16 Air fuel ratio AK602262AC MULTIPORT FUEL SYSTEM MFI SENSOR Accelerator pedal position sensor sub f Hall IC i Output voltage V Accelerator pedal 5 F position sensor main Accelerator pedal r position sensor sub I Accelerator Fully pedal stroke opened AK602211AE HEATED OXYGEN SENSOR Heated oxygen sensors are installed in the front exhaust pipe and in 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 This sensor uses the oxygen concentration cell principle of solid electrolyte zirconia and disp
55. sensor main circuit low input Accelerator pedal position sensor main circuit high input Accelerator pedal position sensor sub circuit low input Accelerator pedal position sensor sub circuit high input P2138 P2195 Throttle position sensor main and sub range performance problem Accelerator pedal position sensor main and sub range performance problem Heated oxygen sensor front inactive Barometric pressure circuit low input x x x x x x x x x x x x x x x x Barometric pressure circuit high input Heated oxygen sensor offset circuit low voltage Heated oxygen sensor offset circuit high voltage x x x xX Intake charge system malfunction Bus off TC SST ECU time out lt TC SST gt ASC ECU time out ETACS ECU time out Immobilizer communication error Combination meter time out TSB Revision Data List Function The data list items are shown in the following table NOTE Data list items consist of M U T IIl items and MULTIPORT FUEL SYSTEM MFI ON BOARD DIAGNOSTICS appear alphabetically GST items GST items can be accessed through the use of a general scan tool M U T IIl Item M U T III SCAN TOOL DISPLAY ITEM NO INSPECTION ITEM 13A 57 NOTE When M U T III is used M U T III items UNIT A C compressor relay 93 A C compressor relay ON OFF A C SW 76 A C switch ON OFF
56. t low voltage Heated oxygen sensor front circuit high voltage Heated oxygen sensor front circuit slow response Heated oxygen sensor rear circuit low voltage Heated oxygen sensor rear circuit high voltage Heated oxygen sensor front circuit no activity detected Heated oxygen sensor rear circuit slow response P0140 Heated oxygen sensor rear circuit no activity detected 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 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 Turbocharger wastegate system malfunction Turbocharger wastegate solenoid 1 circuit Turbocharger wastegate solenoid 2 circuit Random multiple cylinder misfire detected Cylinder 1 misfire detected Cylinder 2 misfire detected Cylinder 3 misfire detected Cylinder 4 misfire detected Knock sensor circuit low Knock sensor circuit high Crankshaft position sensor circuit Intake camshaft position sensor circuit Exhaust camshaft position sensor circuit XXX XXXIX XXX xk xk xk XXIX YL KY KY KL KYL KY KK KY XX X KY KYO
57. tch pedal position switch lt M T gt Mass airflow sensor Mass airflow sensor ground Intake air temperature sensor 1 CAN interface high CAN interface low ECM ground Ignition switch IG Fuel pump relay 2 Intake air temperature sensor 2 ground Intake air temperature sensor 2 A C compressor relay Flash EP ROM power supply Backup power supply Ignition switch ST Starter relay Fuel tank differential pressure sensor Fuel tank differential pressure sensor ground Power supply voltage applied to fuel tank differential pressure sensor Fuel tank temperature sensor Evaporative emission ventilation solenoid Silicon substrate Sensing area ii Heat sensing resistor NG ai Diaphragm AK602252AC SENSOR MASS AIRFLOW SENSOR Mass airflow sensor is installed in the air intake hose Mass air flow sensor is composed of an extremely small heatsensing resistor The mass airflow sensor controls the amount of elec tric current flowing into the heat sensing resistor to keep the heat sensing resistor at a constant temperature to the intake air temperature When the air mass flow rate increases the air flow speed is higher and also the amount of heat transfer from the heat sensing resistor to the air increased Therefore the mass airflow sensor increases the amount of electric current to the heat sensing resistor Thus the amount of electr
58. transistor of each cylinder in the ignition sequence lt No 2 TDC gt lt No 1 TDC gt lt No 3 TDC gt lt No 4 TDC gt lt No 2 TDC gt Crankshaft H Y v v v v position sensor L signal Intake camshaft H position sensor signal L Cylinder stroke Ignition No 1 cylinder Compression Combustion Exhaust Intake No 3 cylinder Intake Compression V Combustion Exhaust No 4 cylinder Exhaust Intake Compression Combustion No 2 cylinder Combustion Exhaust Intake Compression AK703693AC 2 Spark advance control and current carrying time control During start ECM initiates ignition at fixed ignition timing 5 BTDC syn chronized 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 TSB Revision MULTIPORT FUEL SYSTEM MFI 13A 39 IGNITION TIMING AND CONTROL FOR CURRENT CARRYING TIME List of main compensations for spark advance control and current carrying time control Compensations Content Intake air temperature compensation Compensation is made according to intake air temperature The higher the intake air temperature the greater the delay in ignition timing Engine coolant temperature compensation Compensation is made according to engi
59. ub Intake camshaft position sensor T Exhaust camshaft position sensor Crankshaft position sensor Heated oxygen sensor rear Knock sensor Generator FR terminal Generator L terminal o gt po gt gt gt Engine oil pressure switch Power steering pressure switch Fuel tank differential pressure sensor Fuel tank temperature sensor ____ Clutch pedal position switch lt M T gt Ignition switch IG __ Ignition switch ST iad Power supply Hi CAN communication input signal o Barometric pressure sensor e Engine control unit 1 Fuel injection control 2 Ignition timing control 3 Throttle valve opening angle control and idle speed control 4 MIVEC Mitsubishi Innovative Valve timing Electronic Control system 5 Intake charge pressure control 6 Power supply control Power supply to sensor actuator 7 Fuel pump relay control 8 Starter relay control 9 Heated oxygen sensor heater control 10 A C compressor relay control 11 Generator control 12 Evaporative emission purge control 13 Diagnosis output 14 RAM data transmission TSB Revision 13A 3 Actuator No 1 injector No 2 injector No 3 injector No 4 injector No 1 ignition coil No 2 ignition coi No 3
60. urbocharger wastegate solenoid MULTIPORT FUEL SYSTEM MFI ACTUATOR From MFI relay 12V The longer the ON time T the larger the amount of leakage of the intake charge pressure AK601180 AI INTAKE ENGINE OIL CONTROL VALVE Spool valve movement i Advance Retard chamber chamber Drain Oil pressure Drain The intake engine oil control valve is installed on the intake side of the cylinder head Receiving the duty signal from the ECM the intake engine oil control valve moves the spool valve posi tion 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 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 Plunger The sprocket rotates toward the advanced angle side When the duty ratio decreases the sprocket rotates toward the AK604740AD 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 q Intake engine
61. ve throttle position sensor Yo Short term fuel trim bank 1 Short term fuel trim Yo Spark advance Ignition timing advance CA Starter relay Starter relay ON OFF Target ETV value Target idle speed Throttle actuator Throttle actuator control motor target value Target idle speed Throttle actuator control motor TP sensor main Throttle position sensor main TP sensor main Throttle position sensor main TP sensor main learned value Throttle position sensor main mid opening learning value TP sensor sub Throttle position sensor sub TP sensor sub Throttle position sensor sub Vehicle speed Waste gate duty Vehicle speed Turbocharger wastegate solenoid 1 duty km h mph Waste gate duty bank 2 Turbocharger wastegate solenoid 2 duty NOTE The item is only displayed but not applied TSB Revision GST Item PARAMETER IDENTIFICATION PID MULTIPORT FUEL SYSTEM MFI ON BOARD DIAGNOSTICS DESCRIPTION 13A 59 COMMON EXAMPLE OF GENERAL SCAN TOOL DISPLAY 01 Number of emission related DTCs and MIL status DTC and MIL status Number of DTCs stored in this ECU DTC_CNT xxxd Malfunction Indicator Lamp MIL status MIL OFF or ON Supported tests which are continuous Support status of continuous monitors Misfire monitoring MIS_SUP YES Fuel system
62. vent reduction in engine speed Compensation when A C is functioning Throttle valve opening angle is compensated according to functioning of A C compressor While A C compressor is being driven the throttle valve opening angle is increased Power steering pressure compensation Initialize control After ignition switch turns OFF ECM drives the throt tle valve from fully closed position to fully open posi tion 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 Throttle valve opening angle is compensated according to power steering functioning When power steering pressure rises and power steering pressure switch is ON the throttle valve opening angle is increased MIVEC Mitsubishi Innovative Valve Timing Electronic Control System MIVEC is a control system continuously varying the intake valve timing and exhaust valve timing The opening and closing period of the valve does not change M2132023500405 MIVEC allows the optimum valve timing to be con trolled in accordance with the engine operation and the idling stability to be improved as well as the out put and the torque to be better in all the operation ranges TSB Revision 1 3A 42 MULTIPORT FUEL SYSTEM MFI MIVEC Mitsubishi Innovative Va

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