null  null
13A-1
GROUP 13A
CONTENTS
GENERAL INFORMATION . . . . . . . .
13A-2
POWER SUPPLY CONTROL. . . . . . . 13A-39
CONTROL SYSTEM . . . . . . . . . . . . .
13A-7
FUEL PUMP RELAY CONTROL . . . . 13A-40
SENSOR. . . . . . . . . . . . . . . . . . . . . . .
13A-8
OXYGEN SENSOR HEATER CONTROL
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13A-41
ACTUATOR . . . . . . . . . . . . . . . . . . . . 13A-14
A/C COMPRESSOR CONTROL. . . . . 13A-42
FUEL INJECTION CONTROL . . . . . . 13A-15
ALTERNATOR CONTROL . . . . . . . . . 13A-43
THROTTLE VALVE OPENING ANGLE
CONTROL . . . . . . . . . . . . . . . . . . . . . 13A-23
STARTER RELAY CONTROL . . . . . . 13A-44
IGNITION TIMING AND DISTRIBUTION
CONTROL . . . . . . . . . . . . . . . . . . . . . 13A-25
CONTROLLER AREA NETWORK (CAN)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13A-44
MIVEC (Mitsubishi Innovative Valve timing
Electronic Control system) . . . . . . . 13A-31
DIAGNOSIS SYSTEM. . . . . . . . . . . . . 13A-45
13A-2
MULTIPOINT FUEL INJECTION (MPI)
GENERAL INFORMATION
GENERAL INFORMATION
M2132000100428
The engine control system consists of sensors that
detect the conditions of the engine and the actuators
that operate under the control of the engine-ECU or
engine automated manual transmission electronic
control unit (engine-A-M/T-ECU), which calculates
and determines the engine control contents based
on the signals provided by the sensors. The
engine-ECU or engine-A-M/T-ECU effects fuel injection control, idle speed control, ignition timing control,
and fuel pump control. In addition, the engine-ECU
or engine-A-M/T-ECU contains a self-diagnosis system to facilitate the diagnosis of malfunctions in the
major sensors and actuators.
MULTIPOINT FUEL INJECTION (MPI)
13A-3
GENERAL INFORMATION
System Block Diagram
Manifold absolute pressure
sensor
Engine-ECU or engine-A-M/T-ECU
No. 2 injector
Intake air temperature sensor
[1] Fuel injection control
Engine coolant temperature
sensor
Accelerator pedal position
sensor (main)
No. 1 injector
[2] Throttle valve opening control
and idle speed control
No. 3 injector
No. 4 injector <135 engine>
No. 1 ignition coil
Throttle position sensor (sub)
[3] Ignition timing control
No. 2 ignition coil
Crank angle sensor
Camshaft position sensor
[4] MIVEC (Mitsubushi Innovative
Valve timing Electronic Control
system)
[5] Power supply control
(Power supply to sensor,
actuator)
Detonation sensor
No. 3 ignition coil
No. 4 ignition coil <135 engine>
Engine control relay
[6] Fuel pump relay control
Starter relay
Oxygen sensor (front)
[7] Oxygen sensor heater
control
Fuel pump relay
[8] A/C compressor control
Throttle valve control servo
relay
Oxygen sensor (rear)
Ignition switch-IG
Oxygen sensor heater (front)
Ignition switch-ST
[10] Alternator control
Oxygen sensor heater (rear)
Power supply
[11] Starter relay control
A/C compressor
Alternator FR terminal
[12] Purge control
Throttle valve contorol servo
power supply
Oil control valve (for MIVEC)
Purge control solenoid valve
[11] Diagnostic output
Throttle position sensor (main)
Accelerator pedal position
sensor (sub)
Alternator G terminal
[12] RAM data transmission
Throttle valve control servo
(DC motor)
AK304661 AB
MULTIPOINT FUEL INJECTION (MPI)
13A-4
GENERAL INFORMATION
Control System Diagram
1
2
3
4
Oxygen sensor (rear)
Oxygen sensor (front)
Crank angle sensor
Camshaft position
sensor
5 Detonation sensor
6 Engine coolant
temperature sensor
7 Manifold absolute
pressure sensor
8 Intake air temperature
sensor
9 Throttle position
sensor (main)
10 Throttle position
sensor (sub)
EngineECU
or engineA-M/TECU
Power supply
Ignition switch-IG
Ignition switch-ST
Oil pressure switch
Alternator FR
terminal
Accelerator pedal
position sensor
(main)
Accelerator pedal
position sensor
(sub)
8 Intake air temperature
sensor
1 Oil control valve
2 Injector
3 Throttle valve
control servo
4 Purge control
solenoid valve
Engine control relay
Fuel pump relay
Throttle valve
control servo relay
Starter relay
Ignition coil
Alternator G terminal
Oxygen sensor heater
A/C compressor
9 Throttle position sensor (main)
10 Throttle position sensor (sub)
3 Throttle valve
control servo
7 Manifold absolute
pressure sensor
Air
From fuel
pump
1 Oil control valve
4 Camshaft
position sensor
2 Injector
Canister
6 Engine coolant
temperature sensor
5 Detonation sensor
1 Oxygen sensor (rear)
4 Purge control
solenoid valve
3 Crank angle sensor
Catalytic
converter
2 Oxygen sensor (front)
AK304662 AB
List of Components and Functions
Name
Function
ECU
Engine-ECU or
engine-A-M/T-ECU
Effects control to actuate the actuators in accordance with the driving
conditions, based the signals input by the sensors.
MULTIPOINT FUEL INJECTION (MPI)
GENERAL INFORMATION
Name
Sensors
13A-5
Function
Ignition switch-IG
Detects the ignition switch-IG ON/OFF signals. The engine-ECU or
engine-A-M/T-ECU turns the engine control relay ON/OFF in
accordance with these signals.
Ignition switch-ST
Detects that the engine is cranking. Based on this signal, the
engine-ECU or engine-A-M/T-ECU effects fuel injection and ignition
timing control that are suited for starting the engine.
Manifold absolute
pressure sensor
Contains a piezoelectric resistor semiconductor pressure sensor to
detect the pressure in the intake manifold. The engine-ECU or
engine-A-M/T-ECU uses the voltage that is output by this sensor to
calculate the ignition timing. Furthermore, it estimates the
atmospheric pressure when the ignition switch is ON (with the engine
stopped) and the throttle is fully open.
Oxygen sensors (front
and rear)
Consisting of zirconia and platinum electrodes, these sensors detect
the oxygen concentration in the exhaust gases. The engine-ECU or
engine-A-M/T-ECU effects air-fuel ratio feedback control based on
the oxygen sensor (front) output signals. In addition, it uses the
signals output by the oxygen sensor (rear) to correct the deviations in
the output signals resulting from the deterioration of the oxygen
sensor (front).
Intake air temperature
sensor
Contains a thermistor to detect the intake air temperature. Based on
the voltage that is output by this sensor, the engine-ECU or
engine-A-M/T-ECU corrects the fuel injection volume to suit the intake
air temperature.
Engine coolant
temperature sensor
Contains a thermistor to detect the engine coolant temperature. The
engine-ECU or engine-A-M/T-ECU determines the warm-up condition
of the engine based on the signals output by this sensor, and controls
the fuel injection volume, idle speed, and ignition timing.
Throttle position sensors Detect the position of the throttle valve and input it into the
(main and sub)
engine-ECU or engine-A-M/T-ECU. Based on the voltage output by
these sensors, the engine-ECU or engine-A-M/T-ECU effects
feedback control for the throttle valve position.
Accelerator pedal
position sensors (main
and sub)
Detect the position of the accelerator pedal and input it into the
engine-ECU or engine-A-M/T-ECU. Based on the voltage output by
these sensors, the engine-ECU or engine-A-M/T-ECU injects fuel in
accordance with the accelerator pedal position and effects throttle
valve position control.
Camshaft position
sensor
Contains a magnetic resistance element to detect the position of the
camshaft. The engine-ECU or engine-A-M/T-ECU detects the
compression top-dead-centre (TDC) of each cylinder based on the
combination of the signals from this sensor and the crank angle
sensor.
Crank angle sensor
Contains a magnetic resistance element to detect the crank angle.
Based on this signal, the engine-ECU or engine-A-M/T-ECU controls
the injectors.
Detonation sensor
Contains a piezoelectric element to detect the vibration of the cylinder
block during knocking. In accordance with the signals provided by this
sensor, the engine-ECU or engine-A-M/T-ECU retards the ignition
timing in accordance with the extent of the knocking.
Alternator FR terminal
Detects the energizing duty cycle ratio at the alternator field coil.
13A-6
MULTIPOINT FUEL INJECTION (MPI)
Name
Function
Actuators Engine control relay
In accordance with the signals provided by the engine-ECU or
engine-A-M/T-ECU, this relay controls the power supply for the
engine-ECU or engine-A-M/T-ECU, crank angle sensor, camshaft
position sensor, and injectors.
GENERAL INFORMATION
Throttle valve control
servo relay
Turns the power supply circuit in the engine-ECU or
engine-A-M/T-ECU for actuating the throttle valve control servo
ON/OFF.
Starter relay
Controls the power supply for the starter S terminal circuit.
Injectors
Inject fuel in accordance with the actuation signals provided by the
engine-ECU or engine-A-M/T-ECU.
Ignition coil (integrated
in power transistor)
Interrupts the primary current of the ignition coil in accordance with
the ignition signal provided by the engine-ECU or engine-A-M/T-ECU,
in order to generate high voltage for ignition.
Fuel pump relay
Controls the actuation of the fuel pump.
Throttle valve control
servo
Controls the position of the throttle valve in accordance with the
signals provided by the engine-ECU or engine-A-M/T-ECU.
Oil control valve
The signals from the engine-ECU or engine-A-M/T-ECU actuate the
oil control valve, which controls the valve timing.
Oxygen sensor heater
Controls the current applied to the oxygen sensor heater circuit in
accordance with the signals from the engine-ECU or
engine-A-M/T-ECU.
Purge control solenoid
valve
In accordance with the signals provided by the engine-ECU or
engine-A-M/T-ECU, this valve controls the volume of the purge air
that enters the surge tank.
Alternator G terminal
In accordance with the signals provided by the engine-ECU or
engine-A-M/T-ECU, this terminal controls the amount of current
generated by the alternator.
A/C compressor
Actuates the A/C compressor in accordance with the signals provided
by the A/C-ECU via Controller Area Network (CAN) communication.
MULTIPOINT FUEL INJECTION (MPI)
13A-7
CONTROL SYSTEM
CONTROL SYSTEM
M2132000500028
Engine-ECU or Engine-A-M/T-ECU
Engine-ECU or engine-A-M/T-ECU
Microprocessor
Input
sensor
Input
interface
Output
interface
RAM
Output
actuator
EEP
ROM
ROM
AK305521AB
In accordance with the data input by the sensors, the
engine-ECU or engine-A-M/T-ECU determines (calculates) optimal control and actuates the output actuators to suit the constantly changing driving
conditions.
The engine-ECU or engine-A-M/T-ECU consists of a
32-bit microprocessor, random access memory
(RAM), read only memory (ROM), and input-output
(I/O interface).
It has adopted a rewritable flash-memory ROM in
which the control data can be changed or corrected
through the use of a special tool. In addition, it has
adopted an electrically erasable programmable read
only memory (EEP ROM) so that the learned correction data will not be deleted even if the battery is disconnected.
Furthermore, the engine-A-M/T-ECU that is used on
the automated manual transmission vehicles effects
integrated control of the engine and the transmission.
ECU Connector Input / Output Pin Arrangement
Engine-ECU or engine-A-M/T-ECU Connector
A-08
A-09
1
2
3
4
5
6
7 8 9 10 11 1213 14 15 16 17 18 19 20 21
22 23 24 25 26 27 28 29 30 31 32 33 34 35 36
L
37 38 39 40 4142 43 4445 46 4748 49 5051
52 53 54 55 56 57 58 59 60 61 62 63 64 65 66
71 72
73 74
75 76
77 78 79 80 8182 83 8485 86 8788 89 90 91
92 93 94 95 9697 98 99100101102103104105106
R
107 108 109 110111112113114115116117118119120121
122 123 124 125126127128129130131132133134135136
AK304702 AB
7
Throttle valve control servo (+)
56
Intake air temperature sensor
8
No. 1 injector
75
Ground
9
No. 2 injector
76
Ground
10
No. 1 ignition coil
77
Power supply
12
Camshaft position sensor
78
Throttle valve control servo power supply
13
Crank angle sensor
79
Oxygen sensor heater (front)
13A-8
MULTIPOINT FUEL INJECTION (MPI)
SENSOR
14
Engine coolant temperature sensor
80
Ignition switch-ST
15
Throttle position sensor (main)
81
Fuel pump relay
16
Throttle position sensor (sub)
82
Backup power supply
17
Manifold absolute pressure sensor
83
Accelerator pedal position sensor (main)
20
Detonation sensor (+)
84
Accelerator pedal position sensor (main)
ground
21
Detonation sensor (−)
85
Accelerator pedal position sensor (main)
power supply
22
Throttle valve control servo (−)
86
Accelerator pedal position sensor (sub) power
supply
23
No. 3 injector
87
Accelerator pedal position sensor (sub)
ground
24
No. 4 injector <135 engine>
88
Accelerator pedal position sensor (sub)
25
No. 2 ignition coil
92
Power supply
27
Camshaft position sensor ground
93
Throttle valve control servo ground
28
Crank angle sensor ground
94
Oxygen sensor heater (rear)
29
Engine coolant temperature sensor ground
97
Oxygen sensor (front)
30
Throttle position sensor ground
98
Oxygen sensor (front) ground
31
Throttle position sensor power supply
99
Oxygen sensor (rear) ground
32
Manifold absolute pressure sensor power
supply
100 Oxygen sensor (rear)
33
Manifold absolute pressure sensor ground
105 CAN Hi
38
Purge control solenoid valve
106 CAN Lo
39
A/C compressor
107 Engine control relay
40
No. 3 ignition coil
108 Throttle valve control servo ground
50
Oil pressure switch
122 Ignition switch-IG
52
Oil control valve
123 Throttle valve control servo relay
53
Alternator G terminal
125 Starter relay
54
Alternator FR terminal
136 Flash EEP ROM data rewriting power supply
55
No. 4 ignition coil <135 engine>
SENSOR
M2132001000219
MANIFOLD ABSOLUTE PRESSURE
(MAP) SENSOR
AK305246
MULTIPOINT FUEL INJECTION (MPI)
13A-9
SENSOR
The manifold absolute pressure (MAP) sensor, which
is mounted on the intake manifold, inputs a voltage
that corresponds to the intake manifold pressure into
the engine-ECU or engine-A-M/T-ECU.
The engine-ECU or engine-A-M/T-ECU calculates
and determines the basic fuel injection duration
based on this output voltage and the engine speed.
Furthermore, it converts the voltage that is output by
the sensor when ignition switch is ON (with the
engine stopped) and the throttle fully open into
atmospheric pressure and uses this value for various
types of calculations.
Output voltage
Intake air temperature
AK305303AB
The diagram describes the characteristics of this
sensor.
Output voltage
ENGINE COOLANT TEMPERATURE SENSOR
Intake manifold pressure
AK305302 AB
Heat sensor
(with built-in thermistor)
The diagram describes the characteristics of this
sensor.
INTAKE AIR TEMPERATURE SENSOR
AK305690AB
The engine coolant temperature sensor, which is
mounted on the cylinder head, detects the temperature of the engine coolant through the changes in the
resistance of its thermistor.
The engine-ECU or engine-A-M/T-ECU appropriately
controls the fuel injection volume, idle speed, and the
ignition timing when the engine is cold, in accordance with this output voltage.
Output voltage
Sensing part of
intake air temperature sensor
AK305246 AB
The intake air temperature sensor, which is built into
the manifold absolute pressure (MAP) sensor,
detects the intake air temperature through the
changes in the resistance of its thermistor.
The engine-ECU or engine-A-M/T-ECU detects the
intake air temperature based on this output voltage
and corrects the fuel injection volume to suit the
intake air temperature.
Engine coolant temperature
AK305303AC
The diagram describes the characteristics of this
sensor.
MULTIPOINT FUEL INJECTION (MPI)
13A-10
SENSOR
THROTTLE POSITION SENSOR (TPS)
Throttle valve
Throttle body
Throttle
position
sensor
The throttle position sensor consists of a permanent
magnet that is mounted on the throttle shaft, a Hall
IC that outputs a voltage in accordance with the magnetic flux density, and a stator that effectively guides
the magnetic flux from the permanent magnet to the
Hall IC.
N
Fully
closed
N
N
S
S
AK304667AB
The throttle position sensor, which is built into the
throttle body, inputs a voltage that corresponds to the
rotational angle of the throttle shaft into the
engine-ECU or engine-A-M/T-ECU.
The TPS has two output systems: TPS (main) and
TPS (sub). When the throttle valve rotates, the output voltages of the TPS (main) and TPS (sub)
change, enabling the engine-ECU or
engine-A-M/T-ECU to detect the extent of the opening of the throttle valve.
Based on these output voltages, the engine-ECU or
engine-A-M/T-ECU controls the throttle valve control
servo in order to attain the target opening at the
throttle valve.
Furthermore, the engine-ECU or engine-A-M/T-ECU
monitors the TPS for malfunctions by comparing the
voltages that are output by the TPS (main) and the
TPS (sub).
Based on this signal, the engine-ECU or
engine-A-M/T-ECU effects feedback control on the
throttle valve control servo. The throttle position sensor is a non-contact type that uses a Hall IC to
ensure reliability.
S
Hall IC
N
Fully
opened
S
N
S
N
S
: Magnet flux
AK201532 AD
When the throttle valve is fully closed, the density of
the magnetic flux that passes through the Hall IC is
the lowest.
When the throttle valve is fully open, the density of
the magnetic flux that passes through the Hall IC is
the highest.
Output voltage (V)
4.65
4.5
Sub output
2.5
Construction and System
Main output
0.5
0.35
Throttle shaft
Magnet
Stator
0
(Fully closed)
(Fully opened)
Throttle valve operating angle
AK304641AB
To
engineECU or
engineA-M/T-ECU
Yoke
Hall IC
Fixed to the motor
cover
AK305746 AB
The diagram describes the relationship between the
extent of the opening of the throttle and the output
voltage.
MULTIPOINT FUEL INJECTION (MPI)
13A-11
SENSOR
ACCELERATOR POSITION SENSOR
(APS)
OXYGEN SENSOR
Sensor power supply (sub)
Sensor power
supply (main)
Sensor output
(main)
Sensor ground
(main)
Sensor ground
(sub)
Sensor output (sub)
AK305301
AK305464AB
Output voltage (V)
4.65
Main output
The oxygen sensors are mounted in upstream and
downstream of the catalytic converter. Each sensor
has a built-in heater for accelerating the activation of
the sensor. This feature enables the system to effect
air-fuel ratio feedback control in a short time, immediately after the engine has been started.
2.325
Electromotive force [V]
1
0.5
Sub output
0 (Fully closed)
(Fully opened)
Accelerator pedal stroke
Rich
AK304640 AB
The accelerator position sensor, which is a variable
resistor that rotates in unison with the movement of
the accelerator pedal, detects the amount of pedal
effort applied to the accelerator. The APS is mounted
on the accelerator pedal arm.
The APS has two output systems: APS (main) and
APS (sub). The voltages output by the APS (main)
and the APS (sub) (which change in accordance with
the amount of pedal effort applied to the accelerator)
enable the engine-ECU or engine-A-M/T-ECU to
detect the amount of pedal effort applied to the
accelerator.
The engine-ECU or engine-A-M/T-ECU uses the output voltage of the APS (main) for calculating the target throttle opening and fuel injection volume.
Furthermore, the engine-ECU or engine-A-M/T-ECU
monitors the APS for malfunctions by comparing the
voltages output by the APS (main) and the APS
(sub).
Stoichiometric
air-fuel ratio
0.8
Lean
15
14
Air-fuel ratio
16
AK305462 AB
This sensor utilizes the principle of the solid-electrolyte oxygen concentration cell, which has a characteristic of suddenly changing its output voltage in the
vicinity of the stoichiometric air-fuel ratio.
This characteristic is utilized by the sensor to detect
the oxygen concentration in the exhaust gases, and
feed back this data to the engine-ECU or
engine-A-M/T-ECU. Thus, the engine-ECU or
engine-A-M/T-ECU determines whether the air-fuel
ratio is richer or leaner than the stoichiometric air-fuel
ratio.
Reduction rate [%]
100
HC
50
NOx
CO
0
Stoichiometric air-fuel ratio AK305463 AB
13A-12
MULTIPOINT FUEL INJECTION (MPI)
SENSOR
Thus, the system effects feedback control in order to
achieve the stoichiometric air-fuel ratio in which the
reduction rate of the three-way catalyst is at the optimal level.
The sensing ring contains vanes (134 engine: 32
vanes, 135 engine: 33 vanes), and the sensing unit
portion of the crank angle sensor has a built-in magnetic resistance element and a magnet to detect the
travel of the vanes.
CRANK ANGLE SENSOR
Crankshaft sensing ring
Magnetic flux
Vane
S
N
Magnetic resistance element
Crank angle
sensor
Crankshaft sensiing ring
Cylinder block
Magnetic flux
Missing teeth
S
Crankshaft
sensing ring
N
Vane
Magnetic resistance element
AK305465AB
The crank angle sensor detects the crank angle for
each cylinder.
Based on the pulse signals that are output by the
crank angle sensor, the engine-ECU or
engine-A-M/T-ECU identifies the cylinders, and calculates the engine speed and the air intake volume
per stroke. Thus, the engine-ECU or
engine-A-M/T-ECU calculates the fuel injection volume, fuel injection timing, and the ignition timing.
The crank angle sensor consists of a crankshaft
sensing ring that is mounted on the crankshaft and a
crank angle sensor (sensing unit) that is mounted on
the cylinder block.
AK305509 AB
As the sensing ring rotates, the vanes of the sensing
ring pass in front of the crank angle sensor (sensing
unit).
When a vane is in front of the sensing unit, the magnetic flux that is output by the magnet passes
through the magnetic resistance element, thus
increasing the resistance.
When there is no vane in front of the sensing unit,
the magnetic flux that is output by the magnet does
not pass through the magnetic resistance element,
thus decreasing the resistance.
The crank angle sensor outputs the changes in
resistance in the magnetic resistance element by
converting them into 5 V pulse signals.
MULTIPOINT FUEL INJECTION (MPI)
13A-13
SENSOR
CAMSHAFT POSITION SENSOR
Cylinder head
DETONATION SENSOR
Camshaft
position sensor
Detonation sensor
AK305304 AB
Camshaft
position sensor
Camshaft
position sensing ring
AK305466 AB
The camshaft position sensor is used for identifying
the cylinders jointly with the crank angle sensor.
The camshaft position sensor consists of a sensing
ring that is mounted on the rear end of the intake
camshaft, and a camshaft position sensor (sensing
unit) that is mounted on the rear end of the cylinder
head.
The engine-ECU or engine-A-M/T-ECU identifies the
cylinders by comparing the pulse signals output by
the crank angle sensor and the pulse signals output
by the camshaft position sensor. As a result, the
engine-ECU or engine-A-M/T-ECU determines the
fuel injection cylinder and ignition cylinder.
The construction of the camshaft position sensor is
basically the same as that of the crank angle sensor.
The detonation sensor is mounted at a position in
which it can accurately detect the knocking that
occurs in the cylinders. It detects the vibration of the
cylinder block caused by knocking and outputs a
voltage that is proportionate to the extent of the
knocking.
The vibration frequency of the cylinder block caused
by knocking is predetermined for each engine. The
engine-ECU or engine-A-M/T-ECU passes the vibration frequency through a frequency filter in order to
detect only the knocking, and retards the ignition timing in accordance with the extent of knocking.
IGNITION SWITCH-IG
This signal detects the ON/OFF condition of the ignition switch (IG1).
When this signal is input, the engine-ECU or
engine-A-M/T-ECU energizes the control relay coil
and supplies power to the injectors, manifold absolute pressure sensor, throttle valve control servo, and
the crank angle sensor.
IGNITION SWITCH-ST (STARTING SIGNAL)
This signal detects that the engine is cranking.
Based on this signal, the engine-ECU or
engine-A-M/T-ECU controls the fuel injection, throttle
valve control servo, and the ignition timing to suit the
starting conditions.
13A-14
MULTIPOINT FUEL INJECTION (MPI)
ACTUATOR
ACTUATOR
M2132002000126
INJECTOR
The engine-ECU or engine-A-M/T-ECU controls the
ignition timing in accordance with the signals provided by the crank angle sensor and the manifold
absolute pressure sensor.
An ignition coil, which is the plug-on type with a
built-in power transistor, is provided for each cylinder,
thus constituting an independent injection system.
This system enables the ignition energy generated
by the ignition coil to be supplied efficiently to the
spark plug.
Injector
AK305289 AC
The injectors inject fuel in accordance with the actuation signals provided by the engine-ECU or
engine-A-M/T-ECU. The fuel injection volume is controlled by the engine-ECU or engine-A-M/T-ECU in
accordance with the signals provided by the crank
angle sensor and the manifold absolute pressure
sensor. One injector is provided for each cylinder,
and the injectors are mounted on the cylinder head.
The delivery pipes deliver fuel to the injectors.
The nozzle of an injector contains 8 injection orifices
that enable the injector to inject atomize fuel towards
the two intake valves that are provided for each cylinder. This improves combustion efficiency and
reduces the amount of HC (hydrocarbon) emissions
when the engine is cold.
IGNITION COIL
Ignition coil
AK305290 AB
The ignition coils generate high voltage that is
required for igniting the spark plugs in accordance
with the ignition signals provided by the engine-ECU
or engine-A-M/T-ECU.
THROTTLE VALVE CONTROL SERVO
Throttle valve
Throttle body
DC motor
AK304667AC
The throttle valve control servo, which is built into the
throttle body, opens and closes the throttle valve in
accordance with the signals provided by the
engine-ECU or engine-A-M/T-ECU. The engine-ECU
or engine-A-M/T-ECU determines the extent of the
opening of the throttle valve in accordance with the
signals provided by the crank angle sensor and the
accelerator pedal position sensor, and controls the
direction of current applied to the motor and its
amperage.
The throttle valve control servo has adopted a highly
responsive and energy efficient DC motor that uses
small brushes.
The throttle valve holds its predetermined position
when no current is applied to the throttle valve control servo. Thus, even if the current is disrupted due
to a system malfunction, this system ensures the
vehicle to be driven at a minimum level.
MULTIPOINT FUEL INJECTION (MPI)
13A-15
FUEL INJECTION CONTROL
OIL CONTROL VALVE
Oil control vale
Spool valve movement
Spool valve
Advance
chamber
Spring
Retard
chamber
Engine
oil
Drain
Drain
Plunger
Coil
AK305488
AK305488AB
The oil control valve, which is a solenoid valve that
operates under duty cycle control, is mounted on the
cylinder head. The duty cycle signals from the
engine-ECU or engine-A-M/T-ECU cause the spool
valve in the oil control valve to move in order to control the hydraulic pressure in the V.V.T. (Variable
Valve Timing) sprocket.
The movement of the spool valve causes the engine
oil from the cylinder block to be supplied to the
advance chamber or the retard chamber at the V.V.T.
sprocket, thus continuously changing the phase of
the intake camshaft.
The engine-ECU or engine-A-M/T-ECU controls the
oil control valve in accordance with the signals provided by the crank angle sensor and the manifold
absolute pressure sensor.
• Timing Advance
The engine-ECU or engine-A-M/T-ECU increases
the ON duty cycle ratio to move the spool valve in
the advance direction, thus increasing the
amount of engine oil that flows into the advance
chamber. This causes the V.V.T. sprocket to
move in the advance direction.
• Timing Retard
The engine-ECU or engine-A-M/T-ECU decreases
the ON duty cycle ratio to move the spool valve in
the retard direction, thus increasing the amount
of engine oil that flows into the retard chamber.
This causes the V.V.T. sprocket to move in the
retard direction.
• Holding
When the actual phase of the intake camshaft
reaches the target phase, the engine-ECU or
engine-A-M/T-ECU outputs an intermediate ON
duty cycle ratio (holding duty cycle) in order to fix
the spool valve in its intermediate position. This
closes all the oil passages and establishes equilibrium in terms of the actual and target phases of
the engine oil volume in the advance and retard
chambers, thus holding the phase of the intake
camshaft.
FUEL INJECTION CONTROL
M2132003000345
This system controls the fuel injection volume in
order to achieve an optimal air-fuel ratio to suit the
constantly changing operating conditions of the
engine. Basically, the fuel injection volume is determined by the injection frequency in accordance with
the engine speed and the injection duration in
accordance with the intake air volume. Fuel is
injected into individual cylinders at the rate of one
injection for every two revolutions of the engine. The
injection duration (injector actuation duration) is the
sum of the basic actuation duration (which is determined by the intake air volume of the cylinders) and
a correction duration (which is determined by the
conditions such as the intake air temperature and the
engine coolant temperature).
MULTIPOINT FUEL INJECTION (MPI)
13A-16
FUEL INJECTION CONTROL
System Configuration Diagram
Manifold absolute pressure
sensor
Inteke air temperature sensor
Engine coolant temperature
sensor
From fuel
pump
Injector
Engine-ECU
or
engineA-M/T-ECU
Throttle position sensor
(main, sub)
Accelerator pedal position sensor
(main, sub)
Detonation sensor
Camshaft position sensor
Crank angle sensor
Ignition switch-ST
Oxygen sensor (front, rear)
Catalytic
converter
AK304663AB
Control Block Diagram
Manifold absolute
Crank angle sensor
pressure (MAP) sensor
Engine coolant
temperature sensor
Intake air temperature
sensor
Various sensors
Reading input signals
Determining driving modes
Setting basic injector
actuation duration
Setting injector
actuation timing
Injector actuation
duration correction
Driving mode
judgment data
Basic valve opening
duration data
Data for correction
coefficient, such as
intake air temperature,
engine coolant
temperature sensor
Injector actuation
duration correction
Injector
INJECTOR ACTUATION (FUEL INJECTION) TIMING
The multi-point injection (MPI) system controls the
actuation timing of the injectors in accordance with
the driving conditions, as follows:
AK305467 AB
MULTIPOINT FUEL INJECTION (MPI)
13A-17
FUEL INJECTION CONTROL
FUEL INJECTION DURING CRANKING
<134 engine>
<No. 1 TDC>
<No. 3 TDC>
<No. 2 TDC>
H
Crank angle
sensor signal
L
Fuel injection
Fuel injection
Fuel injection
Exhaust
Cylinder stroke
No. 1 Cylinder
Comression
No. 3 Cylinder
No. 2 Cylinder
Intake
Compression
Exhaust
Combustion
Exhaust
Combustion
Exhaust
Intake
Combustion
Intake
Compression
Combustion
AK305240AB
<135 engine>
<No. 2 TDC>
H
Crank angle
sensor signal
L
<No. 1 TDC>
Fuel injection
<No. 3 TDC>
Fuel injection
<No. 4 TDC>
Fuel injection
<No. 2 TDC>
Fuel injection
Fuel injection
Cylinder stroke
No. 1 Cylinder
Compression
Combustion
Exhaust
Intake
No. 3 Cylinder
Intake
Compression
Combustion
Exhaust
No. 4 Cylinder
Exhaust
Intake
Compression
Combustion
No. 2 Cylinder
Combustion
Exhaust
Intake
Compression
AK305291AB
While the engine is cranking, fuel is injected in sync
with the crank angle sensor signals.
MULTIPOINT FUEL INJECTION (MPI)
13A-18
FUEL INJECTION CONTROL
FUEL INJECTION DURING NORMAL
DRIVING
<134 engine>
<No. 1 TDC>
Crank angle
sensor signal
H
Camshaft position
sensor signal
H
<No. 3 TDC>
<No. 2 TDC>
L
L
Fuel injection
No. 1 Cylinder
Comression
Combustion
Intake
No. 3 Cylinder
No. 2 Cylinder
Fuel injection
Fuel injection
Cylinder stroke Exhaust
Combustion
Exhaust
Compression
Exhaust
Intake
Combustion
Intake
Compression
Exhaust
Combustion
AK305242AB
<135 engine>
Crank angle
sensor signal
Camshaft position
sensor signal
<No. 2 TDC>
H
<No. 1 TDC>
<No. 3 TDC>
<No. 4 TDC>
<No. 2 TDC>
L
H
L
Fuel injection
Fuel injection
Cylinder stroke
No. 1 Cylinder
Compression
Combustion
Exhaust
Intake
No. 3 Cylinder
Intake
Compression
Combustion
Exhaust
No. 4 Cylinder
Exhaust
Intake
Compression
Combustion
No. 2 Cylinder
Combustion
Exhaust
Intake
Compression
Fuel injection
Fuel injection
AK305292AB
The injectors are actuated during the exhaust stroke
of the cylinders. The cylinders are identified through
a comparison of the pulse signals output by the
crank angle sensor and the camshaft position sensor. Using this identification as a reference, fuel is
injected sequentially to the cylinders (134 engine:
1-3-2; 135 engine: 1-3-4-2). The injection of fuel to
the cylinders, which is timed optimally in accordance
with the crank angle sensor signals, occurs once for
every two revolutions of the crankshaft.
MULTIPOINT FUEL INJECTION (MPI)
13A-19
FUEL INJECTION CONTROL
FUEL ENRICHMENT INJECTION DURING
ACCELERATION
<134 engine>
<No. 1 TDC>
<No. 3 TDC>
<No. 2 TDC>
H
Crank angle
sensor signal
L
Increase injection for acceleration
Exhaust
Cylinder stroke
No. 1 Cylinder
Comression
Exhaust
Intake
No. 3 Cylinder
No. 2 Cylinder
Combustion
Combustion
Exhaust
Intake
Combustion
Exhaust
Intake
Compression
Combustion
Compression
AK305241AB
<135 engine>
Crank angle
sensor signal
<No. 2 TDC>
H
<No. 1 TDC>
<No. 3 TDC>
<No. 4 TDC>
<No. 2 TDC>
L
Increase injection for acceleration
Cylinder stroke
No. 1 Cylinder
Compression
Combustion
Exhaust
Intake
No. 3 Cylinder
Intake
Compression
Combustion
Exhaust
No. 4 Cylinder
Exhaust
Intake
Compression
Combustion
No. 2 Cylinder
Combustion
Exhaust
Intake
Compression
AK305293AB
During acceleration, a volume of fuel is injected in
accordance with the extent of acceleration, in addition to the fuel that is injected in sync with the crank
angle sensor signals.
FUEL INJECTION VOLUME (INJECTOR
ACTUATION DURATION) CONTROL
The diagram below describes the calculation flow of
the injector actuation duration.
The basic actuation duration is determined by the
manifold absolute pressure (MAP) sensor signals
(intake manifold pressure signals) and the crank
angle sensor signals (engine speed signals). An
actuation duration correction based on the signals
provided by various signals is added to the basic
actuation duration in order to obtain an optimal injector actuation duration (fuel injection volume) that
suits the driving conditions.
MULTIPOINT FUEL INJECTION (MPI)
13A-20
FUEL INJECTION CONTROL
Fuel Injection Volume Control Block Diagram
Injector
Determining
basic
actuation
duration
Manifold absolute
pressure (MAP)
sensor
Air-fuel ratio
correction
(preset correction
value)
Engine
coolant
temperature
correction
Intake air
temperature
correction
Acceleration
deceleration
correction
Deadtime
correction
Oxygen sensor
feedback
correction
Crank angle sensor
Oxygen sensor
Engine coolant
temperature sensor
Intake air
temperature sensor
Battery voltage
AK305468AB
BASIC INJECTOR ACTUATION
DURATION
Fuel is injected into each cylinder at a rate of once
every cycle. The fuel injection volume (injector actuation duration) that attains the stoichiometric air-fuel
ratio in proportion to the intake air volume per cylinder per cycle is called the basic actuation duration.
Basic actuation duration
Because the fuel injection volume fluctuates due to
the pressure difference (injection fuel pressure)
between the manifold pressure and the fuel pressure
(constant), the basic actuation duration is obtained
by adding injection fuel pressure correction to the
fuel injection volume that attains the stoichiometric
air-fuel ratio.
Intake air volume per cylinder per cycle
Stoichiometric air-fuel ratio
Injection fuel pressure correction
AK305532
The engine-ECU or engine-A-M/T-ECU calculates
the intake air volume per cylinder per cycle in
accordance with the manifold absolute pressure
(MAP) sensor signals and the crank angle sensor
signals. At the time the engine is started, the map
value that is determined by the engine coolant temperature signals is rendered as the basic actuation
duration.
MULTIPOINT FUEL INJECTION (MPI)
13A-21
FUEL INJECTION CONTROL
Calculating the Intake Air Volume Per Cylinder
Per Cycle
The intake air volume (weight) per cycle of a 135
engine can be expressed by the formula indicated
below, provided that the average intake manifold
pressure (absolute value) and the cylinder pressure
at the completion of the intake stroke are equal.
Ga = V
=V
P
RT
Ga : Intake air volume [kg/cycle]
P : Average intake manifold pressure per cycle [kg/m3]
V : Stroke capacity [m ]
T : Intake air temperature [K]
3
: Specific weight of intake air [kg/m ]
3
R : Gas constant (29.27 for air) [kgm/kgK]
AK305533
Hence, supposing that the intake air temperature is a
constant 25°C, the intake air volume per cycle of a
135 engine can be calculated by taking the average
value of the intake manifold pressure from 33 pulses
of the crank angle sensor.
Intake manifold pressure [kPa]
• Oxygen Sensor Feedback Correction
During normal driving, the injector actuation duration
is corrected in accordance with the oxygen sensor signals in order to attain the stoichiometric
air-fuel ratio in which the reduction rate of the
three-way catalyst is at the optimum level.
Operation
Reduction rate [%]
100
Correction
coefficient
HC
50
Engine speed [r/min]
AK305486 AE
However, the volume of air that is actually drawn into
the engine will be influenced by factors such as the
valve train or the intake air pulsations. Therefore, the
actual air volume will be less than the calculated air
volume at a given rate, in accordance with the
engine speed and the intake manifold pressure.
For this reason, the calculated intake air volume is
corrected by a map value, which has been predetermined for the respective engine speed and intake
manifold pressure, so that it will be equal to the
actual intake air volume.
Dividing the intake air volume after the correction into
four parts will yield the actual intake air volume per
cylinder per cycle.
INJECTOR ACTUATION DURATION
CORRECTION
An oxygen sensor feedback correction or an air-fuel
ratio correction is made after the basic injector actuation duration has been determined.
NOx
CO
0
Stoichiometric air-fuel ratio AK305463 AB
Engine air-fuel ratio
Lean
Rich
Oxygen
sensor
electromotive
force
High
Low
Increase
Fuel
injection
Decrease
volume
Stoichiometric
air-fuel ratio
Comparative
voltage
AK305469AB
If the actual air-fuel ratio is richer than the stoichiometric air-fuel ratio, the oxygen concentration in the exhaust gases is low. Therefore,
the oxygen sensor will input a high electromotive force (rich signal) into the engine-ECU or
engine-A-M/T-ECU.
13A-22
MULTIPOINT FUEL INJECTION (MPI)
FUEL INJECTION CONTROL
When the engine-ECU or engine-A-M/T-ECU
receives a rich signal, it decreases the feedback correction coefficient in order to
decrease the fuel injection volume.
Conversely, if the actual air-fuel ratio is leaner
than the stoichiometric air-fuel ratio, the oxygen concentration in the exhaust gases is
high. Therefore, the oxygen sensor will input
a low electromotive force (lean signal) into the
engine-ECU or engine-A-M/T-ECU.
When the engine-ECU or engine-A-M/T-ECU
receives a lean signal, it increases the feedback correction coefficient in order to increase
the fuel injection volume.
The system continuously effects feedback control
in this manner in order to attain the correct
stoichiometric air-fuel ratio.
To ensure the proper driveability, this control will
not be effected under the conditions given
below (instead, it will make an air-fuel ratio
correction).
• Starting the engine
• Sudden acceleration or deceleration
• High-speed operation
• Cold engine
• High-load operation
• Oxygen sensor inactive
• Oxygen Sensor Deterioration Correction
The performance of the oxygen sensor (front), which
is installed upstream of the catalytic converter,
deteriorates gradually with the prolonged use of
the vehicle or the increase in its mileage.
However, the performance of the oxygen sensor
(rear), which is installed downstream of the catalytic converter, hardly deteriorates because the
catalytic converter cleans the exhaust gases.
The engine-ECU or engine-A-M/T-ECU effects feedback control by using the signals that are output
by the oxygen sensor (front). Also, it uses the signals that are output by the oxygen sensor (rear)
in order to correct the signals that are output by
the oxygen sensor (front). Therefore, the air-fuel
ratio can be controlled accurately even if the performance of the oxygen sensor (front) deteriorates.
• Air-Fuel Ratio Correction
Except when oxygen sensor feedback control is
being effected, the intake air volume is corrected
through a map value, which has been predetermined for the respective engine speed and intake
manifold pressure.
Then, the corrections indicated below are made in
order to determine an optimal fuel injection volume.
• Atmospheric Pressure Correction
As the intake air density changes with the changes in
the atmospheric pressure, the deviation in the
air-fuel ratio, which is caused by this difference in
density, must be corrected. The atmospheric
pressure is estimated based on the voltage that is
output by the manifold absolute pressure (MAP)
sensor with the ignition switch turned ON (engine
stopped) and a wide-open-throttle.
• Engine Coolant Temperature Correction
To ensure the proper drivability when the engine
coolant temperature is low, a correction is made
to increase the fuel injection volume.
• Intake Air Temperature Correction
As the intake air density changes with the changes in
the intake air temperature, a correction is made in
the deviation in the air-fuel ratio, which is caused
by this difference in temperature.
• Acceleration and Deceleration Correction
A correction is made in accordance with the changes
in the intake air volume in order to ensure the
proper driveability during sudden acceleration or
deceleration.
• Dead Time Correction
ON
Dead
OFF time
Actuation
signal
Open
Valve opening
duration
Close
Valve opening
duration
Injector
AK305470AB
Correction value [ms]
Battery voltage [V]
AK305471AB
The injector valve opens in accordance with the actuation signals provided by the engine-ECU or
engine-A-M/T-ECU. This action is delayed as the
battery voltage decreases, making the injector
spray a lower volume of fuel than the target fuel
injection volume. For this reason, a correction is
made in accordance with the battery voltage.
MULTIPOINT FUEL INJECTION (MPI)
THROTTLE VALVE OPENING ANGLE CONTROL
13A-23
DECELERATION FUEL LIMIT CONTROL
OVERRUN FUEL CUTOFF CONTROL
When the vehicle is decelerating, such as when driving downhill, the control limits the delivery of fuel in
order to protect the catalyst from overheating and
improve fuel economy.
When the engine operates above the predetermined
speed of 6,800 r/min, this control cuts off fuel to protect the engine by preventing it from overrunning.
THROTTLE VALVE OPENING ANGLE CONTROL
• The electronic-controlled throttle valve system
electronically regulates the throttle valve opening.
The engine-ECU or engine-A-M/T-ECU monitors
the amount of the accelerator pedal travel
through the accelerator pedal position sensor and
determines premapped target throttle valve opening values in accordance with operating condi-
M2132015000104
tions. Thus, the engine-ECU or
engine-A-M/T-ECU achieves the target throttle
valve opening by controlling the current supplied
to the throttle valve control servo, which is
attached to the throttle body.
• This system also controls the idle speed in addition to controlling the throttle valve opening.
Thus, the previously used idle speed control
servo motor has been discontinued.
13A-24
MULTIPOINT FUEL INJECTION (MPI)
THROTTLE VALVE OPENING ANGLE CONTROL
System Configuration Diagram
Throttle valve control
servo relay
Engine-ECU or engine-A-M/T-ECU
Motor drive circuit
Pulse width
modulation control
Engine
control
unit
Electrical current
detection circuit
Throttle
position sensor
Accelerator
pedal position
sensor
Throttle valve
control servo
AK305489 AB
ENGINE CONTROL SYSTEM
Driving Control
The operation of the throttle valve is controlled to the
target throttle opening, which is determined by the
amount of the accelerator pedal travel and driving
conditions.
To prevent the shifting shock during the automated
manual transmission shifting, the throttle valve is
controlled to optimize the engine torque and the
engine speed.
Idle Speed Control
The engine-ECU or engine-A-M/T-ECU continuously
calculates the actual idle speed in order to effect idle
speed control. If there is a difference from the target
idle speed, two types of controls are effected: the
engine speed feedback control that actuates the
throttle valve in order to correct the actual idle speed
to the target idle speed; and the throttle position control that actuates the throttle valve in order to accommodate the load fluctuations that are caused by the
A/C or other loads.
MULTIPOINT FUEL INJECTION (MPI)
IGNITION TIMING AND DISTRIBUTION CONTROL
Engine Speed Feedback Control
This control regulates the volume of air that flows
through the throttle valve by actuating the throttle
valve, in order to maintain the engine at a prescribed
target idle speed. An optimal target idle speed is set
to suit every operating condition (such as whether
the A/C switch is ON or OFF). The engine speed
feedback control is effected only when the prescribed operating conditions are met, and the throttle
valve position control is effected at all other times.
Throttle Valve Position Control
While the engine is operating at idle, the idle speed
could change suddenly when the load that is applied
to the engine changes, such as when the steering
wheel is turned, the A/C switch is turned ON/OFF, or
the shift lever is operated. Immediately after any of
13A-25
these signals are detected, this control actuates the
throttle valve until the target position is attained, in
order to regulate the volume of air that flows through
the throttle valve. Thus, the fluctuation of the engine
speed is restrained.
Failsafe Control
• If the engine-ECU or engine-A-M/T-ECU detects
a malfunction in the system, it illuminates the
engine warning lamp. At the same time, the
engine-ECU or engine-A-M/T-ECU reduces the
engine output by restricting the throttle valve
opening or by cutting off the fuel supply, or, it disables the throttle valve control servo by cutting off
the power to the throttle valve control servo relay.
• When the power to the throttle valve control servo
relay is cut off, the throttle valve assumes a prescribed opening (to supply a volume of air that
enables a minimum operation of the vehicle).
Thus, this control enables the vehicle to be driven
at a minimum level even if a malfunction occurs
in the throttle control system.
IGNITION TIMING AND DISTRIBUTION CONTROL
M2132005000329
An ignition timing that suits the operating condition of
the engine is preset, and optimal ignition timing is
determined by adding corrections that have been
preset in accordance with conditions such as the
engine coolant temperature or the battery voltage.
Then, the engine-ECU or engine-A-M/T-ECU controls the ignition timing by applying the primary current intermittently to a power transistor.
The firing order is as follows: cylinder 1-3-2 <134
engine>, cylinder 1-3-4-2 <135 engine>
MULTIPOINT FUEL INJECTION (MPI)
13A-26
IGNITION TIMING AND DISTRIBUTION CONTROL
System Configuration Diagram
Ignition switch-IG
Manifold absolute
pressure sensor
Battery
Engine coolant
temperature sensor
Intake air
temperature sensor
Camshaft position sensor
Engine-ECU
or
engineA-M/T-ECU
Crank angle sensor
Ignition coil
Detonation sensor
Ignition switch-ST
Spark plug
Cylinder No.
1
2
3
4
AK305298 AB
Control Block Diagram
Manifold absolute
pressure (MAP) sensor
Crank angle sensor
Various sensors
Reading input signals
Determining control modes
Control mode
determination data
Basic ignition timing data
Setting basic ignition timing
Setting basic closed circuit rate
Ignition timing correction
Closed circuit rate correction
Basic closed circuit rate data
Ignition timing correction data
Closed circuit rate
correction data
Generating power transistor
ON-OFF signals
Power transistor
AK305472 AB
IGNITION DISTRIBUTION CONTROL
The cylinders to be ignited are determined in accordance with the crank angle sensor and camshaft position sensor signals. The ignition timing is calculated
in accordance with the crank angle sensor signals.
Then, the engine-ECU or engine-A-M/T-ECU sends
a signal for cutting off the primary current to the ignition coil to the power transistor of the respective cylinders.
MULTIPOINT FUEL INJECTION (MPI)
13A-27
IGNITION TIMING AND DISTRIBUTION CONTROL
<134 engine>
5˚ BTDC <No. 1 TDC>
5˚ BTDC <No. 3 TDC>
5˚ BTDC <No. 1 TDC>
75˚ BTDC
75˚ BTDC
75˚ BTDC
Crank angle
sensor signal
Camshaft position
sensor signal
H
L
(a)
(a)
(b)
(a)
(a)
(b)
(a)
(a)
(b)
(b)
H
L
162.5˚ BTDC
Cylinder stroke Exhaust
162.5˚ BTDC
172.5˚ BTDC 147.5˚ BTDC
Ignition
Compression
No. 1 Cylinder
No. 3 Cylinder
No. 2 Cylinder
(a)
Combustion
Intake
Combustion
Exhaust
Compression
Exhaust
Intake
Combustion
Exhaust
Compression
Intake
Combustion
AK304657AB
The cylinder is identified by the signal patterns from
the crank angle sensor and the camshaft position
sensor.
1. When a chipped tooth is detected through crank
angle sensor signal, check whether the signals of
the camshaft position sensor exist or not within
the range of (a). If the signals exist, identify the
cylinders. Unless the signals exist, do not identify
the cylinder.
Number of chipped teeth through crank angle 2
sensor signal
Number of signals from
camshaft position sensor
Cylinder identified
2. The cylinders are identified by how many signals
come from the camshaft position sensor within
the range of (b) and by how many teeth exist
through the crank angle sensor signals
1
1
Any
Range of (a) Exists
Exists
Exists
None
Range of (b) 1
2
1
−
No. 3
cylinder 75°
BTDC
No. 2
cylinder 75°
BTDC
−
No. 1
cylinder 75°
BTDC
Once the cylinder identification is completed, ignition
occurs in accordance with the cylinder that has been
identified, in the following firing order: 1-3-2.
MULTIPOINT FUEL INJECTION (MPI)
13A-28
IGNITION TIMING AND DISTRIBUTION CONTROL
<135 engine>
<No. 1 TDC>
<No. 3 TDC>
<No. 4 TDC>
<No. 2 TDC>
5˚ BTDC
5˚ BTDC
5˚ BTDC
5˚ BTDC
75˚ BTDC
75˚ BTDC
75˚ BTDC
75˚ BTDC
<No. 2 TDC>
Crank angle
sensor signal
H
Camshaft position
sensor signal
H
L
L
135˚ BTDC
Cylinder stroke
No. 1 Cylinder
135˚ BTDC
100˚ BTDC
100˚ BTDC
135˚ BTDC
135˚ BTDC
135˚ BTDC
Ignition
Compression
Combustion
Exhaust
Intake
No. 3 Cylinder
Intake
Compression
Combustion
Exhaust
No. 4 Cylinder
Exhaust
Intake
Compression
Combustion
No. 2 Cylinder
Combustion
Exhaust
Intake
Compression
AK305299AB
The cylinder is identified by the signal patterns from
the crank angle sensor and the camshaft position
sensor.
Number of chipped teeth through crank
1
angle sensor signal
camshaft position sensor
signal
2
1
2
135° BTDC
Exists
Exists
Exists
Exists
100° BTDC
None
Exists
Exists
None
Cylinder identified
No. 1 cylinder No. 3 cylinder No. 4 cylinder No. 2 cylinder
75° BTDC
75° BTDC
75° BTDC
75° BTDC
Once the cylinder identification is completed, ignition
occurs in accordance with the cylinder that has been
identified, in the following firing order: 1-3-4-2.
IGNITION TIMING CONTROL
During normal driving, a forecast cycle of the crank
angle sensor signals is calculated in accordance with
the 75° BTDC signals of the crank angle sensor.
Then, the ignition timing is calculated in accordance
with the forecast calculation, and primary current cutoff signals are sent to the power transistor (for ignition).
During starting and checking the ignition timing, ignition is synchronized to the 5° BTDC signal of the
crank angle sensor.
CYCLE FORECAST
Crank angle sensor signal
75˚ 5˚
75˚ 5˚
T
75˚ 5˚
T
75˚
T
AK305512 AB
AK200601
The cycle is measured by using the 75° BTDC signal
of the crank angle sensor as a reference. The subsequent cycle is forecast in accordance with the cycle
(T) that has been measured currently. The subsequent cycle that has been forecasted will be used for
calculating the ignition timing.
MULTIPOINT FUEL INJECTION (MPI)
13A-29
IGNITION TIMING AND DISTRIBUTION CONTROL
IGNITION TIMING
After t has been obtained, the ignition timing (T1) is
calculated by using 75° BTDC as a reference. After
the T1 time has elapsed from the time the 75° BTDC
signal has been input, the engine-ECU or
engine-A-M/T-ECU sends a primary current cutoff
signal to the power transistor.
T1 = t × (75 − a)
a: Ignition timing advance (crank angle) calculated by the engine-ECU or
engine-A-M/T-ECU
T
75˚
5˚
Crank angle
sensor signal
Ignition pulse
T1
Time count start
AK305513 AB
AK200601
The length of time (t) required for the crankshaft to
turn 1° is obtained from cycle (T), as follows:
IGNITION TIMING ADVANCE ANGLE
CONTROL
An ignition timing advance angle that is optimal for
the intake manifold vacuum (engine load) and the
engine speed is stored in memory at the engine-ECU
or engine-A-M/T-ECU. This timing advance angle is
further corrected by the signals that are input by the
sensors. However, the ignition timing is fixed to a
predetermined angle when the engine is being
started or when the ignition timing is being checked.
t = T/240*1 or 180*2
*1: for 134 engine
*2: for 135 engine
Ignition Timing Advance Angle Control Block Diagram
Starting
Fixed timing
(5˚BTDC)
Engine coolant
temperature sensor
Intake air
temperature sensor
Normal driving
Timing advance map value
in accordance with
engine speed
and intake manifold vacuum
Power
transistor
Engine
coolant
temperature
correction
Ignition coil
primary current
Intake air
temperature
correction
Checking ignition timing
Fixed timing
(5˚BTDC)
AK305473 AB
NORMAL DRIVING
Basic Ignition Timing Advance Angle
The basic ignition timing advance angle is a map
value that has been predetermined for the respective
intake manifold vacuum (engine load) and engine
speed.
MULTIPOINT FUEL INJECTION (MPI)
13A-30
IGNITION TIMING AND DISTRIBUTION CONTROL
Engine Coolant Temperature Correction
If the engine coolant temperature sensor detects a
low engine coolant temperature, the system
advances the ignition timing in order to ensure the
proper drivability.
Intake Air Temperature Correction
If the intake air temperature sensor detects a low
intake air temperature, the system retards the ignition timing in order to prevent the engine from knocking during the winter. Also, if the intake air
temperature is high, the system retards the timing in
order to prevent the engine from knocking.
STARTING
When the engine is starting (cranking), ignition takes
place at a fixed timing of 5° BTDC, in sync with the
crank angle sensor signal.
IGNITION TIMING CHECKING CONTROL
During the reference ignition timing set mode by the
actuator test function of the MUT-III, ignition takes
place at a fixed timing of 5° BTDC, in sync with the
crank angle sensor signal.
KNOCK CONTROL
If the engine knocks while operating under high
loads, the detonation sensor detects the knocking
and optimally controls the ignition timing, thus minimizing knocking and protecting the engine.
Knock Control Block Diagram (Overview)
Basic ignition
timing advance
map value
Engine coolant
temperature
correction
Knock correction
Detecting
knock
vibrations
Detonation sensor
Datermining
knock strength
Calculating
timing retard
angle
Power
transistor
Deciding
ignition timing
Ignition coil
primary
current
Detecting
malfunction
AK305475 AB
Knock Timing Retard Correction
Crank angle sensor signal
75˚ 5˚
12˚
75˚ 5˚
75˚ 5˚
75˚ 5˚
75˚ 5˚
75˚
Knock retard correction [˚]
Knock strength in accordance
with the detonation sensor signal
Time [ms]
AK305514 AB
Each time a 75° BTDC signal is input by the crank
angle sensor, the engine-ECU or engine-A-M/T-ECU
determines the knock strength and adds an amount
of timing retard in proportion to the knock strength to
the knock timing retard correction. Thus, the
engine-ECU or engine-A-M/T-ECU increases the
knock timing retard correction by retarding the ignition timing until the knocking is eliminated.
After the engine no longer knocks, the ignition timing
is advanced gradually at predetermined time intervals in order to restore the normal ignition timing
advance.
MULTIPOINT FUEL INJECTION (MPI)
MIVEC (Mitsubishi Innovative Valve timing Electronic Control system)
If there is an open or short circuit in the wiring harness for the detonation sensor, the engine operates
at an ignition timing that corresponds to the standard
petrol, in order to prevent the engine from knocking.
13A-31
CURRENT DURATION CONTROL
Current Duration Control Block Diagram
Starting
Synchronized with
crank angle sensor
signal
Normal driving
Map value in
accordance with
battery voltage
Power
transistor
Ignition coil
primary current
Clip
Closed circuit
rate 75%
AK305474 AB
NORMAL DRIVING
Basic Current Duration
The rise of the coil current is affected by the battery
voltage. Therefore, to provide a constant primary current during ignition, the basic current duration is set
long when the battery voltage is low, and short when
the battery voltage is high.
Closed Circuit Rate Clip
Due to the adoption of an independent ignition system, the ignition interval (duration) of the ignition coil
has been extended. Thus the clip duration can be
extended. Therefore, the system can provide a sufficient current duration and ignition energy even when
the vehicle is being driven at high speeds.
STARTING
When the engine is starting (cranking), current is
applied to the ignition coil in sync with the crank
angle sensor signals.
MIVEC (Mitsubishi Innovative Valve timing Electronic
Control system)
M2132023500018
The MIVEC continuously and variably controls the
intake valve timing (while the valve opening duration
remains unchanged).
MIVEC can control the valve timing optimally in
accordance with the operating conditions of the
engine, thus improving its idling stability and increasing the power output and torque in all operating
ranges.
MULTIPOINT FUEL INJECTION (MPI)
13A-32
MIVEC (Mitsubishi Innovative Valve timing Electronic Control system)
BASIC OPERATION
• In the MIVEC, the intake camshaft sprocket and
the camshaft are designed to slide, and the system regulates the volume of oil that is supplied to
the oil chambers (for timing advance and retard),
which are provided in the camshaft. Thus, the
system varies the valve timing by controlling the
phase angle (staggered angle) between the
sprocket and the camshaft.
• The phase angle between the sprocket and the
camshaft is controlled by controlling the duty
cycle of the current that is applied to the oil control valve, which is provided in the cylinder head.
Timing Advance
V. V. T. sprocket
Vane rotor
Vane rotor movement
(advance side)
Oil pressure
(from cylinder block)
V. V. T. sprocket
Spool valve
Oil control valve
Advance control
signal
Engine-ECU or
engine-A-M/T-ECU
Spool valve movement
(advance side)
To oil pan
Intake camshaft
Advance control signal
Advance chamber
ON duty ratio (advance)
AK305477 AB
• The spool valve in the oil control valve moves
towards timing advance in accordance with the
timing advance control signal from the
engine-ECU or engine-A-M/T-ECU.
• The oil pressure from the cylinder block enters
the advance chamber in the V.V.T. sprocket, and
the vane rotor moves towards timing advance,
thus causing the intake camshaft (which is coupled to the vane rotor) to advance.
MULTIPOINT FUEL INJECTION (MPI)
MIVEC (Mitsubishi Innovative Valve timing Electronic Control system)
13A-33
Timing Retard
V. V. T. sprocket
Vane rotor
Vane rotor movement
(retard side)
Oil pressure
(from cylinder block)
V. V. T. sprocket
Spool valve
Oil control valve
Retard control
signal
Engine-ECU or
engine-A-M/T-ECU
Spool valve movement
(retard side)
To oil pan
Intake camshaft
Retard control signal
Retard chamber
Small ON duty ratio (retard)
AK305478 AB
• The spool valve in the oil control valve moves
towards timing retard in accordance with the timing advance control signal from the engine-ECU
or engine-A-M/T-ECU.
• The oil pressure from the cylinder block enters
the retard chamber in the V.V.T. sprocket, and the
vane rotor moves towards timing retard, thus
causing the intake camshaft (which is coupled to
the vane rotor) to retard.
13A-34
MULTIPOINT FUEL INJECTION (MPI)
MIVEC (Mitsubishi Innovative Valve timing Electronic Control system)
Holding
Oil pressure
(from cylinder block)
Held signal (fixed)
Engine-ECU or
engine-A-M/T-ECU
Intake camshaft
Advance chamber
Held signal
Retard chamber
ON duty: Held (fixed)
AK305479 AB
• When the actual phase angle reaches the target
phase angle, the advance chamber and the
retard chamber hold their oil pressure in order to
hold the phase angle of the intake camshaft.
OPERATION UNDER VARIOUS DRIVING CONDITIONS
The system advances or retards the timing in accordance with the driving conditions in order to improve
fuel economy and power output.
MULTIPOINT FUEL INJECTION (MPI)
MIVEC (Mitsubishi Innovative Valve timing Electronic Control system)
13A-35
Conceptual Diagram of Operation
Torque
Most
retard
1000
Most
advance
2000
3000
4000
Engine speed [r/min]
Most
retard
5000
AK305480 AB
13A-36
Driving condition
MULTIPOINT FUEL INJECTION (MPI)
MIVEC (Mitsubishi Innovative Valve timing Electronic Control system)
Valve timing
Idling
TDC
Small overlap
Exhaust
valve
Operation
Effect
The valve overlap is
decreased to minimize
the amount of exhaust
gas that flows back into
the intake port.
Stabilizes idle speed
Intake
valve
BDC
AK305481 AB
Low- to medium-speed
TDC
Intake
valve
Exhaust
valve
Closed
BDC
Improves low- to
The timing to close the
medium-speed torque
intake valve is
accelerated to minimize
the amount of intake air
that flows back into the
intake port. This improves
volumetric efficiency and
increases low- to
medium-speed torque.
AK305482 AB
High-speed
TDC
Intake
valve
Exhaust
valve
Closed
BDC
Improves output
The timing to close the
intake valve is retarded in
accordance with the
engine speed, thus
controlling the valve
timing to suit the inertial
force of the intake air and
improving volumetric
efficiency.
AK305483 AB
OIL CONTROL VALVE CONTROL
• The engine-ECU or engine-A-M/T-ECU assesses
the driving conditions by detecting the signals
provided by various sensors, and sends duty
cycle signals to the oil control valve in accordance with the driving conditions, in order to control the position of the spool valve.
• In the oil control valve, the oil pressure is applied
to the retard chamber or the advance chamber, in
order to continuously vary the phase of the intake
camshaft.
• When the engine is stopped, the engine-ECU or
engine-A-M/T-ECU turns OFF the duty cycle signals, and applies a constant oil pressure to the
retard chamber in order to hold the spool valve in
the most retarded position.
MULTIPOINT FUEL INJECTION (MPI)
13A-37
MIVEC (Mitsubishi Innovative Valve timing Electronic Control system)
System Configuration Diagram
Oil control valve
Retard direction
Crank angle sensor
Spool valve
movement
Spool valve
Manifold absolute
pressure sensor
Engine-ECU
or
engine-A-M/T-ECU
Advance direction
To oil pan
Camshaft position sensor
Retard chamber
Oil pressure
Advance chambe
To oil pan
Spring
AK304666AB
PHASE ANGLE CONTROL
The table below gives an example of the relationship
between the valve opening/closing timing and the
phase angles.
<134910 engine>
Phase angle (camshaft)
Valve open
Valve close
75° (most retarded)
ATDC 9°
ABDC 69°
50° (most advanced)
BTDC 41°
ABDC 19°
50° − 75° (in between)
BTDC 41° − ATDC 9°
ABDC 19° − ABDC 69°
<135930 engine>
Phase angle (camshaft)
Valve open
Valve close
75° (most retarded)
ATDC 9°
ABDC 53°
50° (most advanced)
BTDC 41°
ABDC 3°
50° − 75° (in between)
BTDC 41° − ATDC 9°
ABDC 3° − ABDC 53°
<135950 engine>
Phase angle (camshaft)
Valve open
Valve close
75° (most retarded)
ATDC 9°
ABDC 61°
50° (most advanced)
BTDC 41°
ABDC 11°
50° − 75° (in between)
BTDC 41° − ATDC 9°
ABDC 11° − ABDC 61°
NOTE: Stoppers are provided at the most advanced and most retarded positions.
MULTIPOINT FUEL INJECTION (MPI)
13A-38
MIVEC (Mitsubishi Innovative Valve timing Electronic Control system)
CALCULATING THE ACTUAL PHASE ANGLE
The actual phase angle is calculated by using the
crank angle sensor output signals and the camshaft
position sensor output signals.
<134 engine>
<No. 1 TDC>
<No. 3 TDC>
<No. 2 TDC>
Crank angle
sensor signal
(Most retard position)
Camshaft position
sensor signal
(Most advance position)
AK304658AB
<135 engine>
<No. 2 TDC>
<No. 1 TDC>
<No. 3 TDC>
<No. 4 TDC>
<No. 2 TDC>
Crank angle
sensor signal
(Most retard position)
Camshaft position
sensor signal
(Most advance position)
AK305300AB
OIL CONTROL VALVE ACTUATION
Target Phase Angle
The target phase angle is read by way of the map
value that is preset for the respective engine speed
and target torque.
Target torque
Map value
Engine speed [r/min]
AK305486 AB
Feedback Correction
When the deviation between the target phase angle
and the actual phase angle is positive (the valve
opens earlier than the target) the actuation duty cycle
decreases gradually in order to match the actual
phase angle to the target phase angle.
MULTIPOINT FUEL INJECTION (MPI)
13A-39
POWER SUPPLY CONTROL
On the other hand, if the deviation between the target phase angle and the actual phase angle is negative (the valve opens later than the target), the
actuation duty cycle increases gradually in order to
match the actual phase angle to the target phase
angle.
When the deviation between the target phase angle
and the actual phase angle is practically zero, the oil
control valve (after a learning correction) is actuated
with the neutral duty cycle.
Actual Phase Angle Correction
The actual phase angle when the oil control valve is
OFF is stored in learning memory as the minimum
phase angle.
When the oil control valve is OFF, the actual phase
angle is compensated using the deviation between
the phase angle 75° and the maximum phase angle
(the sensor error), because the intake camshaft
sprocket is accurately designed with phase angle
75°.
Actual Phase Angle Correction for Ignition Timing
Correction
amount
Target phase
angle ignition
timing
Actual
ignition
timing
Target phase angle
Actual phase
angle
50˚
75˚
Phase angle
AK305487 AB
Due to mechanical constraints, the actual phase
angle is late in responding to the changes in the target phase angle. Therefore, until the actual phase
angle catches up with the target phase angle, the
ignition timing is corrected in accordance with the
deviation between the target phase angle and the
actual phase angle.
POWER SUPPLY CONTROL
M2132024000016
Battery
LOCK
R
ST
Engine control relay
Ignition switch
IG2
ACC
IG1
To each sensor
and actuator
Power source
Battery backup
Engine-ECU or
engine-A-M/T-ECU
AK305458AB
When the IG ON signal is input by the ignition switch,
the engine-ECU or engine-A-M/T-ECU turns ON the
power transistor for controlling the engine control
relay. As a result, current flows through the coil in the
engine control relay, causing the relay switch to turn
ON and supply power to the sensors and actuators.
When the IG OFF signal is input by the ignition
switch, the engine-ECU or engine-A-M/T-ECU turns
OFF the power transistor for controlling the engine
control relay after approximately 10 seconds have
elapsed.
MULTIPOINT FUEL INJECTION (MPI)
13A-40
FUEL PUMP RELAY CONTROL
FUEL PUMP RELAY CONTROL
M2132006500048
Battery
LOCK
R
Ignition switch
ST
IG2
ACC
IG1
Fuel pump
relay (1)
Fuel pump
relay (2)
Ignition switch-ST
Crank angle sensor
M
Fuel pump
Engine-ECU or
engine-A-M/T-ECU
AK305305 AB
When an ST signal is input by the ignition switch, the
engine-ECU or engine-A-M/T-ECU turns ON the
power transistor for controlling the fuel pump relay.
As a result, current flows through the coil in the fuel
pump relay, causing the relay switch to turn ON and
actuate the fuel pump.
While the engine is running, the power transistor for
controlling the fuel pump relay remains ON in order
to continue actuating the fuel pump. If the engine
speed drops to 50 r/min or below due to the stalling
of the engine, the engine-ECU or engine-A-M/T-ECU
immediately turns OFF the power transistor for controlling the fuel pump relay. By stopping the actuation
of the fuel pump in this manner, safety is ensured in
case of an emergency.
MULTIPOINT FUEL INJECTION (MPI)
13A-41
OXYGEN SENSOR HEATER CONTROL
OXYGEN SENSOR HEATER CONTROL
M2132007000046
Oxygen sensor heater
Engine control relay
Engine coolant temperature sensor
Battery
Engine-ECU or
engine-A-M/T-ECU
AK305306 AB
The oxygen sensor responds sluggishly when the
exhaust gas temperature is low. For this reason, current is applied to the oxygen sensor heater when the
exhaust gas temperature is low (such as immediately
after the engine has been started, while the engine is
being warmed up, or while the fuel is cut off during
deceleration) in order to improve the response of the
sensor by raising its temperature. Furthermore, the
engine-ECU or engine-A-M/T-ECU varies the duty
cycle values in accordance with the driving conditions and the temperature conditions of the oxygen
sensor in order to accelerate the activation of the
oxygen sensor.
13A-42
MULTIPOINT FUEL INJECTION (MPI)
A/C COMPRESSOR CONTROL
A/C COMPRESSOR CONTROL
M2132034500012
Engine control relay
Battery
A/C variable compressor
Engine-ECU or
engine-A-M/T-ECU
AK305307AB
When an A/C variable compressor actuation signal is
input by the A/C-ECU via CAN communication, the
engine-ECU or engine-A-M/T-ECU turns ON the
power transistor for actuating the A/C variable compressor, thus actuating the A/C variable compressor.
To prevent vibrations while the A/C variable com-
pressor is being actuated and the engine from stalling due to the increased load, the engine-ECU or
engine-A-M/T-ECU controls to actuate the A/C variable compressor after a predetermined length of time
has elapsed, depending on the driving conditions.
To ensure the proper acceleration performance of
the vehicle, the A/C variable compressor stops for a
predetermined length of time when the extent of the
opening of the throttle is greater than a predetermined opening.
MULTIPOINT FUEL INJECTION (MPI)
13A-43
ALTERNATOR CONTROL
ALTERNATOR CONTROL
M2132025000019
Alternator G terminal
Engine coolant temperature sensor
Alternator FR terminal
Crank angle sensor
Engine-ECU
or
engineA-M/T-ECU
Ignition switch-ST
Alternator
AK305456 AB
When the engine is idling, the engine-ECU or
engine-A-M/T-ECU effects duty cycle control on the
continuity between the alternator G terminal and the
ground. (At this time, the duty cycle of the G terminal
is controlled in the same way as the power transistor
ON duty cycle in the voltage regulator.) When the
driver turns ON the headlights while the engine is
idling, the current consumption increases suddenly.
However, the engine-ECU or engine-A-M/T-ECU
gradually increases the OFF duty cycle of the alternator G terminal to prevent the alternator output current from increasing rapidly. Thus, the output current
increases gradually. (Until the alternator generates a
sufficient amount of current, the battery supplies cur-
rent to the headlights.) As a result, the engine-ECU
or engine-A-M/T-ECU prevents the idle speed from
dropping due to a sudden increase in engine load.
This control does not take place within 3 seconds
after the engine has been started, even if the engine
is idling. If a high signal from the alternator FR terminal is input continuously for 20 seconds or longer to
the engine-ECU or engine-A-M/T-ECU while the
engine is running, the engine-ECU or
engine-A-M/T-ECU will determine that the alternator
FR terminal circuit is open, stores DTC (Diagnostic
Trouble Code) P0622 in its memory, and turns OFF
the alternator G terminal.
MULTIPOINT FUEL INJECTION (MPI)
13A-44
STARTER RELAY CONTROL
STARTER RELAY CONTROL
M2132025500014
Battery
LOCK
R
Ignition switch
ST
IG2
ACC
IG1
Starter
relay
Starter
Engine-ECU or
engine-A-M/T-ECU
AK305457AB
Ordinarily, when an ST signal is input from the ignition switch, the engine-ECU or engine-A-M/T-ECU
turns ON the power transistor for controlling the
starter relay. As a result, current flows through the
coil of the starter relay, turns the relay switch ON,
and actuates the starter motor. However, if the auto-
mated manual transmission system has determined
to disable the starting of the starter motor for safety
reasons (such as when the driver attempts to start
the engine with the clutch engaged), the engine-ECU
or engine-A-M/T-ECU turns OFF the starter relay.
CONTROLLER AREA NETWORK (CAN)
M2132019000043
CAN communication is used to ensure a reliable
transmission of data. Refer to P.54C-2, Group 54C CAN for details on CAN. The table below lists the
signals that are input into the engine-ECU or
engine-A-M/T-ECU.
MULTIPOINT FUEL INJECTION (MPI)
DIAGNOSIS SYSTEM
CAN Communication Input Signal Table
Input signal name
Engine control request signal <ASC>
13A-45
Transmission ECU
Shifting gear assignment signal <ASC>
ABS-ECU <without ASC> or ABS/ASC-ECU <with
ASC>
Compressor signal
A/C-ECU
Idle-up request signal
Cooling fan request signal
Blower fan signal
DIAGNOSIS SYSTEM
M2132009000321
Engine-ECU or engine-A-M/T-ECU has been provided with the following functions for easier system
inspection.
FREEZE-FRAME DATA
When the engine-ECU or engine-A-M/T-ECU detects
a problem and stores the resulting diagnosis code,
the engine condition at that time is also memorized.
The MUT-III can then be used to analyze this data in
order to increase the effectiveness of troubleshooting. The freeze-frame data display items are given
below.
Data
Unit
Intake air temperature sensor
°C
Engine coolant temperature
°C
Engine speed (crank angle sensor)
r/min
Vehicle speed
km/h
Manifold absolute pressure sensor
kPa
Ignition advance
deg
Long-term fuel compensation (long-term fuel trim)
%
Short-term fuel compensation (short-term fuel trim)
%
Fuel control condition
Open loop
Closed loop
Open loop owing to drive
condition
Open loop owing to system
malfunction
Closed loop based on one oxygen
sensor
Calculated lode value
%
Throttle position sensor (main)
%
Engine warning lamp distance
−
Diagnosis code during data recording
−
DIAGNOSIS CODE
The diagnosis and engine warning lamp items are
given in the table below.
MULTIPOINT FUEL INJECTION (MPI)
13A-46
DIAGNOSIS SYSTEM
Code No.
Diagnosis item
Main diagnosis contents
Engine
warning lamp
P0105*
Manifold absolute pressure sensor Open circuit or short-circuit in
system
sensor-related circuits
ON
P0110*
Intake air temperature sensor
system
Open circuit or short-circuit in
sensor-related circuits
ON
P0115*
Engine coolant temperature sensor Open circuit or short-circuit in
system
sensor-related circuits
ON
P0122*
Throttle position sensor (main)
circuit low input
Open circuit or short-circuit in
sensor-related circuits
ON
P0123*
Throttle position sensor (main)
circuit high input
Short-circuit in sensor-related
circuits
ON
P0125*
Feedback system monitor
Oxygen sensor not operating
ON
P0130
Oxygen sensor (front) system
<Sensor 1>
Open circuit or short-circuit in
sensor-related circuits
ON
P0135
Oxygen sensor heater (front)
system <Sensor 1>
Open circuit or short-circuit in
heater-related circuits
ON
P0136
Oxygen sensor (rear) system
<Sensor 2>
Open circuit or short-circuit in
sensor-related circuits
ON
P0141
Oxygen sensor heater (rear)
system <Sensor 2>
Open circuit or short-circuit in
heater-related circuits
ON
P0170
Abnormal fuel system
Leanness or richness problem
ON
P0201
No. 1 injector system
Open circuit or short-circuit in
injector-related circuits
ON
P0202
No. 2 injector system
Open circuit or short-circuit in
injector-related circuits
ON
P0203
No. 3 injector system
Open circuit or short-circuit in
injector-related circuits
ON
P0204
No. 4 injector system <135 engine> Open circuit or short-circuit in
injector-related circuits
ON
P0222*
Throttle position sensor (sub)
circuit low input
Open circuit or short-circuit in
sensor-related circuits
ON
P0223*
Throttle position sensor (sub)
circuit high input
Open circuit in sensor-related
circuits
ON
P0300
Random cylinder misfire detection
system
Abnormal ignition signal (Misfiring) ON
P0301
No. 1 cylinder misfire detection
system
Misfiring
ON
P0302
No. 2 cylinder misfire detection
system
P0303
No. 3 cylinder misfire detection
system
P0304
No. 4 cylinder misfire detection
system <135 engine>
P0325
Detonation sensor system
Abnormal sensor output
ON
P0335*
Crank angle sensor system
Abnormal sensor output
ON
MULTIPOINT FUEL INJECTION (MPI)
13A-47
DIAGNOSIS SYSTEM
Code No.
Diagnosis item
Main diagnosis contents
Engine
warning lamp
P0340*
Camshaft position sensor system
Abnormal sensor output
ON
P0420
Catalyst malfunction
Abnormal exhaust gas purification
performance of catalyst
ON
P0443
Purge control solenoid valve
system
Open circuit or short-circuit in
solenoid valve-related circuits
ON
P0500
Vehicle speed sensor system
Open circuit or short-circuit in
sensor-related circuits
ON
P0513
Immobilizer malfunction
Open circuit or short-circuit in
sensor-related circuits
ON
P0603
EEPROM malfunction
Abnormality in engine-ECU or
engine-A-M/T-ECU
−
P0606*
Engine-ECU or engine-A-M/T-ECU Abnormality in engine-ECU or
main processor malfunction
engine-A-M/T-ECU
ON
P0622
Alternator FR terminal system
Open circuit in sensor-related
circuits
ON
P0638*
Throttle valve control servo circuit
range/performance problem
Abnormal throttle valve control
servo
ON
P0657*
Throttle valve control servo relay
circuit malfunction
Open circuit or short-circuit in
sensor-related circuits
ON
P1021*
Oil control valve circuit
Open circuit or short-circuit in
sensor-related circuits
ON
P1231
Trustful check ASC <Vehicle with
ASC>
Abnormality in ABS/ASC-ECU
−
P1232
Fail-safe control system
Abnormality in engine-ECU or
engine-A-M/T-ECU
−
P1603
Battery back-up line system
Open circuit in system-related
circuits
ON
P1630*
Variant coding not completed
After engine-ECU or
engine-A-M/T-ECU replacement,
the vehicle information is not
stored, or the wrong one is stored.
ON
P1961*
Trustful check throttle position
sensor (main)
Abnormality in throttle position
sensor (main)
ON
P1962*
Trustful check throttle position
sensor (sub)
Abnormality in throttle position
sensor (sub)
ON
P1963*
Trust check manifold absolute
pressure sensor
Abnormality in manifold absolute
pressure sensor
ON
P1964*
AD converter
Abnormality in engine-ECU or
engine-A-M/T-ECU
ON
P1965*
Trustful check accelerator pedal
position sensor
Abnormality in accelerator pedal
position sensor
ON
P1966*
Manifold absolute pressure sensor Abnormality in manifold absolute
trustful for torque monitoring
pressure sensor
ON
P1967*
Trustful check engine speed
ON
Abnormality in engine-ECU or
engine-A-M/T-ECU
MULTIPOINT FUEL INJECTION (MPI)
13A-48
DIAGNOSIS SYSTEM
Code No.
Diagnosis item
Main diagnosis contents
Engine
warning lamp
P1968
Trustful check automated manual
transmission <Vehicle with
automated manual transmission>
Abnormality in engine-A-M/T-ECU
−
P1969
Trustful check ignition timing
<Vehicle with ASC>
ABS/ASC-ECU
−
P1970*
Torque monitoring
Abnormality in engine-ECU or
engine-A-M/T-ECU
ON
P1971*
Fail-safe control monitoring
Abnormality in engine-ECU or
engine-A-M/T-ECU
ON
P1972
Inquiry/response error
Abnormality in engine-ECU or
engine-A-M/T-ECU
−
P1973
RAM test for all area
Abnormality in engine-ECU or
engine-A-M/T-ECU
−
P1974
Cyclic RAM test (engine)
Abnormality in engine-ECU or
engine-A-M/T-ECU
−
P1975
Cyclic RAM test (gear),
Abnormality in engine-ECU or
engine-ECU or engine-A-M/T-ECU engine-A-M/T-ECU
−
P1976
Cyclic RAM test (clutch),
Abnormality in engine-ECU or
engine-ECU or engine-A-M/T-ECU engine-A-M/T-ECU
−
P1977
Communication error
Abnormality in engine-ECU or
engine-A-M/T-ECU
−
P2122*
Accelerator pedal position sensor
(main) circuit low input
Open circuit or short-circuit in
sensor-related circuits
ON
P2123*
Accelerator pedal position sensor
(main) circuit high input
Open circuit in sensor-related
circuits
ON
P2127*
Accelerator pedal position sensor
(sub) circuit low input
Open circuit or short-circuit in
sensor-related circuits
ON
P2128
Accelerator pedal position sensor
(sub) circuit high input
Open circuit in sensor-related
circuits
ON
P2138*
Accelerator pedal position sensor Abnormal sensor output
(main and sub) range/performance
problem
ON
U1073
Bus off
Abnormality in CAN bus line
−
U1102
ABS-ECU <Vehicle without ASC>
or ABS/ASC-ECU <Vehicle with
ASC> time-out
Abnormality in CAN bus line
−
U1106
Electric power steering-ECU
time-out
Abnormality in CAN bus line
−
U1108
Combination meter time-out
Abnormality in CAN bus line
ON
U1109
ETACS time-out
Abnormality in CAN bus line
−
U1110
A/C-ECU time-out
Abnormality in CAN bus line
−
U1112
SRS time-out
Abnormality in CAN bus line
−
−
engine-ECU or engine-A-M/T-ECU Abnormality in engine-ECU or
engine-A-M/T-ECU
ON
MULTIPOINT FUEL INJECTION (MPI)
13A-49
DIAGNOSIS SYSTEM
NOTE: When the first time a malfunction is detected, the engine-ECU or engine-A-M/T-ECU does not store a
fault code. However, if the same malfunction is again detected the next time the engine is operated, a fault
code is stored. For systems or components marked with "*" to be diagnosed, when the first time a malfunction
is detected, a fault code is stored and the engine warning lamp is illuminated.
DATA LIST FUNCTION
The data list items are given in the table below
Item No.
Inspection item
Unit
001
Alternator G terminal duty
%
002
Power supply voltage
V
003
Crank angle sensor
r/min
004
Target idle speed
r/min
005
Vehicle speed sensor
km/h
006
Intake air temperature sensor
°C
007
Manifold absolute pressure sensor
kPa
008
Engine coolant temperature sensor
°C
009
Oxygen sensor (front)
mV
010
Oxygen sensor (rear)
mV
011
Accelerator pedal position sensor (main)
mV
012
Accelerator pedal position sensor (sub)
mV
013
Throttle position sensor (main)
mV
014
Throttle position sensor (sub)
mV
015
Ignition advance
deg
016
Injectors
ms
017
Idle speed control position learned value
Step
018
Idle speed control position learned value (A/C load)
Step
019
Air-fuel ratio feedback integration
%
020
Air-fuel ratio learning value of A zone (Low load)
%
021
Air-fuel ratio learning value of B zone (Low speed load)
%
022
Knock retard
CA
023
Learned knock retard
%
024
Accelerator pedal position sensor (main) learned value
(Closed position)
mV
025
Oil control valve target current value
mA
026
Electric power steering current value (CAN)
A
027
Cranking signal (Ignition switch-ST)
ON/OFF
028
Purge control solenoid valve duty
%
029
MIVEC phase angle
CA
030
MIVEC phase angle target value
CA
067
Idle position switch
ON/OFF
073
Starter relay
ON/OFF
078
Brake lamp switch (CAN)
ON/OFF
MULTIPOINT FUEL INJECTION (MPI)
13A-50
DIAGNOSIS SYSTEM
Item No.
Inspection item
Unit
100
Comprehensive component monitor (Supported/Not
Supported)
Supported
101
Comprehensive component monitor (Result)
Completed/Not completed
102
Fuel system monitoring (Support/Not supported)
Supported
103
Fuel system monitoring (Result)
Completed/Not completed
104
Misfire monitoring (Supported/Not supported)
Supported
105
Misfire monitoring (Result)
Completed/Not completed
106
EGR system monitoring (Supported/Not supported)
Not supported
107
EGR system monitoring (Result)
Completed
108
Oxygen sensor heater monitoring (Supported/Not
supported)
Supported
109
Oxygen sensor heater monitoring (Result)
Completed/Not completed
110
Oxygen sensor monitoring (Supported/Not supported)
Supported
111
Oxygen sensor monitoring (Result)
Completed/Not completed
112
A/C refrigerant monitoring (Supported/Not supported)
Not supported
113
A/C refrigerant monitoring (Result)
Completed
114
Secondary air system monitoring (Supported/Not supported) Not supported
115
Secondary air system monitoring (Result)
Completed
116
Evaporative system monitoring (Supported/Not supported)
Not supported
117
Evaporative system monitoring (Result)
Completed
118
Heated catalyst monitoring (Supported/Not supported)
Not supported
119
Heated catalyst monitoring (Result)
Completed
120
Catalyst monitoring (Supported/Not supported)
Supported
121
Catalyst monitoring (Result)
Completed/Not completed
130
Fuel control condition
Closed loop/Open
loop-drive condition
131
Volumetric efficiency
%
150
Catalyst monitoring
(rate)
−
Mass air flow rate (GST only)
gm/s
−
Throttle position sensor (main) (GST only)
%
−
Engine warning lamp distance (GST only)
km
ACTUATOR TEST FUNCTION
The actuator test items are given in the table below
Item No.
Inspection item
Drive content
01
Injector
Cut off No. 1 injector
02
Cut off No. 2 injector
03
Cut off No. 3 injector
04 <135
engine>
Cut off No. 4 injector
05
Fuel pump
Drive fuel pump to circulate fuel
MULTIPOINT FUEL INJECTION (MPI)
DIAGNOSIS SYSTEM
13A-51
Item No.
Inspection item
Drive content
06
Purge control solenoid valve
Switch solenoid valve from OFF to ON
07
Basic ignition timing
Switch engine-ECU or engine-A-M/T-ECU to
ignition timing adjusting mode
08
Radiator fan (Hi)
Drive the fan motor at high speed
09
Radiator fan (Low)
Drive the fan motor at low speed
10
Throttle valve control servo
Stop the throttle valve control servo
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