Page 1 This manual has been prepared to provide information (Aux. Emission Control Devices) (w/o OBD) for the construction, operation and other technical de- tails of SUBARU vehicles. Intake (Induction) Read this manual thoroughly and make the most of it to give better service to your customers and improve your knowledge of vehicle maintenance.
Page 2 FOREWORD QUICK REFERENCE INDEX Mechanical (H6) Exhaust (H6) Cooling (H6) Lubrication (H6) Speed Control System (H6) Ignition (H6) Starting/Charging (H6) Control System Automatic Transmission Manual Transmission and Differential Clutch Front Suspension Rear Suspension Differentials Drive Shaft System Brakes...
Page 3 FOREWORD QUICK REFERENCE INDEX Parking Brake Power Assisted System (Power Steering) HVAC System (Heater, Ventilator and A/C) Airbag System Seat Belt System Wiper and Washer Systems Glass/Windows/Mirrors Body Structure Instrumentation/Driver Info Seats Security and Locks Sunroof/T-top/Convertible Top Exterior Body Panels Cruise Control System Exterior/Interior Trim...
Page 4 All right reserved. This book may not be reproduced or copied, in whole or in part, without the written permis- sion of FUJI HEAVY INDUSTRIES LTD., TOKYO JA- SUBARU, are trademarks of FUJI HEAVY INDUSTRIES LTD.  Copyright 2001 FUJI HEAVY INDUSTRIES LTD.
Page 5 SPECIFICATIONS Page 1. Legacy ......................2 2. OUTBACK ....................... 10...
Page 6 LEGACY Specifications 1. Legacy A: DIMENSIONS Model Sedan Wagon Overall length mm (in) 4,605 (181.3) 4,680 (184.3) Overall width mm (in) 1,695 (66.7) 1,695 (66.7) Overall height (at CW) mm (in) 1,415 (55.7) 1,515 (59.6) Compartment Length mm (in) 1,965 (77.4) 1,925 (75.8) Width mm (in)
Page 7 LEGACY Specifications C: ELECTRICAL Model Sedan/Wagon 2.0 L 2.5 L Ignition timing at idling speed BTDC/rpm 10°±10°/700 Spark plug Type and manufacturer Without OBD NGK: BKR6E (without catalyst) CHAMPION: RC10YC4 (with catalyst) NGK: BKR5E-11 (with catalyst) With OBD RC10YC4 ..CHAMPION Alternate RC8YC4 ..
Page 8 LEGACY Specifications E: STEERING Model Models with Models with Models with 185/70R14 tires 195/60R15 tires 205/50R16 tires Type Rack and Pinion Turns, lock to lock Minimum turning circle m (ft) Curb to curb: 10.8±1.0 (35.4±3.3) Wall to wall: 11.5±1.0 (37.7±3.3) F: SUSPENSION Model Conventional suspension...
Page 9 LEGACY Specifications J: WEIGHT 1. SEDAN LHD Vehicle Option code *1 KO, KS Model 2.0 L Curb weight (C.W.) Front kg (lb) 785 (1,730) 810 (1,785) 775 (1,710) 800 (1,765) 790 (1,740) 815 (1,795) Rear kg (lb) 605 (1,335) 605 (1,335) 610 (1,345) 610 (1,345) 610 (1,345) 610 (1,345) Total kg (lb) 1,390...
Page 10 LEGACY Specifications RHD Vehicle Option code *1 Model 2.0 L 2.5 L Curb weight (C.W.) Front kg (lb) 800 (1,765) 785 (1,730) 810 (1,785) 795 (1,755) 820 (1,810) Rear kg (lb) 605 (1,335) 605 (1,335) 605 (1,335) 605 (1,335) 610 (1,345) Total kg (lb) 1,405 (3,100)
Page 11 LEGACY Specifications 2. WAGON LHD Vehicle Option code *1 KO, KS Model 2.0 L Curb weight (C.W.) Front kg (lb) 780 (1,720) 800 (1,765) 775 (1,710) 790 (1,740) 790 (1,740) 805 (1,775) Rear kg (lb) 650 (1,435) 650 (1,435) 655 (1,445) 655 (1,445) 655 (1,445) 655 (1,445) Total kg (lb) 1,430...
Page 12 LEGACY Specifications RHD Vehicle Option code *1 Model 2.0 L 2.5 L Curb weight (C.W.) Front kg (lb) 775 (1,710) 790 (1,740) 785 (1,731) 800 (1,765) 790 (1,740) 805 (1,775) Rear kg (lb) 655 (1,445) 655 (1,445) 650 (1,435) 650 (1,435) 655 (1,445) 655 (1,445) Total kg (lb) 1,430...
Page 13 LEGACY Specifications NOTE: When any of the following optional parts are installed, add the weight to the curb weight. Weight of Cruise control Air conditioner Sunroof Leather interior SRS Airbag optional parts (Side) Front kg (lb) 6.5 (14.33) 2.1 (4.6) 13.9 (30.6) 10.9 (24.0) 1.8 (4.0)
Page 14 OUTBACK Specifications 2. OUTBACK A: DIMENSIONS Model OUTBACK Overall length mm (in) 4,720 (185.8) Overall width mm (in) 1,745 (68.7) Overall height (at CW) mm (in) 1,580 (62.2), 1,590 (62.6)*3 Compartment Length mm (in) 1,925 (75.8) Width mm (in) 1,440 (56.7), 1,420 (55.9)*1 Height mm (in) 1,190 (46.9), 1,175 (46.3)*2...
Page 15 OUTBACK Specifications C: ELECTRICAL Model OUTBACK 2.5 L 3.0 L Ignition timing at idling speed BTDC/rpm 10°±10°/700 10°±8°/600 Spark plug Type and manufacturer RC10YC4 ..CHAMPION PLFR6A ..NGK Alternate RC8YC4 ..CHAMPION BKR6E-11 ..NGK K20PR-U11 ..NIPPONDENSO Generator 12V —...
Page 16 OUTBACK Specifications E: STEERING Model OUTBACK Type Rack and Pinion Turns, lock to lock Minimum turning circle m (ft) Curb to curb: 11.2±1.0 (36.7±3.3) Wall to wall: 12.0±1.0 (39.4±3.3) F: SUSPENSION Model OUTBACK Front Macpherson strut type, Independent, Coil spring Rear Multi-link type, Independent, Coil spring G: BRAKE...
Page 17 OUTBACK Specifications J: WEIGHT 1. OUTBACK LHD Vehicle Option code *1 Model 2.5 L Curb weight (C.W.) Front kg (lb) 810 (1,785) 825 (1,820) 815 (1,795) 830 (1,830) 785 (1,730) Rear kg (lb) 670 (1,475) 670 (1,475) 670 (1,475) 670 (1,475) 650 (1,435) Total kg (lb)
Page 18 OUTBACK Specifications RHD Vehicle Option code *1 Model 2.5 L 3.0 L Curb weight (C.W.) Front kg (lb) 800 (1,765) 815 (1,795) 915 (2,020) Rear kg (lb) 670 (1,475) 670 (1,475) 695 (1,530) Total kg (lb) 1,470 (3,240) 1,485 (3,275) 1,610 (3,550) Maximum permissible Front...
Page 19 OUTBACK Specifications NOTE: When any of the following optional parts are installed, add the weight to the curb weight. Weight of Cruise control Self Air conditioner Sunroof Leather interior optional parts levelizer Front kg (lb) 2.1 (4.6) 0.2 (0.4) 13.9 (30.6) 10.9 (24.0) 1.8 (4.0) Rear...
Page 20 OUTBACK Specifications MEMO SPC-16...
Page 21: Table Of Contents
FUEL INJECTION (FUEL SYSTEM) Page 1. General ......................2 2. Air Line ......................3 3. Fuel Line ......................8 4. Sensors and Switches ..................19 5. Control System ....................30 6. On-board Diagnosis System ................38...
Page 22: General
GENERAL Fuel Injection (Fuel System) 1. General The Multipoint Fuel Injection (MFI) system supplies optimum air-fuel mixture under every engine operating condition through the use of the latest electronic control technology. This system pressurizes the fuel to a constant pressure and injects it into each intake air port in the cylinder head.
Page 23: Air Line
AIR LINE Fuel Injection (Fuel System) 2. Air Line A: GENERAL The air filtered by the air cleaner enters the throttle body where it is regulated in the volume by the throttle valve and then enters the intake manifold. It is then distributed to each cylinder where the air is mixed with fuel injected by the injector.
Page 24: Air Line
AIR LINE Fuel Injection (Fuel System) C: ATMOSPHERIC PRESSURE SENSOR The atmospheric pressure sensor converts pressure values into electric signals, and sends the signals to the ECM. H2H1869B (1) Sensor unit (6) Terminal (2) O-ring (7) Inner lead (3) Case (8) Resin (4) Pipe (9) Metal lid...
Page 25 AIR LINE Fuel Injection (Fuel System) E: THROTTLE POSITION SENSOR The throttle position sensor is mounted in the throttle body and linked to the throttle valve. The throttle position sensor sends the ECM voltage signal corresponding to the opening of the throttle valve.
Page 26 AIR LINE Fuel Injection (Fuel System) F: IDLE AIR CONTROL SOLENOID VALVE The idle air control solenoid valve is located in the throttle body and regulates the amount of intake air that flows bypassing the throttle valve into the intake manifold during engine idling. It is activated by a signal from the ECM in order to maintain the engine idling speed at a target speed.
Page 27 AIR LINE Fuel Injection (Fuel System) G: AIR ASSIST INJECTOR SOLENOID VALVE The air assist injector solenoid valve is located in the piping between the throttle body and the in- jector and secured to the intake manifold. This solenoid valve is opened or closed by the signals from the ECM, adjusting the flow rate of air supplied to the injector.
Page 28: Fuel Line
FUEL LINE Fuel Injection (Fuel System) 3. Fuel Line A: GENERAL The fuel pressurized by the fuel tank inside pump is delivered to each fuel injector by way of the fuel pipe and fuel filter. Fuel injection pressure is regulated to an optimum level by the pressure regulator.
Page 29: Fuel Line
FUEL LINE Fuel Injection (Fuel System) B: PRESSURE REGULATOR The pressure regulator is installed at the injector end of the fuel supply line. It has a fuel chamber and spring chamber separated by a diaphragm. Fuel chamber is connected to the fuel supply line and the spring chamber is connected to the intake manifold.
Page 30 FUEL LINE Fuel Injection (Fuel System) C: FUEL INJECTORS The MFI system employs top feed type fuel injectors with an air assist feature. Each injector is installed in the fuel pipe in such a way that the injector is cooled by fuel. The features of this type of fuel injector are as follows: 1) High heat resistance 2) Low driving noise...
Page 31 FUEL LINE Fuel Injection (Fuel System) S2H1943A (1) Filter (4) Seal (2) O-ring (5) O-ring (3) Plunger (6) Connector FU-11...
Page 32 FUEL LINE Fuel Injection (Fuel System) D: FUEL TANK The fuel tank utilizes a two-compartment design to ensure sufficient capacity without interfering with the rear differential. It is provided with a suction jet pump (included in the fuel pump and fuel level sensor assembly) which transfers fuel from one compartment to the other.
Page 33 FUEL LINE Fuel Injection (Fuel System) The fuel tank is located under the rear seat and secured with hold-down bands. B2H2913C (1) Band (2) Cushion (3) Steel FU-13...
Page 34 FUEL LINE Fuel Injection (Fuel System) E: FUEL PUMP AND FUEL LEVEL SENSOR ASSEMBLY 1. FUEL PUMP The fuel pump consists of a motor, impeller, pump casing, pump cover, check valve and filter. It is located in the fuel tank and combined with the fuel level sensor into a single unit. The operation of this impeller type pump is very quiet.
Page 35 FUEL LINE Fuel Injection (Fuel System) When the ignition switch is turned ON, fuel pump relay is activated. Then the motor operates to rotate the impeller. As the impeller rotates, fuel in a vane groove of the impeller flows along the fuel passage into the next vane groove by centrifugal force.
Page 36 FUEL LINE Fuel Injection (Fuel System) 2. JET PUMP The jet pump utilizes the velocity of fuel returning from the engine to produce negative pressure in it. Using the pumping effect produced by the negative pressure, the jet pump transfers fuel from the sub-compartment to the main compartment of the fuel tank.
Page 37 FUEL LINE Fuel Injection (Fuel System) 3. FUEL FILTERS There are two different types of fuel filters inside fuel tank, forming integral part of the fuel pump. The filter at the inlet of the fuel pump is a mesh type which removes relatively large particles in the fuel before it enters the pump.
Page 38 FUEL LINE Fuel Injection (Fuel System) F: SUB-COMPARTMENT FUEL LEVEL SENSOR This sensor detects the level of the fuel in the sub-compartment (the compartment in which the fuel pump is not located) and acts as part of the fuel transfer line when the jet pump is in operation to maintain the fuel in both compartments at the same level.
Page 39: Sensors And Switches
SENSORS AND SWITCHES Fuel Injection (Fuel System) 4. Sensors and Switches A: FRONT OXYGEN (A/F) SENSOR The front oxygen sensor uses zirconium oxide (ZrO ) which is a solid electrolyte, at portions ex- posed to exhaust gas. The zirconium oxide has the property of generating electromotive force when its both sides are exposed to oxygen ions of different concentration and the magnitude of this electromotive force depends on how much the difference is.
Page 40: Sensors And Switches
SENSORS AND SWITCHES Fuel Injection (Fuel System) When rich air-fuel mixture is burnt in the cylinder, the oxygen in the exhaust gases is almost completely used in the catalytic reaction by the platinum coating on the external surface of the zir- conia tube.
Page 41 SENSORS AND SWITCHES Fuel Injection (Fuel System) B: REAR OXYGEN SENSOR The rear oxygen sensor is used to sense oxygen concentration in the exhaust gas. If the air-fuel ratio is leaner than the stoichiometric ratio in the mixture (i.e., excessive amount of air), the ex- haust gas contains more oxygen.
Page 42 SENSORS AND SWITCHES Fuel Injection (Fuel System) When rich air-fuel mixture is burnt in the cylinder, the oxygen in the exhaust gases is almost completely used in the catalytic reaction by the platinum coating on the external surface of the zir- conia tube.
Page 43 SENSORS AND SWITCHES Fuel Injection (Fuel System) C: ENGINE COOLANT TEMPERATURE SENSOR The engine coolant temperature sensor is located on the engine coolant pipe. The sensor uses a thermistor whose resistance changes inversely with temperature. Resistance signals as engine coolant temperature information are transmitted to the ECM to make fuel injection, ignition timing, purge control solenoid valve and other controls.
Page 44 SENSORS AND SWITCHES Fuel Injection (Fuel System) D: CRANKSHAFT POSITION SENSOR The crankshaft position sensor is installed on the oil pump which is located in the front center portion of the cylinder block. The sensor generates a pulse when one of the teeth on the perimeter of the crankshaft sprocket (rotating together with the crankshaft) passes in front of it.
Page 45 SENSORS AND SWITCHES Fuel Injection (Fuel System) As the crankshaft rotates, each tooth aligns with the crankshaft position sensor. At that time, the magnetic flux in the sensor’s coil changes since the air gap between the sensor pickup and the sprocket changes.
Page 46 SENSORS AND SWITCHES Fuel Injection (Fuel System) E: CAMSHAFT POSITION SENSOR The camshaft position sensor is located on the left-hand camshaft support. It detects the com- bustion cylinder at any given moment. The sensor generates a pulse when one of the bosses on the back of the left-hand camshaft drive sprocket passes in front of the sensor.
Page 47 SENSORS AND SWITCHES Fuel Injection (Fuel System) F: KNOCK SENSOR The knock sensor is installed on the cylinder block, and senses knocking that occurs in the en- gine. The sensor is a piezo-electric type which converts vibration resulting from knocking into electric signals.
Page 48 SENSORS AND SWITCHES Fuel Injection (Fuel System) G: VEHICLE SPEED SENSOR 1. MT VEHICLES The vehicle speed sensor is mounted on the transmission. The vehicle speed sensor generates a 4-pulse signal for every rotation of the front differential and send it to the ECM and the combination meter. B2H2458C (1) Combination meter (2) ECM...
Page 49 SENSORS AND SWITCHES Fuel Injection (Fuel System) 2. AT VEHICLES The vehicle speed sensor is mounted on the transmission. The vehicle speed sensor generates a 16-pulse signal for every rotation of the front differential and send it to the transmission control module (TCM). The signal sent to the TCM is converted there into a 4-pulse signal, and then sent to the ECM and the combination meter.
Page 50: Control System
CONTROL SYSTEM Fuel Injection (Fuel System) 5. Control System A: GENERAL The ECM receives signals from various sensors, switches, and other control modules. Using these signals, it determines the engine operating conditions and if necessary, emits signals to one or more systems to control them for optimum operation.
Page 51 CONTROL SYSTEM Fuel Injection (Fuel System) B: INPUT AND OUTPUT SIGNALS Signal Unit Function Intake air temperature and pressure Detects the temperature of intake and amount of intake air (Measures sensor the absolute pressure). Atmospheric pressure sensor Detects the amount of intake air (Measure the atmospheric pressure). Throttle position sensor Detects the throttle valve position.
Page 52 CONTROL SYSTEM Fuel Injection (Fuel System) C: FUEL INJECTION COTROL The ECM receives signals from various sensors and based on them, it determines the amount of fuel injected and the fuel injection timing. It performs the sequential fuel injection control over the entire engine operating range except during start-up of the engine.
Page 53 CONTROL SYSTEM Fuel Injection (Fuel System) 2. CORRECTION FACTORS The following factors are used to correct the basic duration of fuel injection in order to make the air-fuel ratio meet the requirements of varying engine operating conditions: Air-fuel ratio feedback factor: This factor is used to correct the basic duration of fuel injection in relation to the actual engine speed.
Page 54 CONTROL SYSTEM Fuel Injection (Fuel System) 3. AIR-FUEL RATIO FEEDBACK FACTOR The ECM creates this factor utilizing the front oxygen sensor signal. When the signal voltage is low, the air-fuel ratio is richer than the stoichiometric ratio. The ECM then makes the fuel injection duration shorter by modifying the factor.
Page 55 CONTROL SYSTEM Fuel Injection (Fuel System) D: IGNITION SYSTEM CONTROL The ECM determines operating condition of the engine based on signals from the pressure sen- sor, engine coolant temperature sensor, intake air temperature sensor, crankshaft position sensor and other sources. It then selects the ignition timing most appropriate for the condition thus deter- mined from those stored in its memory and outputs at that timing a primary current OFF signal to the ignitor to initiate ignition.
Page 56 CONTROL SYSTEM Fuel Injection (Fuel System) Ignition control after start of engine Between the 97° and 65° crank angle signal, the ECM measures the engine speed, and by using this data it decides the dwell set timing and ignition timing according to the engine condition. B2H0410D (1) Cylinder number (5) Ignition timing at normal condition...
Page 57 CONTROL SYSTEM Fuel Injection (Fuel System) E: IDLE AIR CONTROL The ECM activates the idle air control solenoid valve to control the bypass air flowing through the bypass passage in the throttle body depending on signals from the crankshaft position sensor, engine coolant temperature sensor, pressure sensor and A/C switch so that the proper idle speed for each engine load is achieved.
Page 58: On-Board Diagnosis System
(DTC) and freeze frame engine condition are stored in the ECM. On the OBD-II conformable car, it is necessary to connect the Subaru Select Monitor (SSM) or General Scan Tool (GST) to the data link connector in order to check the DTC.
Page 59 FUEL INJECTION (FUEL SYSTEM) Page 1. General ......................2 2. Air Line ......................3 3. Fuel Line ......................6 4. Sensors and Switches ..................16 5. Control System ....................25 6. On-board Diagnosis System ................33...
Page 60: General
GENERAL Fuel Injection (Fuel System) 1. General The Multipoint Fuel Injection (MFI) system supplies optimum air-fuel mixture under every engine operating condition through the use of the latest electronic control technology. This system pressurizes the fuel to a constant pressure and injects it into each intake air port in the cylinder head.
Page 61 AIR LINE Fuel Injection (Fuel System) 2. Air Line A: GENERAL The air filtered by the air cleaner enters the throttle body where it is regulated in the volume by the throttle valve and then enters the intake manifold. It is then distributed to each cylinder where the air is mixed with fuel injected by the injector.
Page 62: Air Line
AIR LINE Fuel Injection (Fuel System) D: THROTTLE POSITION SENSOR The throttle position sensor is mounted in the throttle body and linked to the throttle valve. The throttle position sensor sends the ECM voltage signal corresponding to the opening of the throttle valve.
Page 63 AIR LINE Fuel Injection (Fuel System) E: IDLE AIR CONTROL SOLENOID VALVE The idle air control solenoid valve is located in the throttle body and regulates the amount of intake air that flows bypassing the throttle valve into the intake manifold during engine idling. It is activated by a signal from the ECM in order to maintain the engine idling speed at a target speed.
Page 64 FUEL LINE Fuel Injection (Fuel System) 3. Fuel Line A: GENERAL The fuel pressurized by the fuel tank inside pump is delivered to each fuel injector by way of the fuel pipe and fuel filter. Fuel injection pressure is regulated to an optimum level by the pressure regulator.
Page 65: Fuel Line
FUEL LINE Fuel Injection (Fuel System) B: PRESSURE REGULATOR The pressure regulator is installed at the injector end of the fuel supply line. It has a fuel chamber and spring chamber separated by a diaphragm. Fuel chamber is connected to the fuel supply line and the spring chamber is connected to the intake manifold.
Page 66 FUEL LINE Fuel Injection (Fuel System) C: FUEL INJECTORS The MFI system employs top feed type fuel injectors with an air assist feature. Each injector is installed in the fuel pipe in such a way that the injector is cooled by fuel. The features of this type of fuel injector are as follows: 1) High heat resistance 2) Low driving noise...
Page 67 FUEL LINE Fuel Injection (Fuel System) D: FUEL TANK The fuel tank utilizes a two-compartment design to ensure sufficient capacity without interfering with the rear differential. It is provided with a suction jet pump (included in the fuel pump and fuel level sensor assembly) which transfers fuel from one compartment to the other.
Page 68 FUEL LINE Fuel Injection (Fuel System) The fuel tank is located under the rear seat and secured with hold-down bands. B2H2913C (1) Band (2) Cushion (3) Steel FU-10...
Page 69 FUEL LINE Fuel Injection (Fuel System) E: FUEL PUMP AND FUEL LEVEL SENSOR ASSEMBLY 1. FUEL PUMP The fuel pump consists of a motor, impeller, pump casing, pump cover, check valve and filter. It is located in the fuel tank and combined with the fuel level sensor into a single unit. The operation of this impeller type pump is very quiet.
Page 70 FUEL LINE Fuel Injection (Fuel System) When the ignition switch is turned ON, fuel pump relay is activated. Then the motor operates to rotate the impeller. As the impeller rotates, fuel in a vane groove of the impeller flows along the fuel passage into the next vane groove by centrifugal force.
Page 71 FUEL LINE Fuel Injection (Fuel System) 2. JET PUMP The jet pump utilizes the velocity of fuel returning from the engine to produce negative pressure in it. Using the pumping effect produced by the negative pressure, the jet pump transfers fuel from the sub-compartment to the main compartment of the fuel tank.
Page 72 FUEL LINE Fuel Injection (Fuel System) 3. FUEL FILTERS There are two different types of fuel filters inside fuel tank, forming integral part of the fuel pump. The filter at the inlet of the fuel pump is a mesh type which removes relatively large particles in the fuel before it enters the pump.
Page 73 FUEL LINE Fuel Injection (Fuel System) F: SUB-COMPARTMENT FUEL LEVEL SENSOR This sensor detects the level of the fuel in the sub-compartment (the compartment in which the fuel pump is not located) and acts as part of the fuel transfer line when the jet pump is in operation to maintain the fuel in both compartments at the same level.
Page 74 SENSORS AND SWITCHES Fuel Injection (Fuel System) 4. Sensors and Switches A: OXYGEN SENSOR (WITH CATALYTIC CONVERTER ) The oxygen sensor is used to sense oxygen concentration in the exhaust gas. If the air-fuel ratio is leaner than the stoichiometric ratio in the mixture (i.e., excessive amount of air), the exhaust gas contains more oxygen.
Page 75: Sensors And Switches
SENSORS AND SWITCHES Fuel Injection (Fuel System) When rich air-fuel mixture is burnt in the cylinder, the oxygen in the exhaust gases is almost completely used in the catalytic reaction by the platinum coating on the external surface of the zir- conia tube.
Page 76 SENSORS AND SWITCHES Fuel Injection (Fuel System) B: ENGINE COOLANT TEMPERATURE SENSOR The engine coolant temperature sensor is located on the engine coolant pipe. The sensor uses a thermistor whose resistance changes inversely with temperature. Resistance signals as engine coolant temperature information are transmitted to the ECM to make fuel injection, ignition timing, purge control solenoid valve and other controls.
Page 77 SENSORS AND SWITCHES Fuel Injection (Fuel System) C: CRANKSHAFT POSITION SENSOR The crankshaft position sensor is installed on the oil pump which is located in the front center portion of the cylinder block. The sensor generates a pulse when one of the teeth on the perimeter of the crankshaft sprocket (rotating together with the crankshaft) passes in front of it.
Page 78 SENSORS AND SWITCHES Fuel Injection (Fuel System) As the crankshaft rotates, each tooth aligns with the crankshaft position sensor. At that time, the magnetic flux in the sensor’s coil changes since the air gap between the sensor pickup and the sprocket changes.
Page 79 SENSORS AND SWITCHES Fuel Injection (Fuel System) D: CAMSHAFT POSITION SENSOR The camshaft position sensor is located on the left-hand camshaft support. It detects the com- bustion cylinder at any given moment. The sensor generates a pulse when one of the bosses on the back of the left-hand camshaft drive sprocket passes in front of the sensor.
Page 80 SENSORS AND SWITCHES Fuel Injection (Fuel System) E: KNOCK SENSOR The knock sensor is installed on the cylinder block, and senses knocking that occurs in the en- gine. The sensor is a piezo-electric type which converts vibration resulting from knocking into electric signals.
Page 81 SENSORS AND SWITCHES Fuel Injection (Fuel System) F: VEHICLE SPEED SENSOR 1. MT VEHICLES The vehicle speed sensor is mounted on the transmission. The vehicle speed sensor generates a 4-pulse signal for every rotation of the front differential and send it to the ECM and the combination meter. B2H2458C (1) Combination meter (2) ECM...
Page 82 SENSORS AND SWITCHES Fuel Injection (Fuel System) 2. AT VEHICLES The vehicle speed sensor is mounted on the transmission. The vehicle speed sensor generates a 16-pulse signal for every rotation of the front differential and send it to the transmission control module (TCM). The signal sent to the TCM is converted there into a 4-pulse signal, and then sent to the ECM and the combination meter.
Page 83: Control System
CONTROL SYSTEM Fuel Injection (Fuel System) 5. Control System A: GENERAL The ECM receives signals from various sensors, switches, and other control modules. Using these signals, it determines the engine operating conditions and if necessary, emits signals to one or more systems to control them for optimum operation.
Page 84 CONTROL SYSTEM Fuel Injection (Fuel System) B: INPUT AND OUTPUT SIGNALS Signal Unit Function Intake air temperature and pressure Detects the temperature of intake and amount of intake air (Measures sensor the absolute pressure). Throttle position sensor Detects the throttle valve position. Oxygen sensor* Detects the density of oxygen in exhaust gases at the upstream of the front catalytic converter.
Page 85 CONTROL SYSTEM Fuel Injection (Fuel System) C: FUEL INJECTION COTROL The ECM receives signals from various sensors and based on them, it determines the amount of fuel injected and the fuel injection timing. It performs the sequential fuel injection control over the entire engine operating range except during start-up of the engine.
Page 86 CONTROL SYSTEM Fuel Injection (Fuel System) 2. CORRECTION FACTORS The following factors are used to correct the basic duration of fuel injection in order to make the air-fuel ratio meet the requirements of varying engine operating conditions: Air-fuel ratio feedback factor: This factor is used to correct the basic duration of fuel injection in relation to the actual engine speed.
Page 87 CONTROL SYSTEM Fuel Injection (Fuel System) 3. AIR-FUEL RATIO FEEDBACK FACTOR (WITH CATALYTIC CONVERTER) The ECM creates this factor utilizing the oxygen sensor signal. When the signal voltage is low, the air-fuel ratio is richer than the stoichiometric ratio. The ECM then makes the fuel injection duration shorter by modifying the factor.
Page 88 CONTROL SYSTEM Fuel Injection (Fuel System) D: IGNITION SYSTEM CONTROL The ECM determines operating condition of the engine based on signals from the pressure sen- sor, engine coolant temperature sensor, intake air temperature sensor, crankshaft position sensor and other sources. It then selects the ignition timing most appropriate for the condition thus deter- mined from those stored in its memory and outputs at that timing a primary current OFF signal to the ignitor to initiate ignition.
Page 89 CONTROL SYSTEM Fuel Injection (Fuel System) Ignition control after start of engine Between the 97° and 65° crank angle signal, the ECM measures the engine speed, and by using this data it decides the dwell set timing and ignition timing according to the engine condition. B2H0410D (1) Cylinder number (5) Ignition timing at normal condition...
Page 90 CONTROL SYSTEM Fuel Injection (Fuel System) E: IDLE AIR CONTROL The ECM activates the idle air control solenoid valve to control the bypass air flowing through the bypass passage in the throttle body depending on signals from the crankshaft position sensor, engine coolant temperature sensor, pressure sensor and A/C switch so that the proper idle speed for each engine load is achieved.
Page 91: On-Board Diagnosis System
(DTC) and freeze frame engine condition are stored in the ECM. The Subaru Select Monitor (SSM) can read and erase DTCs. It can also read freeze frame data in addition to other pieces of engine data.
Page 92 ON-BOARD DIAGNOSIS SYSTEM Fuel Injection (Fuel System) MEMO FU-34...
Page 93 EMISSION CONTROL (AUX. EMISSION CONTROL DEVICES) Page 1. System Overview ..................... 2 2. Schematic Diagrams ..................4 3. Crankcase Emission Control System .............. 6 4. Three-way Catalyst ..................8 5. A/F Control System ..................9 6. Ignition Control System ................... 10 7.
Page 94: System Overview
SYSTEM OVERVIEW Emission Control (Aux. Emission Control Devices) 1. System Overview There are three emission control systems which are as follows: Crankcase emission control system Exhaust emission control system Three-way catalyst system Air/fuel (A/F) control system Ignition control system Evaporative emission control system Item Main components Function...
Page 95 SYSTEM OVERVIEW Emission Control (Aux. Emission Control Devices) MEMO EC-3...
Page 96: Schematic Diagrams
SCHEMATIC DIAGRAMS Emission Control (Aux. Emission Control Devices) 2. Schematic Diagrams (21) (22) (35) (16) (36) (32) (29) (31) (30) (37) (38) (28) (33) (34) (23) (17) (40) (15) (18) (12) (11) (27) (39) (10) (13) (14) (24) (19) (25) (26) (20) B2H3982A...
Page 97 SCHEMATIC DIAGRAMS Emission Control (Aux. Emission Control Devices) (1) Engine control module (ECM) (21) Radiator fan (2) Ignition coil and ignitor assembly (22) Radiator fan relay (3) Crankshaft position sensor (23) Atmospheric pressure sensor (4) Camshaft position sensor (24) Knock sensor (5) Throttle position sensor (25) Front oxygen (A/F) sensor (6) Fuel injectors...
Page 98: Crankcase Emission Control System
CRANKCASE EMISSION CONTROL SYSTEM Emission Control (Aux. Emission Control Devices) 3. Crankcase Emission Control System The positive crankcase ventilation (PCV) system prevents air pollution which will be caused by blow-by gas being emitted from the crankcase. The system consists of a sealed oil filler cap, rocker covers with fresh air inlet, connecting hoses, a PCV valve and an air intake duct.
Page 99 CRANKCASE EMISSION CONTROL SYSTEM Emission Control (Aux. Emission Control Devices) B2H3534D (1) Air cleaner case (6) Crankcase (A) Part-throttle condition (2) PCV valve (7) Case (B) Wide-open-throttle condition (3) Throttle body (8) Valve C: Fresh air (4) Intake manifold (9) Spring D: Mixture of air and blow-by gas (5) Oil filler cap (10) PCV valve...
Page 100: Three-Way Catalyst
THREE-WAY CATALYST Emission Control (Aux. Emission Control Devices) 4. Three-way Catalyst The basic material of three-way catalyst is platinum (Pt), rhodium (Rh) and palladium (Pd), and a thin coat of their mixture is applied onto honeycomb or porous ceramics of an oval shape (car- rier).
Page 101: A/F Control System
A/F CONTROL SYSTEM Emission Control (Aux. Emission Control Devices) 5. A/F Control System The air/fuel (A/F) control system makes a correction to the basic fuel injection duration in accor- dance with the signal from the front oxygen sensor so that the stoichiometric ratio is maintained, thus ensuring most effective exhaust gas purification by the three-way catalyst.
Page 102: Ignition Control System
IGNITION CONTROL SYSTEM Emission Control (Aux. Emission Control Devices) 6. Ignition Control System The ignition system is controlled by the ECM. The ECM monitors the operating condition of the engine using the signals from the sensors and switches shown below and determines the ignition timing most appropriate for each engine oper- ating condition.
Page 103: Evaporative Emission Control System
EVAPORATIVE EMISSION CONTROL SYSTEM Emission Control (Aux. Emission Control Devices) 7. Evaporative Emission Control System A: GENERAL The evaporative emission control system prevents fuel vapors from escaping into atmosphere. This system includes a canister, purge control solenoid valve, fuel cut valve, and the lines connect- ing them.
Page 104 EVAPORATIVE EMISSION CONTROL SYSTEM Emission Control (Aux. Emission Control Devices) B: FUEL CUT VALVE The fuel cut valve is built onto the evaporation pipe of the fuel tank cap. The rising level of the fuel in the fuel tank causes the float to move up and close the cap hole so that no fuel can enter the evaporation line.
Page 105 EVAPORATIVE EMISSION CONTROL SYSTEM Emission Control (Aux. Emission Control Devices) D: CANISTER The charcoal filled in the canister temporarily stores fuel vapors. When the purge control solenoid valve is opened by a signal from the ECM, the external fresh air entering the canister carries the fuel vapors into the collector chamber.
Page 106 EVAPORATIVE EMISSION CONTROL SYSTEM Emission Control (Aux. Emission Control Devices) F: TWO-WAY VALVE The two-way valve is located in the evaporation line between the fuel tank and the canister. When the tank inside pressure becomes higher than the atmospheric pressure, the valve is opened allowing fuel vapors to be introduced into the canister.
Page 107: Vacuum Connections
VACUUM CONNECTIONS Emission Control (Aux. Emission Control Devices) 8. Vacuum Connections The hose and pipe connections of the intake manifold, throttle body and other related parts are as shown in the illustration. B2H3540B (1) Pressure regulator A: Hose (2) Throttle body B: Pipe (3) Purge control solenoid valve C: To canister...
Page 108 VACUUM CONNECTIONS Emission Control (Aux. Emission Control Devices) MEMO EC-16...
Page 109 EMISSION CONTROL (AUX. EMISSION CONTROL DEVICES) Page 1. System Overview ..................... 2 2. Schematic Diagrams ..................4 3. Crankcase Emission Control System .............. 6 4. Three-way Catalyst (with Catalyst Model) ............8 5. A/F Control System (with Catalyst Model) ............9 6.
Page 110 SYSTEM OVERVIEW Emission Control (Aux. Emission Control Devices) 1. System Overview There are three emission control systems which are as follows: Crankcase emission control system Exhaust emission control system Three-way catalyst system Air/fuel (A/F) control system Ignition control system Evaporative emission control system Item Main components Function...
Page 111 SYSTEM OVERVIEW Emission Control (Aux. Emission Control Devices) MEMO EC-3...
Page 112 SCHEMATIC DIAGRAMS Emission Control (Aux. Emission Control Devices) 2. Schematic Diagrams (21) (31) (22) (18) (28) (25) (26) (32) (27) (33) (34) (29) (24) (40) (30) (19) (11) (35) (39) (14) (17) (13) (20) (12) (10) (16) (15) (23) (36) (37) (38) B2H4140A...
Page 113 SCHEMATIC DIAGRAMS Emission Control (Aux. Emission Control Devices) (1) Engine control module (ECM) (23) Knock sensor (2) Ignition coil and ignitor assembly (24) A/C compressor (3) Camshaft position sensor (25) Inhibitor switch (AT vehicle only) (4) Crankshaft position sensor (26) Neutral switch (MT vehicle only) (5) Throttle position sensor (27) CHECK ENGINE malfunction indicator lamp (MIL) (6) Fuel injectors...
Page 114 CRANKCASE EMISSION CONTROL SYSTEM Emission Control (Aux. Emission Control Devices) 3. Crankcase Emission Control System The positive crankcase ventilation (PCV) system prevents air pollution which will be caused by blow-by gas being emitted from the crankcase. The system consists of a sealed oil filler cap, rocker covers with fresh air inlet, connecting hoses, a PCV valve and an air intake duct.
Page 115 CRANKCASE EMISSION CONTROL SYSTEM Emission Control (Aux. Emission Control Devices) B2H3534D (1) Air cleaner case (6) Crankcase (A) Part-throttle condition (2) PCV valve (7) Case (B) Wide-open-throttle condition (3) Throttle body (8) Valve C: Fresh air (4) Intake manifold (9) Spring D: Mixture of air and blow-by gas (5) Oil filler cap (10) PCV valve...
Page 116: Three-Way Catalyst
THREE-WAY CATALYST (WITH CATALYST MODEL) Emission Control (Aux. Emission Control Devices) 4. Three-way Catalyst (with Catalyst Model) The basic material of three-way catalyst is platinum (Pt), rhodium (Rh) and palladium (Pd), and a thin coat of their mixture is applied onto honeycomb or porous ceramics of an oval shape (car- rier).
Page 117: A/F Control System
A/F CONTROL SYSTEM (WITH CATALYST MODEL) Emission Control (Aux. Emission Control Devices) 5. A/F Control System (with Catalyst Model) The air/fuel (A/F) control system makes a correction to the basic fuel injection duration in accor- dance with the signal from the front oxygen sensor so that the stoichiometric ratio is maintained, thus ensuring most effective exhaust gas purification by the three-way catalyst.
Page 118: Ignition Control System
IGNITION CONTROL SYSTEM Emission Control (Aux. Emission Control Devices) 6. Ignition Control System The ignition system is controlled by the ECM. The ECM monitors the operating condition of the engine using the signals from the sensors and switches shown below and determines the ignition timing most appropriate for each engine oper- ating condition.
Page 119 EVAPORATIVE EMISSION CONTROL SYSTEM Emission Control (Aux. Emission Control Devices) 7. Evaporative Emission Control System A: GENERAL The evaporative emission control system prevents fuel vapors from escaping into atmosphere. This system includes a canister, purge control solenoid valve, fuel cut valve, and the lines connect- ing them.
Page 120: Evaporative Emission Control System
EVAPORATIVE EMISSION CONTROL SYSTEM Emission Control (Aux. Emission Control Devices) B: FUEL CUT VALVE The fuel cut valve is built onto the evaporation pipe of the fuel tank cap. The rising level of the fuel in the fuel tank causes the float to move up and close the cap hole so that no fuel can enter the evaporation line.
Page 121 EVAPORATIVE EMISSION CONTROL SYSTEM Emission Control (Aux. Emission Control Devices) D: CANISTER The charcoal filled in the canister temporarily stores fuel vapors. When the purge control solenoid valve is opened by a signal from the ECM, the external fresh air entering the canister carries the fuel vapors into the collector chamber.
Page 122: Control System
EVAPORATIVE EMISSION CONTROL SYSTEM Emission Control (Aux. Emission Control Devices) F: TWO-WAY VALVE The two-way valve is located in the evaporation line between the fuel tank and the canister. When the tank inside pressure becomes higher than the atmospheric pressure, the valve is opened allowing fuel vapors to be introduced into the canister.
Page 123: Vacuum Connections
VACUUM CONNECTIONS Emission Control (Aux. Emission Control Devices) 8. Vacuum Connections The hose and pipe connections of the intake manifold, throttle body and other related parts are as shown in the illustration. B2H1412D (1) Pressure regulator A: Hose (2) Throttle body B: Pipe (3) Purge control solenoid valve C: Front of vehicle...
Page 124 VACUUM CONNECTIONS Emission Control (Aux. Emission Control Devices) MEMO EC-16...
Page 125 INTAKE (INDUCTION) Page 1. General ......................2...
Page 126 GENERAL Intake (Induction) 1. General The intake system consists of an air intake duct, a resonator chamber, and an air cleaner element housed in its case. The resonator, located upstream of the air cleaner case, effectively reduces the intake noise level. B2H3977A (1) Air intake duct (a) Fresh air...
Page 127 MECHANICAL Page 1. General ......................2 2. Timing Belt ...................... 3 3. Automatic Belt Tension Adjuster ..............4 4. Belt Cover ......................6 5. Valve Rocker Assembly ................... 7 6. Camshaft ......................8 7. Cylinder Head ....................9 8. Cylinder Block ....................10 9.
Page 128: General
GENERAL Mechanical 1. General The engine used in this vehicle is of a horizontally opposed, four-cylinder design. This four-stroke- cycle, water-cooled, SOHC engine uses a total of 16 valves and its main components are made of aluminum alloy. It is fueled by a multiple fuel injection system. The engine’s major structural and functional features are as follows: The cylinder head forms pentroof combustion chambers, each having a spark plug located at its center and two each of intake and exhaust valves (four valves per cylinder).
Page 129: Timing Belt
TIMING BELT Mechanical 2. Timing Belt A single timing belt drives two camshafts (one in the left bank and one in the right bank). The belt also drives the water pump by its non-toothed side. The timing belt teeth have a specially designed round profile which contributes to quiet opera- tion.
Page 130 AUTOMATIC BELT TENSION ADJUSTER Mechanical 3. Automatic Belt Tension Adjuster The automatic belt tension adjuster consists of a tensioner unit and a bracket. It maintains the tim- ing belt tension automatically at a specified level to enable the belt to transmit power correctly, re- duce operating noise and increase the life of the belt.
Page 131: Automatic Belt Tension Adjuster
AUTOMATIC BELT TENSION ADJUSTER Mechanical Timing belt tensioning action When the belt becomes slack, the adjuster rod is pushed upward by the return spring. The oil in the reservoir chamber, which is pressurized by the plunger spring to a certain level, pushes open the check ball and flows into the oil pressure chamber to keep the pressure constant.
Page 132: Belt Cover
BELT COVER Mechanical 4. Belt Cover The belt cover is made of lightweight, heat resistant synthetic resin molding. It constitutes a to- tally enclosed housing with its cylinder block mating edges sealed with rubber gaskets. This effec- tively protects the inside components from dust and liquid. Rubber seals used between the cylinder block and the belt cover effectively reduces transmis- sion of noise and vibration.
Page 133: Valve Rocker Assembly
VALVE ROCKER ASSEMBLY Mechanical 5. Valve Rocker Assembly The intake valve rocker arms and the exhaust valve rocker arms are installed on their own rocker shafts both of which are retained by the camshaft caps. The valve end of each rocker arm is provided with valve rocker adjusting screw and nut. Turning of this screw adjusts the valve clearance.
Page 134: Camshaft
CAMSHAFT Mechanical 6. Camshaft The camshaft is supported inside the cylinder head at four journals. The two flanges on each camshaft supports thrust forces to limit the end play of the camshaft within the tolerance. Each camshaft has an oil passage in it. <RH>...
Page 135: Cylinder Head
CYLINDER HEAD Mechanical 7. Cylinder Head The cylinder head is made of aluminium die casting. Each combustion chamber in the cylinder head is a compact, pentroof design. The spark plug is located at the center of the combustion chamber, which contributes to creation of a wide “squish area”...
Page 136: Cylinder Block
CYLINDER BLOCK Mechanical 8. Cylinder Block The cylinder block is made of aluminum die casting. Its open-deck design provides it with such advantageous features as relatively small weight, high rigidity and excellent cooling efficiency. The cylinder liners are made of cast iron. They are dry type which means their outer surfaces are entirely in contact with the cylinder block.
Page 137: Crankshaft
CRANKSHAFT Mechanical 9. Crankshaft The crankshaft is supported in the cylinder block by five bearings. Each corner formed by a journal or pin and a web is finished by fillet-rolling method which increases strength of that area. The five crankshaft bearings are made of aluminum alloy and the No. 5 bearing is provided with a flanged metal to support thrust forces.
Page 138: Piston
PISTON Mechanical 10.Piston The pistons are of a slipper skirt design for reduced weight and friction. The oil control ring groove utilizes a thermal design. The piston pin is offset either downward (Nos. 1 and 3 pistons) or upward (Nos. 2 and 4 pistons). The piston head has recesses to prevent interference with the intake and exhaust valves.
Page 139: Engine Mounting
ENGINE MOUNTING Mechanical 11.Engine Mounting A: 2000 cc MODEL B2H3142C (1) Cushion rubber (2) Bracket ME-13...
Page 140 ENGINE MOUNTING Mechanical B: 2500 cc MODEL B2H3143B (1) Cushion rubber ME-14...
Page 141 EXHAUST Page 1. General ......................2 2. Composition ....................3...
Page 142 GENERAL Exhaust 1. General The exhaust system consists of front exhaust pipes, catalytic converters, a center exhaust pipe, a rear exhaust pipe and a muffler. The front catalytic converter is located immediately behind the front exhaust pipe, and the rear catalytic converter is incorporated in the center exhaust pipe. The exhaust system features an improved sound suppression design;...
Page 143 COMPOSITION Exhaust 2. Composition 2000 cc Models (10) B2H4758A 2500 cc Models (10) B2H4627A (1) Front exhaust pipe RH (6) Center exhaust pipe (2) Front exhaust pipe LH (7) Rear catalytic converter (3) Front catalytic converter (8) Resonance chamber (4) Front oxygen (A/F) sensor (9) Rear exhaust pipe (5) Rear oxygen sensor (10) Muffler...
Page 144 COMPOSITION Exhaust MEMO EX-4...
Page 145 EXHAUST Page 1. General ......................2 2. Composition ....................3...
Page 146 GENERAL Exhaust 1. General The exhaust system consists of front exhaust pipes, catalytic converters, a center exhaust pipe, a rear exhaust pipe and a muffler. The front catalytic converter is located immediately behind the front exhaust pipe, and the rear catalytic converter is incorporated in the center exhaust pipe. The exhaust system features an improved sound suppression design;...
Page 147 COMPOSITION Exhaust 2. Composition A: WITH CATALYTIC CONVERTER (EXCEPT AUSTRALIA OUTBACK MODELS) 2000 cc Models B2H4759A 2500 cc Models B2H4629A (1) Front exhaust pipe RH (6) Rear catalytic converter (2) Front exhaust pipe LH (7) Resonance chamber (3) Front catalytic converter (8) Rear exhaust pipe (4) Oxygen sensor (9) Muffler...
Page 148 COMPOSITION Exhaust B: AUSTRALIA OUTBACK MODELS B2H3107A (1) Front exhaust pipe RH (5) Center exhaust pipe (2) Front exhaust pipe LH (6) Resonance chamber (3) Front catalytic converter (7) Rear exhaust pipe (4) Oxygen sensor (8) Muffler EX-4...
Page 149 COMPOSITION Exhaust C: WITHOUT CATALYTIC CONVERTER 2000 cc Models B2H4760A 2500 cc Models B2H4630A (1) Front exhaust pipe RH (4) Resonance chamber (2) Front exhaust pipe LH (5) Rear exhaust pipe (3) Center exhaust pipe (6) Muffler EX-5...
Page 150 COMPOSITION Exhaust MEMO EX-6...
Page 151 COOLING Page 1. General ......................2 2. Cooling Circuits ....................3 3. Water Pump ..................... 4 4. Mechanical Seal ....................5 5. Thermostat ...................... 6 6. Radiator Fan ....................7...
Page 152: General
GENERAL Cooling 1. General The engine cooling system consists of a down-flow radiator which features high heat-dissipation performance, an electric-motor-driven fan, a water pump, a thermostat, and an engine coolant temperature sensor. The reservoir tank is designed to eliminate the need for replenishing coolant. The ECM controls the operation of the radiator main fan and subfan depending on the signals from the engine coolant temperature sensor, vehicle speed sensor and A/C switch.
Page 153: Cooling Circuits
COOLING CIRCUITS Cooling 2. Cooling Circuits The cooling system operates in three different phases depending on the temperature of the engine coolant. 1st phase (thermostat closed) When the engine coolant temperature is below 76°C (169°F), the thermostat remains closed. The coolant flows through the bypass and heater circuits.
Page 154: Water Pump
WATER PUMP Cooling 3. Water Pump The water pump is located in the front portion of the left bank cylinder block and is driven by the engine through the timing belt. The thermostat is fitted into the coolant inlet at the bottom of the water pump.
Page 155: Mechanical Seal
MECHANICAL SEAL Cooling 4. Mechanical Seal The mechanical seal has its seat tightly fitted on the water pump shaft. Since it is a hermetic seal forming an integral part of the water pump, the water pump cannot be disassembled. H2H2325 (1) Carbon seal (2) Ceramics seat (3) Water pump shaft...
Page 156: Thermostat
THERMOSTAT Cooling 5. Thermostat The thermostat has a totally-enclosed wax pellet which expands as the coolant temperature in- creases. It opens and closes accurately at the preset temperatures and features high durability. H2H2326 (1) Valve (4) Piston (7) Stop ring (2) Spring (5) Guide (8) Wax element...
Page 157: Radiator Fan
RADIATOR FAN Cooling 6. Radiator Fan A: DESCRIPTION Each radiator fan is made of plastic. It is driven by an electric motor which is retained on a shroud. B2H2916A (1) Radiator (8) Radiator main fan and fan motor assembly (2) Radiator subfan and subfun motor assembly (model with A/C) (9) Lower cushion (3) Radiator subfan shroud (model with A/C) (10) Drain plug...
Page 158 RADIATOR FAN Cooling B: FUNCTION The operation of the radiator fan is controlled by the ECM. In a model equipped with an air condi- tioning system (A/C), the ECM uses for the control the signals from the engine coolant tempera- ture sensor, vehicle speed sensor and A/C switch.
Page 159 LUBRICATION Page 1. General ......................2 2. Engine Oil Flow ....................4 3. Oil Pump ......................5 4. Oil Filter ......................6 5. Oil Pan and Oil Strainer ................... 7 6. Oil Pressure Switch ..................8...
Page 160 GENERAL Lubrication 1. General The lubrication system force-circulates engine oil throughout the engine using an oil pump. The oil pressure is regulated by the relief valve built into the oil pump. The oil pump is a thin, large-diameter trochoid rotor type which can accommodate the engine’s high output.
Page 161: General
GENERAL Lubrication B2H1964A (1) Oil filter (5) Roller (2) Oil pump (6) Rocker arm (3) Oil strainer (7) Rocker shaft (4) Camshaft (a) Bypass valve opening pressure: 157 kPa (1.6 kgf/cm , 23 psi) (b) Relief valve opening pressure: 490 kPa (5.0 kgf/cm , 71 psi) LU-3...
Page 162: Engine Oil Flow
ENGINE OIL FLOW Lubrication 2. Engine Oil Flow Bypass valve B2H1965B LU-4...
Page 163: Oil Pump
OIL PUMP Lubrication 3. Oil Pump The oil pump is a trochoid rotor type consisting of an inner rotor and outer rotor assembled with each other in a pump body. When the inner rotor is driven by the crankshaft, the outer rotor is ro- tated, changing the space between it and the inner rotor.
Page 164: Oil Filter
OIL FILTER Lubrication 4. Oil Filter The oil filter is a full-flow filtering, cartridge type that utilizes a paper element. It also has a built-in bypass valve. The filter element has a special pleat design to increase the effective filtering area. S2H0249B (1) Oil seal (2) Filter body...
Page 165: Oil Pan And Oil Strainer
OIL PAN AND OIL STRAINER Lubrication 5. Oil Pan and Oil Strainer The oil pan is attached to the cylinder block using liquid gasket for sealing. The oil strainer is a metal net type and removes large foreign particles from the engine oil. It is located in the middle of the oil pan.
Page 166: Oil Pressure Switch
OIL PRESSURE SWITCH Lubrication 6. Oil Pressure Switch The oil pressure switch is located in the front upper portion of the right cylinder block bank. The purpose of this switch is to monitor the operation of the oil pump as well as the lubricating oil pres- sure when the engine is running.
Page 167 SPEED CONTROL SYSTEM Page 1. General ......................2...
Page 168 GENERAL Speed Control System 1. General The accelerator outer cable is secured to the accelerator pedal bracket rather than to the toeboard. Securing the outer cable in this way has a merit of making the ratio of throttle valve movement to cable stroke less variable.
Page 169 IGNITION Page 1. Ignition Coil ...................... 2 2. Spark Plug ....................... 3...
Page 170 IGNITION COIL Ignition 1. Ignition Coil Ignition coils are made integral with an ignitor. The ignition system is of a dual-ignition-coil design, each coil causing two plugs to generate sparks simultaneously. In response to the signal from the ECM, the ignitor supplies current to an ignition coil and the ignition coil supplies high-voltage current to a pair of spark plugs (#1 and #2 or #3 and #4) simultaneously.
Page 171 SPARK PLUG Ignition 2. Spark Plug The spark plug’s thread diameter is 14 mm (0.551 in) and the gap is controlled to a value between 1.0 and 1.1 mm (0.039 and 0.043 in). B2H4152C (1) Gap : 1.0 – 1.1 mm (0.039 – 0.043 in) IG-3...
Page 172 SPARK PLUG Ignition MEMO IG-4...
Page 173 IGNITION Page 1. Ignition Coil ...................... 2 2. Spark Plug ....................... 3...
Page 174 IGNITION COIL Ignition 1. Ignition Coil Ignition coils are made integral with an ignitor. The ignition system is of a dual-ignition-coil design, each coil causing two plugs to generate sparks simultaneously. In response to the signal from the ECM, the ignitor supplies current to an ignition coil and the ignition coil supplies high-voltage current to a pair of spark plugs (#1 and #2 or #3 and #4) simultaneously.
Page 175 SPARK PLUG Ignition 2. Spark Plug The spark plug’s thread diameter is 14 mm (0.551 in) and the gap is controlled to either of the di- mensions shown below. B2H4152C Gap : 1.0 – 1.1 mm (0.039 – 0.043 in) *1 *1: With catalytic converter 0.7 –...
Page 176 SPARK PLUG Ignition MEMO IG-4...
Page 177 STARTING/CHARGING Page 1. Starter ......................2 2. Generator ......................3 3. Battery ......................4...
Page 178 STARTER Starting/Charging 1. Starter The starter is of a reduction type. Its output is 1.0 kW on the MT model and 1.4 kW on the AT mod- Starter switch Pinion Magnet switch Starter B2H3980A SC-2...
Page 179 GENERATOR Starting/Charging 2. Generator The generator has a built-in regulator which provides diagnostic functions in addition to a voltage regulating function as follows: 1) Voltage regulation The on-off operation of transistor Tr connects and disconnects the field current circuit, providing a constant level of output voltage.
Page 180 BATTERY Starting/Charging 3. Battery The battery is located in the left front part of the engine compartment. It is held on a tray by the battery holder. SC-4...
Page 181 FUEL INJECTION FU (H6) (FUEL SYSTEM) Page 1. General ......................2 2. Air Line ......................3 3. Fuel Line ......................6 4. Sensors and Switches ..................19 5. Control System ....................28 6. On-board Diagnosis System ................36...
Page 182: General
GENERAL Fuel Injection (Fuel System) 1. General The Multipoint Fuel Injection (MFI) system supplies optimum air-fuel mixture under every engine operating condition through the use of the latest electronic control technology. This system pressurizes the fuel to a constant pressure and injects it into each intake air port in the cylinder head.
Page 183: Air Line
AIR LINE Fuel Injection (Fuel System) 2. Air Line A: GENERAL The air filtered by the air cleaner enters the throttle body where it is regulated in the volume by the throttle valve and then enters the intake manifold. It is then distributed to each cylinder where the air is mixed with fuel injected by the injector.
Page 184: Air Line
AIR LINE Fuel Injection (Fuel System) D: THROTTLE POSITION SENSOR The throttle position sensor is mounted in the throttle body and linked to the throttle valve. The throttle position sensor sends the ECM voltage signal corresponding to the opening of the throttle valve.
Page 185 AIR LINE Fuel Injection (Fuel System) F: INTAKE AIR TEMPERATURE SENSOR The intake air temperature sensor is located in the air cleaner case and detects the temperature of the intake air introduced through the air intake duct. The ECM uses the resistance signal from the sensor to correct the fuel injection amount.
Page 186: Fuel Line
FUEL LINE Fuel Injection (Fuel System) 3. Fuel Line A: GENERAL The fuel pressurized by the fuel tank inside pump is delivered to each fuel injector by way of the fuel pipe and fuel filter. Fuel injection pressure is regulated to an optimum level by the pressure regulator.
Page 187: Fuel Line
FUEL LINE Fuel Injection (Fuel System) B2H4246A (1) Purge control solenoid valve (11) Air vent pipe (2) Pressure regulator (12) Fuel filter (3) Fuel injector (13) Jet pump (4) Pressure damper (14) Fuel pump (5) Throttle body (15) Fuel cut valve (6) Intake manifold (16) Fuel tank (7) Two-way valve...
Page 188 FUEL LINE Fuel Injection (Fuel System) B: PRESSURE REGULATOR The pressure regulator is installed at the injector end of the fuel supply line. It has a fuel chamber and spring chamber separated by a diaphragm. Fuel chamber is connected to the fuel supply line and the spring chamber is connected to the intake manifold.
Page 189 FUEL LINE Fuel Injection (Fuel System) MEMO FU-9...
Page 190 FUEL LINE Fuel Injection (Fuel System) C: FUEL INJECTORS The MFI system employs top feed type fuel injectors with an air assist feature. Each injector is installed in the fuel pipe in such a way that the injector is cooled by fuel. The features of this type of fuel injector are as follows: 1) High heat resistance 2) Low driving noise...
Page 191 FUEL LINE Fuel Injection (Fuel System) B2H3517D (1) O-ring (4) Seal (2) Filter (5) O-ring (3) Plunger (6) Connector FU-11...
Page 192 FUEL LINE Fuel Injection (Fuel System) D: FUEL TANK The fuel tank utilizes a two-compartment design to ensure sufficient capacity without interfering with the rear differential. It is provided with a suction jet pump (included in the fuel pump and fuel level sensor assembly) which transfers fuel from one compartment to the other.
Page 193 FUEL LINE Fuel Injection (Fuel System) The fuel tank is located under the rear seat and secured with hold-down bands. B2H2913C (1) Band (2) Cushion (3) Steel FU-13...
Page 194 FUEL LINE Fuel Injection (Fuel System) E: FUEL PUMP AND FUEL LEVEL SENSOR ASSEMBLY 1. FUEL PUMP The fuel pump consists of a motor, impeller, pump casing, pump cover, check valve and filter. It is located in the fuel tank and combined with the fuel level sensor into a single unit. The operation of this impeller type pump is very quiet.
Page 195 FUEL LINE Fuel Injection (Fuel System) When the ignition switch is turned ON, fuel pump relay is activated. Then the motor operates to rotate the impeller. As the impeller rotates, fuel in a vane groove of the impeller flows along the fuel passage into the next vane groove by centrifugal force.
Page 196 FUEL LINE Fuel Injection (Fuel System) 2. JET PUMP The jet pump utilizes the velocity of fuel returning from the engine to produce negative pressure in it. Using the pumping effect produced by the negative pressure, the jet pump transfers fuel from the sub-compartment to the main compartment of the fuel tank.
Page 197 FUEL LINE Fuel Injection (Fuel System) 3. FUEL FILTERS There are two different types of fuel filters inside fuel tank, forming integral part of the fuel pump. The filter at the inlet of the fuel pump is a mesh type which removes relatively large particles in the fuel before it enters the pump.
Page 198 FUEL LINE Fuel Injection (Fuel System) F: SUB-COMPARTMENT FUEL LEVEL SENSOR This sensor detects the level of the fuel in the sub-compartment (the compartment in which the fuel pump is not located) and acts as part of the fuel transfer line when the jet pump is in operation to maintain the fuel in both compartments at the same level.
Page 199: Sensors And Switches
SENSORS AND SWITCHES Fuel Injection (Fuel System) 4. Sensors and Switches A: FRONT OXYGEN (A/F) SENSOR The front oxygen sensor uses zirconium oxide (ZrO ) which is a solid electrolyte, at portions ex- posed to exhaust gas. The zirconium oxide has the property of generating electromotive force when its both sides are exposed to oxygen ions of different concentration and the magnitude of this electromotive force depends on how much the difference is.
Page 200: Sensors And Switches
SENSORS AND SWITCHES Fuel Injection (Fuel System) When rich air-fuel mixture is burnt in the cylinder, the oxygen in the exhaust gases is almost completely used in the catalytic reaction by the platinum coating on the external surface of the zir- conia tube.
Page 201 SENSORS AND SWITCHES Fuel Injection (Fuel System) B: REAR OXYGEN SENSOR The rear oxygen sensor is used to sense oxygen concentration in the exhaust gas. If the air-fuel ratio is leaner than the stoichiometric ratio in the mixture (i.e., excessive amount of air), the ex- haust gas contains more oxygen.
Page 202 SENSORS AND SWITCHES Fuel Injection (Fuel System) When rich air-fuel mixture is burnt in the cylinder, the oxygen in the exhaust gases is almost completely used in the catalytic reaction by the platinum coating on the external surface of the zir- conia tube.
Page 203 SENSORS AND SWITCHES Fuel Injection (Fuel System) C: ENGINE COOLANT TEMPERATURE SENSOR The engine coolant temperature sensor is located on the engine coolant pipe. The sensor uses a thermistor whose resistance changes inversely with temperature. Resistance signals as engine coolant temperature information are transmitted to the ECM to make fuel injection, ignition timing, purge control solenoid valve and other controls.
Page 204 SENSORS AND SWITCHES Fuel Injection (Fuel System) D: CRANKSHAFT POSITION SENSOR The crankshaft position sensor is installed on the rear end of the cylinder block. The sensor gen- erates a pulse when one of the teeth on the perimeter of the crankshaft plate (rotating together with the crankshaft) passes in front of it.
Page 205 SENSORS AND SWITCHES Fuel Injection (Fuel System) E: CAMSHAFT POSITION SENSOR The camshaft position sensor is located on the right-hand cylinder head. It detects the combus- tion cylinder at any given moment. The sensor generates a pulse when one of the slots on the back of the right-hand camshaft plate passes in front of the sensor.
Page 206 SENSORS AND SWITCHES Fuel Injection (Fuel System) F: KNOCK SENSOR The knock sensor is installed on the cylinder block, and senses knocking that occurs in the en- gine. The sensor is a piezo-electric type which converts vibration resulting from knocking into electric signals.
Page 207 SENSORS AND SWITCHES Fuel Injection (Fuel System) G: VEHICLE SPEED SENSOR The vehicle speed sensor is mounted on the transmission. The vehicle speed sensor generates a 16-pulse signal for every rotation of the front differential and send it to the transmission control module (TCM). The signal sent to the TCM is converted there into a 4-pulse signal, and then sent to the ECM and the combination meter.
Page 208 CONTROL SYSTEM Fuel Injection (Fuel System) 5. Control System A: GENERAL The ECM receives signals from various sensors, switches, and other control modules. Using these signals, it determines the engine operating conditions and if necessary, emits signals to one or more systems to control them for optimum operation.
Page 209: Control System
CONTROL SYSTEM Fuel Injection (Fuel System) B: INPUT AND OUTPUT SIGNALS Signal Unit Function Intake manifold pressure sensor Detects the amount of intake air (Measures the absolute pressure). Intake air temperature sensor Detects the temperature of intake air. Throttle position sensor Detects the throttle valve position.
Page 210 CONTROL SYSTEM Fuel Injection (Fuel System) C: FUEL INJECTION CONTROL The ECM receives signals from various sensors and based on them, it determines the amount of fuel injected and the fuel injection timing. It performs the sequential fuel injection control over the entire engine operating range except during start-up of the engine.
Page 211 CONTROL SYSTEM Fuel Injection (Fuel System) 2. CORRECTION FACTORS The following factors are used to correct the basic duration of fuel injection in order to make the air-fuel ratio meet the requirements of varying engine operating conditions: Air-fuel ratio feedback factor: This factor is used to correct the basic duration of fuel injection in relation to the actual engine speed.
Page 212 CONTROL SYSTEM Fuel Injection (Fuel System) 3. AIR-FUEL RATIO FEEDBACK FACTOR The ECM creates this factor utilizing the front oxygen sensor signal. When the signal voltage is low, the air-fuel ratio is richer than the stoichiometric ratio. The ECM then makes the fuel injection duration shorter by modifying the factor.
Page 213 CONTROL SYSTEM Fuel Injection (Fuel System) D: IGNITION SYSTEM CONTROL The ECM determines operating condition of the engine based on signals from the pressure sen- sor, engine coolant temperature sensor, intake air temperature sensor, crankshaft position sensor and other sources. It then selects the ignition timing most appropriate for the condition thus deter- mined from those stored in its memory and outputs at that timing a primary current OFF signal to the ignitor to initiate ignition.
Page 214 CONTROL SYSTEM Fuel Injection (Fuel System) The ECM receives two types of crank angle signal pulse; one is generated every 10° of crank- shaft rotation and the other, every 30° of crankshaft rotation. Using these two types of signal pulse, the ECM determines the position of each piston as follows: The ECM interprets the pulses of range (A) shown below as the No.
Page 215 CONTROL SYSTEM Fuel Injection (Fuel System) E: IDLE AIR CONTROL The ECM activates the idle air control solenoid valve to control the bypass air flowing through the bypass passage in the throttle body depending on signals from the crankshaft position sensor, engine coolant temperature sensor, pressure sensor and A/C switch so that the proper idle speed for each engine load is achieved.
Page 216: On-Board Diagnosis System
(DTC) and freeze frame engine condition are stored in the ECM. On the OBD-II conformable car, it is necessary to connect the Subaru Select Monitor (SSM) or General Scan Tool (GST) to the data link connector in order to check the DTC.
Page 217 EMISSION CONTROL (AUX. EMISSION EC (H6) CONTROL DEVICES) Page 1. System Overview ..................... 2 2. Schematic Diagrams ..................4 3. Crankcase Emission Control System .............. 6 4. Three-way Catalyst ..................7 5. A/F Control System ..................8 6. Ignition Control System ................... 9 7.
Page 218 SYSTEM OVERVIEW Emission Control (Aux. Emission Control Devices) 1. System Overview There are three emission control systems which are as follows: Crankcase emission control system Exhaust emission control system Three-way catalyst system Air/fuel (A/F) control system Ignition control system Evaporative emission control system Item Main components Function...
Page 219: System Overview
SYSTEM OVERVIEW Emission Control (Aux. Emission Control Devices) MEMO EC-3...
Page 220 SCHEMATIC DIAGRAMS Emission Control (Aux. Emission Control Devices) 2. Schematic Diagrams (36) (17) (23) (24) (33) (31) (32) (34) (30) (35) (41) (18) (13) (16) (19) (40) (42) (15) (11) (10) (12) (44) (48) (46) (45) (47) (26) (43) (39) (38) (25) (49)
Page 221: Schematic Diagrams
SCHEMATIC DIAGRAMS Emission Control (Aux. Emission Control Devices) (1) Engine control module (ECM) (26) Knock sensor RH (2) Ignition coil and ignitor assembly (27) Front oxygen (A/F) sensor LH (3) Crankshaft position sensor (28) Front oxygen (A/F) sensor RH (4) Camshaft position sensor (29) Rear oxygen sensor (5) Throttle position sensor (30) A/C compressor...
Page 222: Crankcase Emission Control System
CRANKCASE EMISSION CONTROL SYSTEM Emission Control (Aux. Emission Control Devices) 3. Crankcase Emission Control System The positive crankcase ventilation (PCV) system prevents air pollution which will be caused by blow-by gas being emitted from the crankcase. The system consists of rocker covers with fresh air inlet, connecting hoses, a PCV valve and a chamber.
Page 223: Three-Way Catalyst
THREE-WAY CATALYST Emission Control (Aux. Emission Control Devices) 4. Three-way Catalyst The basic material of three-way catalyst is platinum (Pt), rhodium (Rh) and palladium (Pd), and a thin coat of their mixture is applied onto honeycomb or porous ceramics of an oval shape (car- rier).
Page 224: A/F Control System
A/F CONTROL SYSTEM Emission Control (Aux. Emission Control Devices) 5. A/F Control System The air/fuel (A/F) control system makes a correction to the basic fuel injection duration in accor- dance with the signal from the front oxygen sensor so that the stoichiometric ratio is maintained, thus ensuring most effective exhaust gas purification by the three-way catalyst.
Page 225: Ignition Control System
IGNITION CONTROL SYSTEM Emission Control (Aux. Emission Control Devices) 6. Ignition Control System The ignition system is controlled by the ECM. The ECM monitors the operating condition of the engine using the signals from the sensors and switches shown below and determines the ignition timing most appropriate for each engine oper- ating condition.
Page 226: Exhaust Gas Recirculation (Egr) System
EXHAUST GAS RECIRCULATION (EGR) SYSTEM Emission Control (Aux. Emission Control Devices) 7. Exhaust Gas Recirculation (EGR) System A: GENERAL The EGR system aims at reduction of NOx by lowering the combustion temperature through re- circulation of a part of exhaust gas into cylinders via the intake manifold. The EGR valve is controlled by the ECM according to the engine operating condition.
Page 227 EVAPORATIVE EMISSION CONTROL SYSTEM Emission Control (Aux. Emission Control Devices) 8. Evaporative Emission Control System A: GENERAL The evaporative emission control system prevents fuel vapors from escaping into atmosphere. This system includes a canister, purge control solenoid valve, fuel cut valve, and the lines connect- ing them.
Page 228: Evaporative Emission Control System
EVAPORATIVE EMISSION CONTROL SYSTEM Emission Control (Aux. Emission Control Devices) B: FUEL CUT VALVE The fuel cut valve is built onto the evaporation pipe of the fuel tank cap. The rising level of the fuel in the fuel tank causes the float to move up and close the cap hole so that no fuel can enter the evaporation line.
Page 229 EVAPORATIVE EMISSION CONTROL SYSTEM Emission Control (Aux. Emission Control Devices) D: CANISTER The charcoal filled in the canister temporarily stores fuel vapors. When the purge control solenoid valve is opened by a signal from the ECM, the external fresh air entering the canister carries the fuel vapors into the collector chamber.
Page 230: Vacuum Connections
VACUUM CONNECTIONS Emission Control (Aux. Emission Control Devices) 9. Vacuum Connections The hose and pipe connections of the intake manifold, throttle body and other related parts are as shown in the illustration. : (a) : (b) B2H3975A (1) Throttle body (a): Hose (2) Pressure regulator (b): Pipe...
Page 231 IN (H6) INTAKE (INDUCTION) Page 1. General ......................2...
Page 232 GENERAL Intake (Induction) 1. General The intake system consists of an air intake duct, two resonator chambers, an air cleaner case, and a duct. The resonator chambers (one is located upstream of the air cleaner and the other down- stream of the air cleaner) effectively reduce the intake noise level. B2H3904A (1) Air intake duct (a) Fresh air...
Page 233 ME (H6) MECHANICAL Page 1. General ......................2 2. Timing Chains ....................3 3. Automatic Chain Tension Adjuster ..............4 4. Timing Chain Case ..................5 5. Camshaft ......................6 6. Cylinder Head ....................7 7. Cylinder Block ....................8 8.
Page 234: General
GENERAL Mechanical 1. General The H6 engine used in this vehicle is of a horizontally opposed, six-cylinder design. This four- stroke-cycle, water-cooled, DOHC engine uses a total of 24 valves and its main components are made of aluminum alloy. It is fueled by a multiple fuel injection system. The engine’s major structural and functional features are as follows: A maintenance-free, chain-and-sprocket type camshaft drive mechanism is used which also contributes to reduction in the overall length of the engine.
Page 235 TIMING CHAINS Mechanical 2. Timing Chains Two timing chains are used to drive the camshafts, one each for driving the two camshafts on each bank. Every camshaft is fitted with a sprocket through which it is driven by the corresponding timing chain.
Page 236: Automatic Chain Tension Adjuster
AUTOMATIC CHAIN TENSION ADJUSTER Mechanical 3. Automatic Chain Tension Adjuster The right and left bank timing chains are provided with their own tensioners. The tensioners are of a hydromechanical type that utilizes the engine oil pressure and can automatically keep the ten- sion of the chains at a proper level without need for manual adjustments.
Page 237: Timing Chain Case
TIMING CHAIN CASE Mechanical 4. Timing Chain Case The timing chain case is formed by the front chain cover and rear chain cover, both made of aluminum die casting. This two-piece chain case design helps reduce noise. Sealing materials used between the engine block and rear chain cover are an O-ring, metal gas- ket, and liquid gasket.
Page 238: Camshaft
The camshafts are of a composite material type using sintered steel for cam lobes and carbon steel for pipe part (first in Subaru). The sintered steel cams are very high in the resistance to wear, which enables the cam lift to be increased.
Page 239: Cylinder Head
CYLINDER HEAD Mechanical 6. Cylinder Head The cylinder heads are made of aluminum alloy which features light weight and high cooling ef- ficiency. Each cylinder head incorporates a DOHC mechanism which is adapted to the “four valves per cylinder” arrangement. The two intake ports are designed to create tumble flow in the cylinder, whereas the two exhaust ports join each other in the cylinder head to form a single oval port.
Page 240: Cylinder Block
CYLINDER BLOCK Mechanical 7. Cylinder Block The cylinder block of this horizontally-opposed-cylinder engine is made of aluminum die casting. It is split into right and left halves at its center where the crankshaft is supported. The cylinder lin- ers are made of cast iron and are embedded as integral part of the cylinder block body during the casting process.
Page 241: Crankshaft
CRANKSHAFT Mechanical 8. Crankshaft The crankshaft is supported in the cylinder block by seven bearings. Each corner formed by a jour- nal or pin and a web is finished by fillet-rolling method which increases strength of that area. The seven crankshaft bearings are made of aluminum alloy and the No. 7 bearing is provided with a flanged metal to support thrust forces.
Page 242: Piston
PISTON Mechanical 9. Piston The pistons are of a slipper skirt design for reduced weight and friction. The oil control ring groove utilizes a thermal design. The piston pin is offset either downward (Nos. 1, 3 and 5 pistons) or upward (Nos. 2, 4 and 6 pistons).
Page 243: Engine Mounts
ENGINE MOUNTS Mechanical 10.Engine Mounts The H6 engine is supported by liquid-filled elastic mounts specially developed for use with it. Each mount is rigidly attached to the engine at three points. The mount can effectively reduce vibration and noise thanks to presence of a membrane between the two liquid chambers. The membrane has a function of reducing the spring constant of the mount.
Page 244 ENGINE MOUNTS Mechanical MEMO ME-12...
Page 245 EX (H6) EXHAUST Page 1. General ......................2...
Page 246 GENERAL Exhaust 1. General The exhaust system consists of a front exhaust pipe assembly, a rear exhaust pipe with two res- onance chambers, and a variable-flow muffler. The front exhaust pipe assembly consists of right and left exhaust pipes each incorporating a front catalytic converter, and a rear catalytic converter that is located at the joint of the two pipes.
Page 247 CO (H6) COOLING Page 1. General ......................2 2. Cooling Circuits ....................3 3. Water Pump ..................... 4 4. Mechanical Seal ....................5 5. Thermostat ...................... 6 6. Radiator Fan ....................7...
Page 248: General
GENERAL Cooling 1. General The engine cooling system consists of a down-flow radiator which features high heat-dissipation performance, an electric-motor-driven fan, a water pump, a thermostat, and an engine coolant temperature sensor. The reservoir tank is designed to eliminate the need for replenishing coolant. The ECM controls the operation of the radiator main fan and subfan depending on the signals from the engine coolant temperature sensor, vehicle speed sensor and A/C switch.
Page 249: Cooling Circuits
COOLING CIRCUITS Cooling 2. Cooling Circuits The cooling system operates in three different phases depending on the temperature of the engine coolant. 1st phase (thermostat closed) When the engine coolant temperature is below 76°C (169°F), the thermostat remains closed. The coolant flows through the bypass and heater circuits.
Page 250: Water Pump
WATER PUMP Cooling 3. Water Pump The water pump is fitted in a housing formed in the rear chain cover using an O-ring as a seal be- tween the pump case and the housing. The pump is driven by the timing chain through a sprocket and rotation of the impeller in a volute chamber creates flow of coolant toward the cylinder block.
Page 251: Mechanical Seal
MECHANICAL SEAL Cooling 4. Mechanical Seal The mechanical seal has its seat tightly fitted on the water pump shaft. Since it is a hermetic seal forming an integral part of the water pump, the water pump cannot be disassembled. H2H2325 (1) Carbon seal (2) Ceramics seat (3) Water pump shaft...
Page 252: Thermostat
THERMOSTAT Cooling 5. Thermostat The thermostat has a totally-enclosed wax pellet which expands as the coolant temperature in- creases. It opens and closes accurately at the preset temperatures and features high durability. H2H2326 (1) Valve (4) Piston (7) Stop ring (2) Spring (5) Guide (8) Wax element...
Page 253: Radiator Fan
RADIATOR FAN Cooling 6. Radiator Fan A: DESCRIPTION Each radiator fan is made of plastic. It is driven by an electric motor which is retained on a shroud. B2H3893A (1) Radiator (8) Radiator main fan shroud (2) Radiator subfan (9) Radiator main fan motor (3) Radiator subfan motor (10) Radiator main fan (4) Radiator subfan shroud...
Page 254 RADIATOR FAN Cooling B: FUNCTION The operation of the radiator fan is controlled by the ECM, depending on the signals from the en- gine coolant temperature sensor, vehicle speed sensor and A/C switch as shown below. Engine coolant temperature Lower than 95°C Between 95 and 99°C Higher than 100°C pres-...
Page 255 LU (H6) LUBRICATION Page 1. General ......................2 2. Engine Oil Flow ....................4 3. Oil Pump and Relief Valve ................5 4. Oil Filter ......................6 5. Oil Pan and Oil Strainer ................... 7 6. Oil Pressure Switch ..................8...
Page 256 GENERAL Lubrication 1. General The lubrication system force-circulates engine oil throughout the engine using an oil pump. The oil pressure is regulated by the relief valve. The oil pump is a thin, large-diameter trochoid rotor type which can accommodate the engine’s high output.
Page 257: General
GENERAL Lubrication (13) (12) (11) (10) (13) B2H4297A (1) Oil strainer (8) Camshaft (2) Oil pump (9) Crankshaft (3) Relief valve case (10) Lower idler sprocket (4) Chain tension adjuster RH (11) Upper idler sprocket (5) Oil cooler (12) Chain tension adjuster LH (6) Oil filter (13) Orifice (7) Oil pressure switch...
Page 258: Engine Oil Flow
ENGINE OIL FLOW Lubrication 2. Engine Oil Flow Camshaft Camshaft Camshaft Camshaft journal journal journal journal Intake camshaft Exhaust camshaft Exhaust camshaft Intake camshaft gallery gallery gallery gallery Orifice Orifice Cylinder Cylinder head RH head LH Connecting rod bearing Chain tension adjuster LH Crankshaft bearing...
Page 259: Oil Pump And Relief Valve
OIL PUMP AND RELIEF VALVE Lubrication 3. Oil Pump and Relief Valve The oil pump is a thin, large-diameter trochoid roller pump directly driven by the crankshaft. Its outer rotor and inner rotor are assembled with each other inside the rotor housing which is formed in the rear chain cover.
Page 260: Oil Filter
OIL FILTER Lubrication 4. Oil Filter The oil filter is a full-flow filtering, cartridge type that utilizes a paper element. It also has a built-in bypass valve. The filter element has a special pleat design to increase the effective filtering area. S2H0249B (1) Oil seal (2) Filter body...
Page 261: Oil Pan And Oil Strainer
OIL PAN AND OIL STRAINER Lubrication 5. Oil Pan and Oil Strainer The oil pan consists of an upper oil pan (aluminum die-casting) and a lower oil pan (formed steel plate). The upper oil pan has a baffle plate molded in it to improve stability of the oil level. The oil strainer has a stay whose end is attached to the upper oil pan.
Page 262: Oil Pressure Switch
OIL PRESSURE SWITCH Lubrication 6. Oil Pressure Switch The oil pressure switch is located at the right of the upper oil pan. The purpose of this switch is to monitor the operation of the oil pump as well as the lubricating oil pressure when the engine is running.
Page 263 SPEED CONTROL SP (H6) SYSTEM Page 1. General ......................2...
Page 264 GENERAL Speed Control System 1. General The accelerator outer cable is secured to the accelerator pedal bracket rather than to the toeboard. Securing the outer cable in this way has a merit of making the ratio of throttle valve movement to cable stroke less variable.
Page 265 IG (H6) IGNITION Page 1. Ignition Coil ...................... 2 2. Spark Plug ....................... 3...
Page 266 IGNITION COIL Ignition 1. Ignition Coil The engine uses a direct ignition system with one ignition coil mounted for each cylinder (or spark plug). The secondary terminal of the ignition coil is in contact with the spark plug terminal nut. Since no spark plug cable is used, secondary voltage drop, leaks, or other problems that are in- herent in a system using spark plug cables do not occur.
Page 267 SPARK PLUG Ignition 2. Spark Plug The spark plug has a platinum tipped electrode. The thread diameter is 14 mm (0.551 in) and the gap is controlled to a value between 1.0 and 1.1 mm (0.039 and 0.043 in). B2H3979B (1) Platinum tipped electrode (2) Gap : 1.0 –...
Page 268 SPARK PLUG Ignition MEMO IG-4...
Page 269 SC (H6) STARTING/CHARGING Page 1. Starter ......................2 2. Generator ......................3 3. Battery ......................4...
Page 270 STARTER Starting/Charging 1. Starter The starter is of a reduction type. Its output is 1.4 kW. Starter switch Pinion Magnet switch Starter B2H3980A SC-2...
Page 271 GENERATOR Starting/Charging 2. Generator The generator has a built-in regulator which provides diagnostic functions in addition to a voltage regulating function as follows: 1) Voltage regulation The on-off operation of transistor Tr connects and disconnects the field current circuit, providing a constant level of output voltage.
Page 272 BATTERY Starting/Charging 3. Battery The battery is located in the left front part of the engine compartment. It is held on a tray by the battery holder. SC-4...
Page 273 CONTROL SYSTEM Page 1. Gear Shift Lever ....................2 2. Select Lever ..................... 3 3. Dual Range Selector Lever ................4...
Page 274 GEAR SHIFT LEVER Control System 1. Gear Shift Lever The manual transmission’s gear shift lever system is a parallel link type whose stay is mounted through a cushion rubber. B3H1502A (1) Knob (5) Stay (2) Lever (6) Bush B (3) Cushion rubber (7) Joint (4) Boot (8) Rod...
Page 275: Select Lever
SELECT LEVER Control System 2. Select Lever The automatic transmission’s select lever moves through seven positions. The select lever makes shift direction (longitudinal) movements as well as select direction (lat- eral) movements. The select lever is guided by a gate to make these movements. To transmit movements of the select lever to the transmission, a push-pull cable is used.
Page 276 DUAL RANGE SELECTOR LEVER Control System 3. Dual Range Selector Lever The dual range selector lever is provided behind the transmission shift lever. Moving the range se- lector lever up and down shifts the Hi-Lo coupling sleeve of the auxiliary transmission gear mech- anism via a cable, thereby selecting the low range and high range, respectively.
Page 277 AUTOMATIC TRANSMISSION Page 1. General ......................2 2. Electrohydraulic Control System ..............7 3. Transmission Control Module (TCM) ............... 22 4. On-board Diagnostics System ................. 42 5. Fail-safe Function .................... 44 6. Transmission Mounting ..................46...
Page 278 GENERAL Automatic Transmission 1. General A: OUTLINE The automatic transmission comes in two types; one is for the models without a variable torque distribution (VTD) system (called “MPT models” – standing for multi-plate transfer models – in the following description), and the other for the models with a VTD system (called “VTD models” in the following description).
Page 279 Electronically controlled and fully automatic, the four-speed transmission for the VTD models is called “E-4AT”. The center differential of this AWD transmission features the SUBARU drive power distribution system which combines a newly developed compound planetary gear set and an elec- tronically controlled differential action limiting mechanism (limited slip differential or LSD).
Page 280 GENERAL Automatic Transmission B: FEATURES 1. MPT MODELS The transmission uses both structural and control means to reduce gearshift and engagement shocks; a one-way clutch and three accumulators effectively absorb shock loads, while fully elec- tronic gear-shift control (1st through 4th), hydraulic pressure (line pressure) control and lock-up clutch control minimize chances of shock occurring.
Page 281 GENERAL Automatic Transmission C: CROSS SECTIONAL VIEW 1. MPT MODELS B3H0884A (1) Lock-up damper (9) Torque converter (17) Reduction drive (25) One-way clutch [1] Torque converter turbine speed shaft clutch section sensor (2) Torque converter (10) High clutch (18) Parking gear (26) Hydraulic control clutch valve...
Page 282 GENERAL Automatic Transmission 2. VTD MODELS H3H0743A (1) Lock-up damper (10) High clutch (19) Reduction drive (28) Oil pan [1] Torque converter gear clutch section (2) Torque converter (11) Reverse clutch (20) Rear vehicle (29) Drive pinion shaft clutch speed sensor (3) Input shaft (12) 2-4 brake (21) Rear drive shaft...
Page 283 ELECTROHYDRAULIC CONTROL SYSTEM Automatic Transmission 2. Electrohydraulic Control System A: GENERAL 1. MPT MODELS The electrohydraulic control system for the transmission and transfer consists of various sensors and switches, a transmission control module (TCM) and the hydraulic controlling units including solenoid valves.
Page 284: Electrohydraulic Control System
ELECTROHYDRAULIC CONTROL SYSTEM Automatic Transmission 2. VTD MODELS The electrohydraulic control system for the transmission and transfer consists of various sensors and switches, a transmission control module (TCM) and the hydraulic controlling units including solenoid valves. The system controls the automatic transmission operation, including gear shift- ing, lock-up clutch operation, line pressure, automatic control pattern selection (“Base”...
Page 285 ELECTROHYDRAULIC CONTROL SYSTEM Automatic Transmission B: INPUT SIGNALS Signal name Major function Throttle position sensor Indicates the throttle valve position. This signal is used to determine shift point, line pressure, and lock-up engaging vehicle speed, which vary with engine load. Front vehicle speed sensor Indicates the vehicle speed.
Page 286 ELECTROHYDRAULIC CONTROL SYSTEM Automatic Transmission C: OUTPUT SIGNALS Signal name Function Shift solenoid 1, 2 Each of these signals controls shift step by turning the corresponding solenoid ON/OFF. Activating timing is controlled for each solenoid to reduce shift shock. Line pressure duty solenoid Regulates the line pressure according to driving conditions.
Page 287 ELECTROHYDRAULIC CONTROL SYSTEM Automatic Transmission D: CONTROL ITEMS 1. MPT MODELS Control item Description of control Transmission Gear shift control Base shift control Upshifting and downshifting are set for each range, gear and control Base pattern pattern according to throttle position and vehicle speed. Power pattern ABS-in-operation control Gear is locked in 3rd when ABS signal enters.
Page 288 ELECTROHYDRAULIC CONTROL SYSTEM Automatic Transmission 2. VTD MODELS Control item Description of control Transmission Gear shift control Base shift control Upshifting and downshifting are set for each range, gear and control Base pattern pattern according to throttle position and vehicle speed. Power pattern ABS-in-operation control Gear is locked in 3rd when ABS signal enters.
Page 289 ELECTROHYDRAULIC CONTROL SYSTEM Automatic Transmission E: POWER INDICATOR LIGHT The automatic transmission equipped vehicle is capable of selecting two driving patterns; “Base” pattern for ordinary driving and “Power” pattern for uphill driving or rapid acceleration. The POW- ER indicator light lights when the Power pattern is selected. See the table below: Selector lever position Change of pattern POWER indicator light...
Page 290 ELECTROHYDRAULIC CONTROL SYSTEM Automatic Transmission G: REAR VEHICLE SPEED SENSOR 1. MPT MODELS This vehicle speed sensor (output shaft speed sensor) is externally mounted on the extension case. It detects the rear wheel speed in terms of the peripheral speed of the transfer clutch drum and sends sine wave signals (30 pulses per rotation) to the TCM.
Page 291 ELECTROHYDRAULIC CONTROL SYSTEM Automatic Transmission H: FRONT VEHICLE SPEED SENSOR This vehicle speed sensor (output shaft speed sensor) is externally mounted on the transmission case. It detects the front wheel speed and sends sine wave signals (16 pulses per rotation) to the TCM.
Page 292 ELECTROHYDRAULIC CONTROL SYSTEM Automatic Transmission I: ATF TEMPERATURE SENSOR This sensor is located in the hydraulic control valve of the transmission. It detects the temperature of ATF and outputs it as an electrical resistance signal. The output characteristics of the sensor are shown below.
Page 293 ELECTROHYDRAULIC CONTROL SYSTEM Automatic Transmission K: INHIBITOR SWITCH The inhibitor switch assures safety when starting the engine. This switch is mounted on the right side of the transmission case, and is operated by the selector lever. When the selector lever is set to P or N, the electrical circuit in the inhibitor switch is closed and the starter circuit is completed for cranking the engine.
Page 294 ELECTROHYDRAULIC CONTROL SYSTEM Automatic Transmission L: SHIFT SOLENOIDS 1 AND 2 These solenoids are located in the transmission hydraulic control valve. They are turned ON or OFF according to signals from the TCM. The gear positions are changed according to the ON and OFF condition of these solenoids.
Page 295 ELECTROHYDRAULIC CONTROL SYSTEM Automatic Transmission N: 2-4 BRAKE TIMING SOLENOID This solenoid is located in the transmission hydraulic control valve. It is turned ON or OFF accord- ing to signals from the TCM. It then controls the 2-4 brake timing valve B to decrease the change gear shock.
Page 296 ELECTROHYDRAULIC CONTROL SYSTEM Automatic Transmission P: LOCK-UP DUTY SOLENOID This solenoid is located in the transmission hydraulic control valve. Its duty ratio is controlled by signals from the TCM. It then controls the lock-up control valve to provide smooth engagement and disengagement of the lock-up clutch.
Page 297 ELECTROHYDRAULIC CONTROL SYSTEM Automatic Transmission R: TRANSFER DUTY SOLENOID This solenoid is located in the transfer hydraulic pressure control unit on the rear end of transmis- sion case. Its duty ratio is controlled by signals from the TCM. It then controls the transfer clutch/ control valve to control the pressure applied to the transfer clutch.
Page 298 TRANSMISSION CONTROL MODULE (TCM) Automatic Transmission 3. Transmission Control Module (TCM) The TCM receives various sensor signals and determines the running conditions of the vehicle. It then sends control signals to each solenoid according to the preset gearshift characteristic data, lock-up operation data, and transfer clutch torque data (duty ratios) / multi-plate clutch (LSD) torque data (duty ratios).
Page 299: Transmission Control Module (Tcm)
TRANSMISSION CONTROL MODULE (TCM) Automatic Transmission Control item Input signal Oil pressure control Ordinary pressure control Throttle position sensor Rear vehicle speed sensor Front vehicle speed sensor Engine speed Inhibitor switch ATF temperature sensor Shifting control Throttle position sensor Rear vehicle speed sensor Front vehicle speed sensor Engine speed Torque converter turbine speed sensor...
Page 300 TRANSMISSION CONTROL MODULE (TCM) Automatic Transmission 2. VTD MODELS Control item Input signal Shift control Ordinary shift control Throttle position sensor Rear vehicle speed sensor Front vehicle speed sensor Engine speed Inhibitor switch Power switch ABS-in-operation control ABS signal Throttle position sensor Rear vehicle speed sensor Front vehicle speed sensor Brake switch...
Page 301 TRANSMISSION CONTROL MODULE (TCM) Automatic Transmission Control item Input signal Oil pressure control Ordinary pressure control Throttle position sensor Rear vehicle speed sensor Front vehicle speed sensor Engine speed Inhibitor switch ATF temperature sensor Shifting control Throttle position sensor Rear vehicle speed sensor Front vehicle speed sensor Engine speed Torque converter turbine speed sensor...
Page 302 TRANSMISSION CONTROL MODULE (TCM) Automatic Transmission B: SYSTEM DIAGRAM VDC communication signal (VTD models) Kickdown switch ABS signal Speedometer circuit FWD switch (MPT models) AT diagnosis signal Engine speed signal FWD indicator light (MPT models) Inhibitor switch AT OIL TEMP light Cruise control signal Torque control signal 1 Battery voltage...
Page 303 TRANSMISSION CONTROL MODULE (TCM) Automatic Transmission C: SHIFT CONTROL The TCM performs gear shifting control according to driving conditions by using the shift point characteristic data stored in its memory. Appropriate solenoids are operated at the proper timing corresponding to the shift pattern, throttle position, and vehicle speed for smooth shifting. NOTE: When the ATF temperature is below approximately 10°C (50°F), the gear cannot be shifted to the 4th speed.
Page 304 TRANSMISSION CONTROL MODULE (TCM) Automatic Transmission D: LOCK-UP CONTROL The TCM has pre-programmed lock-up clutch engagement and disengagement conditions for each gear and shift pattern. In addition, it specifies engagement of the clutch whenever the 4th gear is selected in the D range. The engagement and disengagement conditions are defined in terms of the throttle valve position and vehicle speed.
Page 305 TRANSMISSION CONTROL MODULE (TCM) Automatic Transmission E: LINE-PRESSURE CONTROL The oil pump delivery pressure (line pressure) is regulated to a constant pressure by the pilot valve. This pressure is used as the pilot pressure for controlling spool valves. The pilot pressure applied to the pressure modifier valve is modulated by the line pressure duty solenoid into the pressure modifier pressure.
Page 306 TRANSMISSION CONTROL MODULE (TCM) Automatic Transmission F: LINE-PRESSURE CONTROL DURING SHIFTING The line pressure which engages shift clutches to create 1st to 4th speeds is controlled by the TCM to meet varying operating conditions. During gear shifting, the TCM decreases the line pressure to a level that matches the selected gear in order to minimize shifting shock loads.
Page 307 TRANSMISSION CONTROL MODULE (TCM) Automatic Transmission G: SHIFT PATTERN SELECTION CONTROL 1. POWER PATTERN CONTROL Shift pattern is selectable a base pattern suitable for ordinary economy running and a power pat- tern suitable for climbing uphill or rapid acceleration. In the Power pattern, the downshift point and upshift point are set higher than those of the Base pattern.
Page 308 TRANSMISSION CONTROL MODULE (TCM) Automatic Transmission H: GRADE CONTROL While the vehicle is driving up a hill, the gear is fixed to the 3rd to avoid repeated gear shift be- tween the 3rd and 4th gears. When the vehicle is descending a steep slope at a speed of approximately 80 km/hour (50 miles/ hour), a 4th to 3rd downshift occurs automatically when the brake pedal is depressed.
Page 309 TRANSMISSION CONTROL MODULE (TCM) Automatic Transmission I: LEARNING CONTROL The TCM has a learning control function with which it can adapt gear shift timing optimally to the current vehicle conditions by updating correction factors in the memory. For this reason, gear shift shock may become larger after the power supply is interrupted (discon- nection of battery, flat battery, etc.) or immediately after the ATF is replaced.
Page 310 TRANSMISSION CONTROL MODULE (TCM) Automatic Transmission J: REVERSE INHIBITION CONTROL This control prevents the transmission from shifting into the reverse gear when the select lever is accidentally placed in the R position, thus protecting the components such as reverse clutch from being damaged.
Page 311 TRANSMISSION CONTROL MODULE (TCM) Automatic Transmission K: AWD TRANSFER CLUTCH CONTROL (MPT MODELS) Control item Type of control Gear position Remarks Regulates transfer clutch pressure in re- Basic control sponse to throttle position and vehicle 1st thru 4th and reverse speed.
Page 312 TRANSMISSION CONTROL MODULE (TCM) Automatic Transmission L: AWD CENTER DIFFERENTIAL CONTROL (VTD MODELS) 1. CONTROL DESCRIPTION The TCM controls the engagement of the center differential’s multi-plate clutch (LSD) using maps that are pre-programmed based on the throttle opening and engine speed. It selects a map ac- cording to driving conditions and use it as the control basis.
Page 313 TRANSMISSION CONTROL MODULE (TCM) Automatic Transmission 6. ABS CONTROL When the TCM receives an ABS operation signal from the ABS unit, it adjusts the differential ac- tion limiting torque to the predetermined level and selects the 3rd gear in which the one-way clutch is freewheeling.
Page 314 TRANSMISSION CONTROL MODULE (TCM) Automatic Transmission M: TRANSFER CONTROL 1. MPT MODELS The transfer hydraulic pressure control unit includes a valve body attached to the side of the ex- tension case through a gasket and separator plate. The pressurized fluids for the transfer hydraulic pressure control (line pressure and pilot pressure) are supplied from the oil pump by way of the passages formed in the transmission case and then the passages in the extension case that lead to the hydraulic circuit in the transfer valve body.
Page 315 TRANSMISSION CONTROL MODULE (TCM) Automatic Transmission B3H0912A (1) Transfer control valve (4) Transfer pressure (7) Line pressure (2) Transfer clutch pressure (5) Filter (8) Oil pump (3) Transfer duty solenoid (6) Pilot pressure (9) Control valve AT-39...
Page 316 TRANSMISSION CONTROL MODULE (TCM) Automatic Transmission 2. VTD MODELS The drive power distribution system includes a valve body attached to the side of the extension case through a gasket and separator plate. The pressurized fluids for the drive power distribution system (line pressure and pilot pressure) are supplied from the oil pump by way of the passages formed in the transmission case and then the passages in the extension case that lead to the hydraulic circuit in the transfer valve body.
Page 317 TRANSMISSION CONTROL MODULE (TCM) Automatic Transmission H3H0759A (1) Transfer control valve (4) Transfer pressure (7) Line pressure (2) Transfer clutch pressure (5) Filter (8) Oil pump (3) Transfer duty solenoid (6) Pilot pressure (9) Control valve AT-41...
Page 318: On-Board Diagnostics System
ON-BOARD DIAGNOSTICS SYSTEM Automatic Transmission 4. On-board Diagnostics System A: FUNCTION The on-board diagnostics system detects and stores in the form of a code a fault that has occurred in any of the following input and output signal systems. Rear vehicle speed sensor Transfer duty solenoid Low clutch timing solenoid Front vehicle speed sensor...
Page 319 ON-BOARD DIAGNOSTICS SYSTEM Automatic Transmission C: DIAGNOSTIC TROUBLE CODE Code Faulty component Engine speed signal circuit ATF temperature sensor Throttle position sensor Front vehicle speed sensor Torque converter turbine speed sensor Torque control signal circuit Intake manifold pressure signal circuit Shift solenoid 1 Shift solenoid 2 Low clutch timing solenoid...
Page 320 FAIL-SAFE FUNCTION Automatic Transmission 5. Fail-safe Function The fail-safe control function ensures minimum level of driveability even if a fault should occur in the vehicle speed sensors, throttle position sensor, inhibitor switch, or any of the solenoids. FRONT AND REAR VEHICLE SPEED SENSORS A dual speed-sensing system is used.
Page 321: Fail-Safe Function
FAIL-SAFE FUNCTION Automatic Transmission LOW-CLUTCH TIMING SOLENOID If a fault occurs in the low clutch timing solenoid, the solenoid is de-energized and the usable gears are limited to the 1st and 3rd. 2-4 BRAKE TIMING SOLENOID If a fault occurs in the 2-4 brake timing solenoid, the solenoid is de-energized and the usable gears are limited to the 1st and 3rd.
Page 322: Transmission Mounting
TRANSMISSION MOUNTING Automatic Transmission 6. Transmission Mounting B2H3145B (1) Pitching stopper (2) Cushion rubber (3) Cross member AT-46...
Page 323 MANUAL TRANSMISSION AND DIFFERENTIAL Page 1. General ......................2 2. Auxiliary Transmission Gears ................6 3. Reverse Check Mechanism ................8 4. Center Differential .................... 14 5. Transmission Mounting ..................19...
Page 324: General
GENERAL Manual Transmission and Differential 1. General A: SINGLE-RANGE MODEL The single-range manual transmission is of a full-time all-wheel-drive design integrating a trans- mission assembly, front differential, and transfer gear assembly with center differential into a single unit. The transmission creates five forward speeds and one reverse using the corresponding gears all provided with inertia lock-key type synchronizers.
Page 325 GENERAL Manual Transmission and Differential (15) (14) (13) (12) (11) (10) B3H1853A (1) Mainshaft (7) Extension case (13) 1st driven gear (2) 3rd drive gear (8) Transfer drive gear (14) Drive pinion shaft (3) 4th drive gear (9) Viscous coupling (15) Front differential assembly (4) 5th drive gear (10) Center differential assembly...
Page 326 GENERAL Manual Transmission and Differential B: DUAL-RANGE MODEL The dual-range manual transmission is of a full-time all-wheel-drive design integrating a transmis- sion assembly, front differential, and transfer gear assembly with center differential into a single unit. The transmission creates five forward speeds and one reverse using the corresponding gears all provided with inertia lock-key type synchronizers.
Page 327 GENERAL Manual Transmission and Differential B3H2091A (1) Input shaft (7) Transfer driven gear (13) Driven shaft (countershaft) (2) Auxiliary transmission gears (8) Extension case (14) 3rd driven gear (3) 3rd drive gear (9) Transfer drive gear (15) 2nd driven gear (4) 4th drive gear (10) Center differential assembly (16) 1st driven gear...
Page 328: Auxiliary Transmission Gears
AUXILIARY TRANSMISSION GEARS Manual Transmission and Differential 2. Auxiliary Transmission Gears The auxiliary transmission gear mechanism consists of the input high gear (integral part of the in- put shaft), input low gear, counter gear and Hi-Lo coupling sleeve. High range The splines of the Hi-Lo coupling sleeve are in mesh with the splines of the input high gear.
Page 329 AUXILIARY TRANSMISSION GEARS Manual Transmission and Differential MEMO MT-7...
Page 330 REVERSE CHECK MECHANISM Manual Transmission and Differential 3. Reverse Check Mechanism Located in the transfer case, the reverse check mechanism prevents a direct 5th-to-reverse shift by using a selector arm and cam combination which allows the gear to be shifted into the reverse only after it has been returned once into the neutral.
Page 331: Reverse Check Mechanism
REVERSE CHECK MECHANISM Manual Transmission and Differential B3H1007A (1) Select adjust shim (6) Reverse check cam (11) Selector arm (2) Detent ball (7) Reverse return spring (12) Spring cap (3) Reverse accent spring (8) Reverse check spring (13) 1st return spring (4) Reverse check sleeve (9) Snap ring (14) O-ring...
Page 332 REVERSE CHECK MECHANISM Manual Transmission and Differential B: OPERATION The drawing below shows the state of the reverse check mechanism when the selector arm is in the neutral position. The 1st and 2nd gears will be selected if the selector arm is moved leftward from this point to a stop and then turned in either way.
Page 333 REVERSE CHECK MECHANISM Manual Transmission and Differential 1. WHEN SELECTOR ARM IS MOVED TOWARD 5TH AND REVERSE GEAR SIDE The selector arm moves rightward while pushing both the reverse accent shaft and reverse check cam simultaneously. B3H1008B (1) Reverse check sleeve (3) Reverse check cam (5) Neutral position (2) Reverse accent shaft...
Page 334 REVERSE CHECK MECHANISM Manual Transmission and Differential 3. WHEN A SHIFT FROM 5TH TO REVERSE IS ATTEMPTED The selector arm turns toward the reverse gear while pushing the reverse accent shaft rightward and the reverse check cam counterclockwise (as viewed in the direction of arrows A). The reverse check cam, however, stops to rotate at a point where its stopper hits against the re- verse check plate (this point corresponds to the neutral position in terms of the angle) and prevents the selector arm from moving toward the reverse gear selection direction.
Page 335 REVERSE CHECK MECHANISM Manual Transmission and Differential 4. WHEN A SHIFT TO REVERSE IS MADE AFTER RETURN OF SELECTOR ARM TO NEU- TRAL As the ends of the reverse accent shaft and the reverse check cam are on the same plane, the selector arm now can turn toward the reverse gear selection direction after pushing leftward both the shaft and cam simultaneously.
Page 336: Center Differential
CENTER DIFFERENTIAL Manual Transmission and Differential 4. Center Differential A: CONSTRUCTION The center differential consists of a set of bevel gears and a viscous coupling. The center differential has the following two functions: distributing the engine torque to the front and rear wheel drive shafts and absorbing the difference in rotating speed between the front and rear wheels.
Page 337 CENTER DIFFERENTIAL Manual Transmission and Differential B: MECHANISM OF VISCOUS COUPLING The viscous coupling consists of a number of alternately arranged inner and outer plates and air- and-silicone oil mixture filled into a sealed space that is formed by the center differential case and the rear side gear of the differential gear set.
Page 338 CENTER DIFFERENTIAL Manual Transmission and Differential 1. TORQUE CHARACTERISTICS When a speed difference occurs between the center differential case and the rear side gear, a shear force is generated in the silicone oil placed between the outer and inner plates. The torque is then transmitted by the silicone oil between the center differential case and the rear side gear.
Page 339 CENTER DIFFERENTIAL Manual Transmission and Differential C: FUNCTION When there is no speed difference between the front and rear wheels, the center differential de- livers the engine torque to the front and rear wheels at a ratio of 50:50. When a rotating speed difference occurs between the front and rear wheels, the center differential operates to absorb it in a controlled way by the function of the viscous coupling.
Page 340 CENTER DIFFERENTIAL Manual Transmission and Differential 3. DRIVING ON ROUGH OR SLIPPERY ROADS When front wheels are on a slippery surface When the front wheels begin to spin, the resulting speed difference between the front and rear drive shafts causes the viscous coupling to generate significant amount of shear torque. As a re- sult, the torque distributed to the rear wheels becomes much larger than that distributed to the spinning front wheels.
Page 341 TRANSMISSION MOUNTING Manual Transmission and Differential 5. Transmission Mounting B2H2491A (1) Pitching stopper (3) Cross member (2) Cushion rubber (4) Dynamic damper MT-19...
Page 342: Transmission Mounting
TRANSMISSION MOUNTING Manual Transmission and Differential MEMO MT-20...
Page 343 CLUTCH Page 1. Clutch ......................2 2. Flywheel ......................6 3. Hydraulic Clutch Pedal System ............... 10...
Page 344 CLUTCH Clutch 1. Clutch A: OUTLINE All the models use a hydraulic clutch control system which is appropriate for increased load to the clutch. The hydraulic control system includes a master cylinder which generates a hydraulic pressure as the clutch pedal is depressed and a slave cylinder which receives the hydraulic pressure and activates the clutch release fork to disengage the clutch.
Page 345 CLUTCH Clutch C: CROSS SECTIONAL VIEW 1. EUROPE AND AUSTRALIA MODELS B3H3168A (1) Operating cylinder (4) Clutch cover (2) Clutch release lever (5) Clutch disc (3) Clutch release bearing (6) Transmission main shaft CL-3...
Page 346 CLUTCH Clutch 2. NON-EUROPE AND NON-AUSTRALIA MODELS S2H0888A (1) Operating cylinder (4) Clutch cover (2) Clutch release lever (5) Transmission main shaft (3) Clutch release bearing (6) Clutch disc CL-4...
Page 347 CLUTCH Clutch MEMO CL-5...
Page 348 FLYWHEEL Clutch 2. Flywheel A: EUROPE AND AUSTRALIA MODELS The flywheel is of a dual mass type. This flywheel consists of two flywheel masses and a spring box sandwiched between them. The engine torque from the crankshaft is first transmitted to the primary mass and then to the spring box.
Page 349 FLYWHEEL Clutch B2H3168B (1) Primary flywheel (4) Ball bearing (2) Secondly flywheel (5) Ring gear (3) Spring boxes CL-7...
Page 350 FLYWHEEL Clutch B: NON-EUROPE AND NON-AUSTRALIA MODELS The flywheel is of a flexible type, consisting of a drive plate, reinforcement, and mass flywheel. This flywheel helps reduce vibration and noise since it transmits the engine power from the crank- shaft to the clutch disc through the drive plate and mass flywheel. CL-8...
Page 351 FLYWHEEL Clutch S2H0888B (1) Ring gear (4) Reinforcement (2) Drive plate (5) Mass flywheel (3) Ball bearing CL-9...
Page 352 HYDRAULIC CLUTCH PEDAL SYSTEM Clutch 3. Hydraulic Clutch Pedal System A: CONSTRUCTION The hydraulic clutch pedal is connected to the master cylinder via a rod. The clutch pedal and brake pedal are mounted on the same bracket (LHD model only). LHD model S4H0316B (1) Clutch pedal...
Page 353 HYDRAULIC CLUTCH PEDAL SYSTEM Clutch RHD model S4H0237A (1) Clutch pedal CL-11...
Page 354 HYDRAULIC CLUTCH PEDAL SYSTEM Clutch The clutch pedal has a mechanism that reduces the initial force required to depress the clutch pedal. A hill holder control cable is connected to the clutch pedal. B4H2525A (1) PHV cable (Hill holder) (3) Clutch pedal (2) Initial pedal effort reducing mechanism B: OPERATION The clutch pedal used with the hydraulic clutch control system is similar to that for a mechanical...
Page 355 FRONT SUSPENSION Page 1. Front Suspension .................... 2...
Page 356: Front Suspension
FRONT SUSPENSION Front Suspension 1. Front Suspension A: OUTLINE The front suspension is a strut-type independent suspension, with cylindrical double-acting, oil- filled dampers and coil springs. The top of each strut assembly is attached to the body through a rubber cushion. Used in combination with other rubber cushions, this rubber cushion effectively insulate vibration and shock and thus improves ride comfort.
Page 357 FRONT SUSPENSION Front Suspension H4H1040B (1) Strut mount (4) Stabilizer link (2) Strut (5) Stabilizer (3) Transverse link (6) Front crossmember FS-3...
Page 358 FRONT SUSPENSION Front Suspension MEMO FS-4...
Page 359 REAR SUSPENSION Page 1. Rear Suspension ..................... 2...
Page 360 REAR SUSPENSION Rear Suspension 1. Rear Suspension A: OUTLINE The rear suspension is a multilink type. This type of suspension is characterized by small changes in camber and toe-in against external input of vertical, longitudinal and lateral forces. This enables full use of tire performance and ensures high kinetic performance and stability of the vehicle.
Page 361 REAR SUSPENSION Rear Suspension Component Key feature Function Rear arm Made of cast iron for sufficient rigidity. Supports longitudinal dynamic load. Front link Made of sheet metal with U-shaped section for Supports lateral dynamic load. sufficient rigidity. Rear link Made of sheet metal with U-shaped section for Supports lateral dynamic load.
Page 362 REAR SUSPENSION Rear Suspension MEMO RS-4...
Page 363 DIFFERENTIALS Page 1. Rear Differential ....................2 2. Limited Slip Differential (LSD) ................. 4...
Page 364 REAR DIFFERENTIAL Differentials 1. Rear Differential A: VA-TYPE The drive gear is a hypoid gear with nominal diameter of 152 mm (5.98 in). The drive pinion shaft is supported by three bearings. The bearing preload is adjusted by selecting a spacer and washer combination of a proper thickness.
Page 365 REAR DIFFERENTIAL Differentials B: T-TYPE The drive gear is a hypoid gear with a nominal diameter of 160 mm (6.30 in). The drive pinion shaft is supported by three bearings. The bearing preload is adjusted by selecting a spacer and washer combination of a proper thickness.
Page 366 LIMITED SLIP DIFFERENTIAL (LSD) Differentials 2. Limited Slip Differential (LSD) A: OUTLINE The limited slip differential is of a viscous coupling (V/C) type which automatically limits the differ- ential action and distributes torque to the left and right wheels adequately to enhance driving sta- bility when the left and right wheels are rotating at speeds different from each other during driving on a slippery road (muddy, snow-covered or slushy road) or cornering.
Page 367 LIMITED SLIP DIFFERENTIAL (LSD) Differentials C: OPERATION 1. WHEN RIGHT AND LEFT WHEELS ROTATE AT THE SAME SPEED During normal straight-ahead driving where the right and left wheels rotate at the same speed, the differential case and side gears rotate together, just as in conventional differentials. As a result, driving torque is distributed equally to the right and left side gears.
Page 368 LIMITED SLIP DIFFERENTIAL (LSD) Differentials 2. WHEN RIGHT AND LEFT WHEELS ROTATE AT DIFFERENT SPEEDS When a speed difference occurs between the right and left wheels, the differential case and the left side gear do not rotate at the same speed any more. The speed difference between them cor- responds to that between both the wheels.
Page 369 LIMITED SLIP DIFFERENTIAL (LSD) Differentials When right wheel spins S3H0177 D: SERVICE PROCEDURES FOR LSD It is not recommended to disassemble the LSD assembly as component parts of LSD assembly are not available individually. DI-7...
Page 370 LIMITED SLIP DIFFERENTIAL (LSD) Differentials MEMO DI-8...
Page 371 DRIVE SHAFT SYSTEM Page 1. Propeller Shaft ....................2 2. Front Axle ......................4 3. Rear Axle ......................6...
Page 372 PROPELLER SHAFT Drive Shaft System 1. Propeller Shaft The propeller shaft uses constant velocity joints for quiet operation of the driveline components. The center joint is a double offset joint (DOJ) type which can extend and retract in the axial direc- tions.
Page 373 PROPELLER SHAFT Drive Shaft System MEMO DS-3...
Page 374: Front Axle
FRONT AXLE Drive Shaft System 2. Front Axle A: GENERAL The inboard end of each axle shaft is connected to the transmission via a constant velocity joint (shudder-less freering tripod joint: SFJ) which is flexible in the axial directions while the outboard end is connected via a bell joint (BJ) to the wheel hub which is supported by a taper roller bearing located inside the axle housing.
Page 375 FRONT AXLE Drive Shaft System B4H2192A (1) Bell joint (BJ) (5) Axle nut (9) Baffle plate (2) Axle housing (6) Hub (10) Hub bolt (3) Tone wheel (7) Oil seal (4) Bearing (8) Brake backing plate B: FRONT DRIVE SHAFT A shudder-less freering tripod joint (SFJ) is used on the differential side of each front drive shaft.
Page 376 REAR AXLE Drive Shaft System 3. Rear Axle A: GENERAL The inboard end of each axle shaft is connected to the differential via a constant velocity joint (double offset joint: DOJ) which is flexible in the axial directions. The axle shaft’s outboard end is connected via a bell joint (BJ) to the wheel hub which is sup- ported by the hub unit bearing.
Page 377 REAR AXLE Drive Shaft System B: REAR DRIVE SHAFT A double offset joint (DOJ) is used on the differential side of each rear drive shaft. The DOJ can be disassembled for maintenance. It provides a maximum operating angle of 23° and can be moved in the axial directions.
Page 378 REAR AXLE Drive Shaft System MEMO DS-8...
Page 379 Page 1. Anti-lock Brake System (ABS) ................. 2...
Page 380 (ABSCM & H/U) (2) Proportioning valve (6) ABS warning light (10) Automatic transmission control module (3) Diagnosis connector (7) Tone wheel (11) Brake switch (4) Data link connector (8) ABS sensor (12) Master cylinder (for SUBARU select monitor) ABS-2...
Page 381 Whenever the ignition switch is placed at ON, the module performs a self diagnosis sequence. If anything wrong is detected, the module cuts off the system. It communicates with the SUBARU select monitor. H/U section When the ABS is active, the H/U changes fluid passages to the wheel cyl- inders in response to commands from the ABSCM.
Page 382 ANTI-LOCK BRAKE SYSTEM (ABS) (14) (15) (26) (16) (25) (17) (18) (19) (20) (10) (21) (11) (22) (12) (23) (13) (24) B4H0580A (1) ABS control module and hydraulic (10) Rear left inlet solenoid valve (19) Stop light control unit (2) ABS control module section (11) Rear left outlet solenoid valve (20) G sensor (3) Valve relay...
Page 383 ANTI-LOCK BRAKE SYSTEM (ABS) C: PRINCIPLE OF ABS CONTROL When the brake pedal is depressed during driving, the wheel speed decreases and the vehicle speed does as well. The decrease in the vehicle speed, however, is not always proportional to the decrease in the wheel speed.
Page 384 ANTI-LOCK BRAKE SYSTEM (ABS) D: ABS SENSORS Each of the ABS sensors detects the speed of the corresponding wheel. The sensor consists of a permanent magnet, coil and tone wheel. The magnetic flux produced by the permanent magnet changes as each tooth of the tone wheel (which rotates together with the wheel) passes in front of the magnet’s pole piece.
Page 385 (select-low control). Functions available using SUBARU select monitor When the SUBARU select monitor is connected, the ABSCM allows it To read out analog data To read out ON/OFF data...
Page 386 ANTI-LOCK BRAKE SYSTEM (ABS) HYDRAULIC CONTROL UNIT SECTION (H/U) The H/U is a fluid pressure controller consisting of, among others, a motor, solenoid valves, a housing and relays. It also constitutes passage of the two diagonally split brake circuits. The pump motor drives an eccentric cam which in turn moves the plunger pump to generate hydraulic pressure.
Page 387 ANTI-LOCK BRAKE SYSTEM (ABS) MEMO ABS-9...
Page 388 ANTI-LOCK BRAKE SYSTEM (ABS) 1. DURING NORMAL BRAKING (ABS NOT ACTIVE) Both the inlet and outlet solenoid valves are not energized. This means that the inlet port of the inlet solenoid valve is open, whereas the outlet port of the outlet solenoid valve is closed.
Page 389 ANTI-LOCK BRAKE SYSTEM (ABS) B4H0989A (1) From master cylinder (8) Wheel cylinder (2) Damper chamber (9) Outlet solenoid valve (3) Inlet port open (10) Motor (4) Inlet solenoid valve (11) Outlet port closed (5) Check valve (12) De-energized (6) De-energized (13) Reservoir (7) Pump ABS-11...
Page 390 ANTI-LOCK BRAKE SYSTEM (ABS) 2. PRESSURE “DECREASE” CONTROL (ABS ACTIVE) Both the inlet and outlet solenoid valves are energized, which means that the inlet port is closed and the outlet port is open. In this state, the wheel cylinder is isolated from the master cylinder but open to the reservoir, so the brake fluid in it can be drained into the reservoir, decreasing its pressure and reducing the braking force of the wheel.
Page 391 ANTI-LOCK BRAKE SYSTEM (ABS) B4H0990A (1) From master cylinder (8) Wheel cylinder (2) Damper chamber (9) Outlet solenoid valve (3) Inlet port closed (10) Motor (4) Inlet solenoid valve (11) Outlet port open (5) Check valve (12) Energized (6) Energized (13) Reservoir (7) Pump ABS-13...
Page 392 ANTI-LOCK BRAKE SYSTEM (ABS) 3. PRESSURE “HOLD” CONTROL (ABS ACTIVE) The inlet solenoid valve is energized, so the inlet port is closed. On the other hand, the outlet solenoid valve is de-energized, so the output port is also closed. In this state, all the passages connecting the wheel cylinder, master cylinder and reservoir are blocked.
Page 393 ANTI-LOCK BRAKE SYSTEM (ABS) B4H0991A (1) From master cylinder (8) Wheel cylinder (2) Damper chamber (9) Outlet solenoid valve (3) Inlet port closed (10) Motor (4) Inlet solenoid valve (11) Outlet port closed (5) Check valve (12) De-energized (6) Energized (13) Reservoir (7) Pump ABS-15...
Page 394 ANTI-LOCK BRAKE SYSTEM (ABS) 4. PRESSURE “INCREASE” CONTROL (ABS ACTIVE) Both the inlet and outlet solenoid valves are de-energized, which means that the inlet port of the inlet solenoid valve is open, whereas the outlet port of the outlet solenoid valve is closed. So the fluid pressure generated in the master cylinder is transmitted to the wheel cylinder and increased fluid pressure in the wheel cylinder applies the brake with a larger force.
Page 395 ANTI-LOCK BRAKE SYSTEM (ABS) B4H0992B (1) From master cylinder (8) Wheel cylinder (2) Damper chamber (9) Outlet solenoid valve (3) Inlet port open (10) Motor (4) Inlet solenoid valve (11) Outlet port closed (5) Check valve (12) De-energized (6) De-energized (13) Reservoir (7) Pump ABS-17...
Page 396 ANTI-LOCK BRAKE SYSTEM (ABS) F: ABS CONTROL CYCLE CURVES Depressing the brake pedal increases the brake fluid pressure in each wheel cylinder, which in turn decreases the wheel speed (or increases the wheel deceleration rate). When the brake fluid pressure is increased to a level of point “A” of the brake fluid pressure curve in the diagram below (at which the wheel deceleration rate exceeds threshold “–b ”), the ABSCM makes a pressure “hold”...
Page 397 ANTI-LOCK BRAKE SYSTEM (ABS) G: ABS WARNING LIGHT When a fault occurs in the signal transmission system or the ABSCM, the ABS warning light in the combination meter comes on. At the same time, the current to the hydraulic control unit is inter- rupted.
Page 398 ANTI-LOCK BRAKE SYSTEM (ABS) H: G SENSOR The G sensor detects changes in the vehicle’s acceleration/deceleration rate in the longitudinal direction. The moving electrode of a capacitor in the sensor moves away from or close to the fixed electrode as the vehicle accelerates or decelerates and the resulting change in the capacitance of the ca- pacitor is outputs to the ABSCM as a change in the voltage.
Page 399 Page 1. Vehicle Dynamics Control (VDC) System ............2...
Page 400 (16) Automatic transmission control module (3) Engine control module (10) Steering angle sensor (17) VDC control module (4) Master cylinder (11) Data link connector (for SUBARU (18) Pressure sensor select monitor) (5) Diagnosis connector (12) ABS sensor (19) VDC OFF switch...
Page 401 VEHICLE DYNAMICS CONTROL (VDC) SYSTEM B: OPERATION PRINCIPLE OF VDC 1. OVERSTEER SUPPRESSION When the vehicle starts to spin during cornering, the VDC control module (VDCCM) actuates the brakes on the front and rear outer wheels. As a result, a force that counteracts the oversteer-caus- ing yaw moment is generated so that the vehicle’s behavior is stabilized.
Page 402 VEHICLE DYNAMICS CONTROL (VDC) SYSTEM C: FUNCTIONS USED IN VEHICLE’S BEHAVIOR STABILIZATION CONTROL VDC function The VDC control module (VDCCM) determines the driver’s intention from the data provided by the steering angle sensor, braking pressure sensor, engine-related sensors and other relevant sources and recognizes the result as the target vehicle behavior.
Page 403 VEHICLE DYNAMICS CONTROL (VDC) SYSTEM D: SYSTEM COMPONENTS AND FUNCTIONS VDCCM Determines the vehicle’s running condition from various sensor signals and, based on the result, controls the VDC hydraulic control unit, ABS and TCS as required. Performs CAN communication with the automatic transmission control module and the steering an- gle sensor.
Page 404 VEHICLE DYNAMICS CONTROL (VDC) SYSTEM (22) (27) (23) (21) (24) (26) (25) (28) (29) (30) (31) (32) (10) (11) (12) (13) (14) (15) (16) (33) (17) (18) (34) (19) (35) (20) (36) (37) B4H2542A (1) VDC control module (14) Primary suction solenoid valve (27) BATTERY (2) Relay box (15) Primary cut solenoid valve...
Page 405 VEHICLE DYNAMICS CONTROL (VDC) SYSTEM E: VDC OFF SWITCH A switch which allows the driver to temporarily disengage VDC control is added. In some occasions, better results are obtained by cancelling the VDC to allow the drive wheels to slip for a certain amount: When starting the vehicle on icy or unpaved, steep uphill roads.
Page 406 VEHICLE DYNAMICS CONTROL (VDC) SYSTEM F: OPERATION OF VDC HYDRAULIC CONTROL UNIT (VDCH/U) 1. DURING NORMAL BRAKING No solenoid valves are energized. The ports of the inlet solenoid valve and cut solenoid valve are open, while the ports of the outlet solenoid valve and suction solenoid valve are closed. In this state, the fluid pressure generated by the master cylinder can be applied to the wheel cyl- inder through the open ports of the cut solenoid valve and inlet solenoid valve.
Page 407 VEHICLE DYNAMICS CONTROL (VDC) SYSTEM B4H1637B (1) Reservoir tank (9) De-energized (17) Motor (2) Master cylinder (10) De-energized (18) Wheel cylinder (3) Pressure sensor (11) Damper chamber (19) Outlet solenoid valve (4) Port open (12) Port open (20) Port closed (5) Port closed (13) Inlet solenoid valve (21) De-energized...
Page 408 VEHICLE DYNAMICS CONTROL (VDC) SYSTEM 2. PRESSURE “DECREASE” CONTROL WITH BRAKE PEDAL DEPRESSED The inlet solenoid valve and outlet solenoid valve are energized, while the other solenoid valves are not energized. This means that the ports of the inlet solenoid valve and suction solenoid valve are closed, while those of the outlet solenoid valve and cut solenoid valve are open.
Page 409 VEHICLE DYNAMICS CONTROL (VDC) SYSTEM B4H1638B (1) Reservoir tank (9) De-energized (17) Motor (2) Master cylinder (10) De-energized (18) Wheel cylinder (3) Pressure sensor (11) Damper chamber (19) Outlet solenoid valve (4) Port open (12) Port closed (20) Port open (5) Port closed (13) Inlet solenoid valve (21) Energized...
Page 410 VEHICLE DYNAMICS CONTROL (VDC) SYSTEM 3. PRESSURE “HOLD” CONTROL WITH BRAKE PEDAL DEPRESSED Only the inlet solenoid valve is energized. This means that the ports of the inlet solenoid valve, outlet solenoid valve and suction solenoid valve are all closed except that of the cut solenoid valve. In this state, the fluid pressure generated by the master cylinder is transmitted through the open port of the cut solenoid valve to the inlet solenoid valve but not beyond the inlet solenoid valve since the passage is blocked there.
Page 411 VEHICLE DYNAMICS CONTROL (VDC) SYSTEM B4H1639B (1) Reservoir tank (9) De-energized (17) Motor (2) Master cylinder (10) De-energized (18) Wheel cylinder (3) Pressure sensor (11) Damper chamber (19) Outlet solenoid valve (4) Port open (12) Port closed (20) Port closed (5) Port closed (13) Inlet solenoid valve (21) De-energized...
Page 412 VEHICLE DYNAMICS CONTROL (VDC) SYSTEM 4. PRESSURE “INCREASE” CONTROL WITH BRAKE PEDAL DEPRESSED No solenoid valves are energized. This means that the ports of the inlet solenoid valve and cut solenoid valve are open, while those of the outlet solenoid valve and suction solenoid valve are closed.
Page 413 VEHICLE DYNAMICS CONTROL (VDC) SYSTEM B4H1640B (1) Reservoir tank (9) De-energized (17) Motor (2) Master cylinder (10) De-energized (18) Wheel cylinder (3) Pressure sensor (11) Damper chamber (19) Outlet solenoid valve (4) Port open (12) Port open (20) Port closed (5) Port closed (13) Inlet solenoid valve (21) De-energized...
Page 414 VEHICLE DYNAMICS CONTROL (VDC) SYSTEM 5. PRESSURE “INCREASE” CONTROL WITH BRAKE PEDAL NOT DEPRESSED The cut solenoid valve and suction solenoid valve are energized while the other solenoid valves are not energized. This means that the ports of the cut solenoid valve and outlet solenoid valve are closed, while those of the inlet solenoid valve and suction solenoid valve are open.
Page 415 VEHICLE DYNAMICS CONTROL (VDC) SYSTEM B4H1641B (1) Reservoir tank (9) Energized (17) Motor (2) Master cylinder (10) Energized (18) Wheel cylinder (3) Pressure sensor (11) Damper chamber (19) Outlet solenoid valve (4) Port closed (12) Port open (20) Port closed (5) Port open (13) Inlet solenoid valve (21) De-energized...
Page 416 VEHICLE DYNAMICS CONTROL (VDC) SYSTEM 6. PRESSURE “HOLD” CONTROL WITH BRAKE PEDAL NOT DEPRESSED The cut solenoid valve, suction solenoid valve and inlet solenoid valve are all energized, while the outlet solenoid valve is de-energized. This means that the ports of the cut solenoid valve, inlet so- lenoid valve and outlet solenoid valve are closed, while the port of the suction solenoid valve is open.
Page 417 VEHICLE DYNAMICS CONTROL (VDC) SYSTEM B4H1642B (1) Reservoir tank (9) Energized (17) Energized (2) Master cylinder (10) Relief valve (18) Motor (3) Pressure sensor (11) Energized (19) Wheel cylinder (4) Port closed (12) Damper chamber (20) Outlet solenoid valve (5) Port open (13) Port closed (21) Port closed (6) Suction solenoid valve...
Page 418 VEHICLE DYNAMICS CONTROL (VDC) SYSTEM 7. PRESSURE “DECREASE” CONTROL WITH BRAKE PEDAL NOT DEPRESSED The cut solenoid valve, suction solenoid valve, inlet solenoid valve and outlet solenoid valve are all energized. This means that the ports of the cut solenoid valve and inlet solenoid valve are closed, while those of the suction and outlet solenoid valves are open.
Page 419 VEHICLE DYNAMICS CONTROL (VDC) SYSTEM B4H1643B (1) Reservoir tank (9) Energized (17) Energized (2) Master cylinder (10) Relief valve (18) Motor (3) Pressure sensor (11) Energized (19) Wheel cylinder (4) Port closed (12) Damper chamber (20) Outlet solenoid valve (5) Port open (13) Port closed (21) Port open (6) Suction solenoid valve...
Page 420 VEHICLE DYNAMICS CONTROL (VDC) SYSTEM MEMO VDC-22...
Page 421 BRAKES Page 1. Front and Rear Disc Brakes ................2 2. Master Cylinder ....................4 3. Brake Booster ....................7 4. Proportioning Valve ..................8 5. Hill Holder ......................11...
Page 422: Front And Rear Disc Brakes
FRONT AND REAR DISC BRAKES Brakes 1. Front and Rear Disc Brakes The front disc brakes are of a ventilated disc type which features high heat dissipation and su- perb braking stability. In addition, the front brakes quickly restores their original braking perfor- mance even when they get wet.
Page 423 FRONT AND REAR DISC BRAKES Brakes A: PAD WEAR INDICATOR A wear indicator is provided on the inner disc brake pads. When the pad wears down to 1.5 mm (0.059 in) the tip of the wear indicator comes into contact with the disc rotor, and makes a squeak- ing sound as the wheel rotates.
Page 424 MASTER CYLINDER Brakes 2. Master Cylinder There is a brake fluid reservoir tank on the master cylinder. The reservoir is completely sealed for extended service life of the brake fluid. ABS model B4H1934C (1) Reservoir tank (2) Secondary hydraulic chamber (chamber S) (3) Primary hydraulic chamber (chamber P) BR-4...
Page 425: Master Cylinder
MASTER CYLINDER Brakes VDC model B4H1935B (1) Reservoir tank (2) Secondary hydraulic chamber (chamber S) (3) Primary hydraulic chamber (chamber P) BR-5...
Page 426 MASTER CYLINDER Brakes A: BRAKE FLUID LEVEL SWITCH The brake fluid level switch is located inside the brake fluid reservoir tank and causes the brake system warning light on the combination meter to come on when the fluid level has dropped below the predetermined level.
Page 427: Brake Booster
BRAKE BOOSTER Brakes 3. Brake Booster The brake booster is a tandem type that uses two diaphragms. This design provides high brake boosting effects in spite of a reduced diameter. All models are equipped with an 8 inch + 9 inch booster. B4H1936A (1) Push rod (5) Filter...
Page 428: Proportioning Valve
PROPORTIONING VALVE Brakes 4. Proportioning Valve The proportioning valve prevents the rear wheels from locking and resultant skidding that would occur during hard braking due to transfer of vehicle weight toward the front wheels. The valve dis- tributes a reduced pressure to the rear wheel brakes as compared with the pressure to the front wheel brakes when a specified master cylinder fluid pressure (called “split point”) is exceeded as shown in the diagrams below.
Page 429 PROPORTIONING VALVE Brakes A: OPERATION 1) Operation before the split point The piston is held pressed toward the left by the spring so that the valve is kept away from its seat. Under this condition, fluid pressure “P ” to the rear wheel cylinders is equal to fluid pressure “P ”...
Page 430 PROPORTIONING VALVE Brakes 2) Operation at the split point pressure When pressure “P ” increases to the split point pressure, force “f ” is generated. (Piston’s cross sectional area “A” has been selected so that the force is generated starting with the split point pressure.) The pressure pushes the piston rightward, overcoming spring force “F”.
Page 431: Hill Holder
HILL HOLDER Brakes 5. Hill Holder The hill holder is a device that facilitates starting on an uphill road. With the help of this device, even an unexperienced driver can start the vehicle smoothly. When starting the vehicle on an uphill road, the driver depresses the clutch pedal while keeping the brake pedal depressed and then releases the brake pedal.
Page 432 HILL HOLDER Brakes A: PRESSURE HOLD VALVE (PHV) The PHV is located on the piping that connects the master cylinder and the ABS control module/ hydraulic control unit. It has a camshaft which turns either way by rotation of the lever which is linked to the clutch pedal.
Page 433 HILL HOLDER Brakes 1. CONDITIONS IN WHICH THE HILL HOLDER OPERATES The hill holder operates only when the clutch and brake pedals are depressed with the vehicle stopped on an uphill road. In this condition, the PHV’s ball blocks the fluid passage back to the master cylinder and, therefore, the hydraulic pressure in the wheel cylinder circuits is maintained even after the brake pedal has been released as long as the clutch pedal is held depressed.
Page 434 HILL HOLDER Brakes During deceleration on an uphill road Even if the clutch pedal is depressed during deceleration, the ball is kept away from the seat by the inertia force. So, the hill holder cannot maintain the wheel cylinder circuit pressure. G4H0059 When stopping on an uphill road without depressing the clutch pedal If the driver does not depress the clutch pedal simultaneously with the brake pedal when stopping...
Page 435 HILL HOLDER Brakes B: OPERATIONAL PRECAUTIONS The hill holder is a device that facilitates starting on an uphill road. When stopping on an uphill road, therefore, the driver must keep the brake pedal depressed or set the parking brake firmly. The hill holder may not function on a slope with a small angle of inclination.
Page 436 HILL HOLDER Brakes MEMO BR-16...
Page 437 PARKING BRAKE Page 1. Parking Brake ....................2...
Page 438: Parking Brake
PARKING BRAKE Parking Brake 1. Parking Brake The parking brake uses a drum housed in the disc rotor of each rear disc brake. The shoes are mechanically controlled through linkage and cables. B4H1939 PB-2...
Page 439 PARKING BRAKE Parking Brake A: OPERATION 1. SETTING When the parking brake lever is pulled, the shoe actuating lever to which the end of the parking brake cable is connected turns the strut in direction “F” around point “P”. The strut then presses the brake shoes A and B against the drum. These brake shoes utilize a floating design and are movably supported by hold-down pins.
Page 440 PARKING BRAKE Parking Brake 2. RELEASING When the parking brake lever is returned to the release position and the parking brake cables are slackened, the brake shoes A and B are moved back to their original positions by the tension of return springs, so that the parking brake is released.
Page 441: Power Steering
POWER ASSISTED SYSTEM (POWER STEERING) Page 1. Tilt Steering Column ..................2 2. Power Steering System ................... 5...
Page 442: Tilt Steering Column
TILT STEERING COLUMN Power Assisted System (Power Steering) 1. Tilt Steering Column A: TILT MECHANISM The steering wheel vertical position can be adjusted within a 35 mm (1.38 in) range by using the tilt lever to unlock the steering column and lock it again at the desired position. B4H1716B (1) Tilt steering column (2) Tilt lever...
Page 443 TILT STEERING COLUMN Power Assisted System (Power Steering) B: ENERGY-ABSORBING MECHANISM To absorb the backward movement energy generated in the engine in the event of a frontal col- lision, an elliptical fitting type steering column pipe has been adopted. When an impact load ex- ceeding a certain level is applied to the steering column, the elliptical fittings crash and their ends come in contact with each other.
Page 444 TILT STEERING COLUMN Power Assisted System (Power Steering) C: STEERING SUPPORT BEAM The steering column is held in position by a support beam which is installed crosswise in the ve- hicle body at a level close to the steering wheel to reduce the overhang distance of the steering wheel from the supporting point of the column.
Page 445 POWER STEERING SYSTEM Power Assisted System (Power Steering) 2. Power Steering System A: HYDRAULIC SYSTEM The fluid pump is directly driven by the engine through a belt. When the steering wheel is not being turned, the pressure-sensitive valve in the pump opens to drain the fluid into the fluid reservoir tank.
Page 446 POWER STEERING SYSTEM Power Assisted System (Power Steering) ALL MODELS EXCEPT 3.0 MODEL (11) (10) (12) (13) (14) (15) (18) (17) (16) B4H1719B (1) Power cylinder (8) Steering shaft (15) Flow control valve (2) Rack piston (9) Steering wheel (16) Engine (3) Rack shaft (10) Pressure-sensitive valve (17) Fluid pump...
Page 447 POWER STEERING SYSTEM Power Assisted System (Power Steering) 3.0 MODEL S4H0023B (1) Power cylinder (11) Steering wheel (2) Rack piston (12) Tank (3) Rack shaft (13) Vane pump (4) Pinion shaft (14) Relief valve (5) Chamber A (15) Hose A (6) Chamber B (16) Hose B (7) Pipe A...
Page 448 POWER STEERING SYSTEM Power Assisted System (Power Steering) B: GEARBOX ASSEMBLY 1. POWER CYLINDER The gearbox integrates the control valve and power cylinder into a single unit. The rack shaft serves as a power cylinder piston. The rotary control valve is located around the pinion shaft. The rotary control valve and power cylinder are connected to each other by two pipes through which hydraulic fluid flows.
Page 449 POWER STEERING SYSTEM Power Assisted System (Power Steering) MEMO PS-9...
Page 450 POWER STEERING SYSTEM Power Assisted System (Power Steering) 2. ROTARY CONTROL VALVE The rotary control valve consists of a rotor (which rotates together with the steering shaft), a pinion (which is connected to the rotor and torsion bar), and a sleeve (which rotates together with the pinion).
Page 451 POWER STEERING SYSTEM Power Assisted System (Power Steering) (1) Torsion bar (12) Torsion bar (2) Sleeve (13) Rotor (3) Rotor (14) Sleeve (4) Pinion (15) Fluid return line (to reservoir tank) (5) Pinion-to-rotor engagement (fail-safe feature) (16) Pinion (6) Fluid passage V (17) Torsion bar (7) Fluid passage V (18) Rotor...
Page 452 POWER STEERING SYSTEM Power Assisted System (Power Steering) RHD MODEL (18) (11) (11) (17) (10) (10) (12) (14) (16) (13) (15) B4H0591A (1) Torsion bar (12) Torsion bar (2) Sleeve (13) Rotor (3) Rotor (14) Sleeve (4) Pinion (15) Oil return line (to reservoir) (5) Pinion-to-rotor engagement (fail-safe feature) (16) Valve housing (6) Fluid passage V...
Page 453 POWER STEERING SYSTEM Power Assisted System (Power Steering) Principle of operation When the torsion bar is twisted by a rotational force applied to the steering wheel, the relative po- sition between the rotor and sleeve changes. This changes the cross-sectional area of fluid pas- sages V and V .
Page 454 POWER STEERING SYSTEM Power Assisted System (Power Steering) S4H0335A (1) Chamber A (4) V (7) From fluid pump (2) Chamber B (5) V (8) To A (3) V (6) V (9) To B PS-14...
Page 455 POWER STEERING SYSTEM Power Assisted System (Power Steering) When steering force is applied: When the steering wheel is turned to the right, for example, fluid passages V and V opened while fluid passages V and V are nearly closed. At this point, the fluid pressure in chamber A of the power cylinder increases depending on the degree of closure of fluid passages V and V so that the rack piston moves to the right.
Page 456 POWER STEERING SYSTEM Power Assisted System (Power Steering) RHD MODEL S4H0337A (1) Chamber A (4) V (7) From fluid pump (2) Chamber B (5) V (8) To A (3) V (6) V (9) From B Fail-safe feature If fluid pressure fails to build up due to, for example, a broken fluid pump drive belt, the steering wheel rotating torque is transmitted from the valve rotor to the pinion through mechanical engage- ment between them.
Page 457 POWER STEERING SYSTEM Power Assisted System (Power Steering) C: FLUID PUMP AND RESERVOIR TANK 1. ALL MODELS EXCEPT 3.0 MODEL The fluid pump is a vane type driven by the engine via belt. The reservoir tank is mounted on the vehicle body. The fluid pump incorporates the flow control valve, pressure-sensitive valve, and relief valve, each performing the following functions: The flow control valve regulates the flow rate of discharged fluid to a constant level irrespective...
Page 458 POWER STEERING SYSTEM Power Assisted System (Power Steering) B4H1764B (1) Reservoir tank (5) Flow control valve (2) Relief valve (6) Fluid pump (3) Pressure-sensitive valve (7) Steering gearbox (4) Vane pump PS-18...
Page 459 POWER STEERING SYSTEM Power Assisted System (Power Steering) VANE PUMP The vane pump consists of a rotor, a cam ring, and ten vanes. When the rotor rotates, the vane movably fitted in each slot of the rotor is radially moved out by centrifugal force and pressed against the inside wall of the cam ring.
Page 460 POWER STEERING SYSTEM Power Assisted System (Power Steering) FLOW CONTROL VALVE The flow control valve consists of a sub-spool which is pushed to the right when the fluid pressure rises as the engine speed increases (and consequently, the pump discharge rate becomes high- er).
Page 461 POWER STEERING SYSTEM Power Assisted System (Power Steering) PRESSURE-SENSITIVE VALVE The pressure-sensitive valve’s left end is exposed to the fluid pump discharge-pressure and its right end to the flow control valve outlet pressure (the pressure of the fluid being directed to the steering gearbox).
Page 462 POWER STEERING SYSTEM Power Assisted System (Power Steering) When the steering wheel is not being turned, the fluid that has passed through the flow control valve is directed to the steering gearbox but it is returned to the reservoir tank without entering the rotary control valve’s passages in the gearbox.
Page 463 POWER STEERING SYSTEM Power Assisted System (Power Steering) When the steering wheel is turned in either direction, the pressure of the fluid that has passed through the flow control valve and directed into the steering gearbox increases as it enters the power cylinder and acts on the rack piston.
Page 464 POWER STEERING SYSTEM Power Assisted System (Power Steering) RELIEF VALVE The relief valve consists of a check ball and a spring. The check ball is exposed to the fluid pres- sure that is regulated by the flow control valve (branched from the line to the steering gearbox). If the pressure acting on the check ball is increased abnormally due to, for example, rotation of the steering wheel to a stop and overcomes the spring tension, the ball is pushed to the left, allowing the fluid to be drained into the reservoir tank.
Page 465 POWER STEERING SYSTEM Power Assisted System (Power Steering) 2. 3.0 MODEL The reservoir tank is mounted on the vehicle body. The fluid pump is belt-driven by the engine. The fluid flow is controlled according to the engine speed so that an adequate steering resistance is given during high-speed operation. The fluid pump is a variable capacity type vane pump whose delivery rate per rotation decreases as the engine speed increases.
Page 466 POWER STEERING SYSTEM Power Assisted System (Power Steering) The vane pump consists of a rotor, a cam ring, and eleven vanes. When the rotor rotates, the vane in each slot of the rotor is radially moved out by centrifugal force and pressed against the cam ring.
Page 467 POWER STEERING SYSTEM Power Assisted System (Power Steering) FLOW CONTROL The variable capacity pump changes its delivery rate per rotation by changing the degree of ec- centricity of the cam ring according to its rotating speed (engine speed). Delivery rate per unit time Delivery rate per rotation of pump Idling Mid-...
Page 468 POWER STEERING SYSTEM Power Assisted System (Power Steering) Low-range-speed operation (A – B range) In this speed range, as well as in all the other speed ranges, two different pump discharge pres- sures are always applied to the control valve; one is directly led from the discharge port to the left end of the valve and the other is led through an orifice (variable orifice) to the right end of the valve.
Page 469 POWER STEERING SYSTEM Power Assisted System (Power Steering) Mid-range-speed operation (B – D range) During mid-range speed operation, the pump increases its delivery rate. Since the pressure before passing through the variable orifice increases, the control valve moves rightward, overcoming the tension of the control valve spring.
Page 470 POWER STEERING SYSTEM Power Assisted System (Power Steering) Maximum pressure control When the hydraulic circuit in the steering gear box is closed as a result of a steering action, the pressure in the circuit increases to a very high level. The relief valve prevents the pressure from exceeding a preset safe level in the following way: If the fluid in the circuit is pressurized to the preset pressure, the fluid pushes the ball of the valve overcoming the tension of the relief spring.
Page 471 POWER STEERING SYSTEM Power Assisted System (Power Steering) D: VARIABLE GEAR RATIO (VGR) POWER STEERING The OUTBACK model is equipped with a VGR power steering system. The steering gear ratio of this system is 1:19 at around the straight-ahead position for higher sta- bility during high-speed driving.
Page 472 POWER STEERING SYSTEM Power Assisted System (Power Steering) MEMO PS-32...
Page 473 HVAC SYSTEM (HEATER, VENTILATOR AND A/C) Page 1. Heater System ....................2 2. Switch Functions ..................... 4 3. Mode Selector Switch and Air Flow ..............5 4. Mode Door Control ..................8 5. Intake Door Control ..................9 6. Blower System ....................10 7.
Page 474: Heater System
HEATER SYSTEM HVAC System (Heater, Ventilator and A/C) 1. Heater System The heater control unit is located in the middle portion of the instrument panel. The heater unit has mode doors and an air mix door. The intake unit has an intake door and a blower motor.
Page 475 HEATER SYSTEM HVAC System (Heater, Ventilator and A/C) B: RHD MODEL B4H2279A (1) Front defroster outlet (7) Fresh air (13) Intake door (2) Side defroster outlet (8) Recirculated air (14) Heater core (3) Center ventilator outlet (9) Ventilator door (15) Evaporator (A/C model) (4) Side ventilator outlet (10) Heater door (16) Blower fan...
Page 476: Switch Functions
SWITCH FUNCTIONS HVAC System (Heater, Ventilator and A/C) 2. Switch Functions Indicator Compressor Air conditioner switch *: When the fan switch is turned ON, the indicator compressor also turn ON. Indicator Recirculation switch Intake door Recirc Fresh position Switch position Fan switch 1st (slow) 4th (fast)
Page 477 MODE SELECTOR SWITCH AND AIR FLOW HVAC System (Heater, Ventilator and A/C) 3. Mode Selector Switch and Air Flow A: AIR FLOW B4H1504A AC-5...
Page 478: Mode Selector Switch And Air Flow
MODE SELECTOR SWITCH AND AIR FLOW HVAC System (Heater, Ventilator and A/C) B: AIR DISTRIBUTION RATIO The following diagram shows air distribution for each position of the mode selector switch. LHD model DEF/HEAT BI-LEVEL Mode selector switch position B4H1513C RHD model BI-LEVEL DEF/HEAT Mode selector switch position...
Page 479 MODE SELECTOR SWITCH AND AIR FLOW HVAC System (Heater, Ventilator and A/C) C: SYSTEM CONTROL FLOW B4H0046B AC-7...
Page 480: Mode Door Control
MODE DOOR CONTROL HVAC System (Heater, Ventilator and A/C) 4. Mode Door Control The servo motor for driving the mode door is installed on the side facing the driver’s seat of the heater unit. Operating the mode selector switch sends a signal to the servo motor. In response to the signal, the motor makes a clockwise or counterclockwise rotation to drive the mode door through a link.
Page 481: Intake Door Control
INTAKE DOOR CONTROL HVAC System (Heater, Ventilator and A/C) 5. Intake Door Control The intake door motor is located on the upper part of the intake unit. It opens and closes the intake doors through a rod and a link. When the recirculation switch is pressed (the indicator comes on), the ground circuit of the intake door motor is formed through terminal 2 of the moving contact in- stead of through terminal 1.
Page 482: Blower System
BLOWER SYSTEM HVAC System (Heater, Ventilator and A/C) 6. Blower System The blower relay is ready to be activated when the ignition switch is in the ON position. With the ignition switch ON, placing the fan switch in any position other than OFF activates the relay, allow- ing electric current to flow from the battery to the ground through the blower motor, the resistor, and the selected fan switch contacts.
Page 483: Filter (Option)
FILTER (OPTION) HVAC System (Heater, Ventilator and A/C) 7. Filter (Option) The optional filter is located in front of the cooling unit’s evaporator inlet. The air conditioner may fail to exhibit its full performance if the filter is excessively clogged with dust and dirt.
Page 484 AIR CONDITIONING CYCLE HVAC System (Heater, Ventilator and A/C) 8. Air Conditioning Cycle A: GENERAL The refrigerant recirculates in the air conditioning system, flowing out of the compressor, passing through the condenser, receiver drier and evaporator, and returning to the compressor. The flow of refrigerant to the evaporator is controlled by an expansion valve located inside the evaporator.
Page 485: Air Conditioning Cycle
AIR CONDITIONING CYCLE HVAC System (Heater, Ventilator and A/C) RHD model B4H1506B AC-13...
Page 486: Compressor
COMPRESSOR HVAC System (Heater, Ventilator and A/C) 9. Compressor A: LHD MODEL 1. GENERAL The compressor is a rotary type that has a rotor fitted with five radially movable vanes. The rotor rotates together with the vanes in an elliptical cylinder. As the rotor rotates, the volume of each closed space formed between two adjacent vanes (referred to as “cylinder chamber”...
Page 487 COMPRESSOR HVAC System (Heater, Ventilator and A/C) 2. FUNCTIONS As the rotor rotates, the volume of each cylinder chamber changes. This creates the compressor’s suction, compression and discharge functions as explained in the following: 1) Suction: Low-pressure gaseous refrigerant is forced out from the evaporator by rotation of the compressor. It enters the low-pressure chamber in the rear head through the check valve.
Page 488 COMPRESSOR HVAC System (Heater, Ventilator and A/C) 3) Discharge: When the pressure of refrigerant in the cylinder chamber exceeds a predetermined pressure, the roll valve opens to discharge the refrigerant through a pipe-shaped passage built in the front side block into the high-pressure chamber in the front head. The gaseous refrigerant in the high-pres- sure chamber is led to a baffle, which separates the compressor oil contained in the refrigerant before it flows into the high-pressure piping.
Page 489 COMPRESSOR HVAC System (Heater, Ventilator and A/C) 3. TRIGGER VALVE This valve has a function of maintaining a proper level of pressure behind the vanes (vane back pressure) such that they can move easily upon start of the compressor. The trigger valve is incor- porated in the front side block and its end opens to a cavity called “K-ditch”...
Page 490 COMPRESSOR HVAC System (Heater, Ventilator and A/C) 2) When compressor is in regular operation: When the pressure in the high-pressure chamber of the compressor increases, the pressure over- comes the spring tension and pushes the check ball against its seat, so the trigger valve closes. The oil port pressure coming through the side block is applied to the end surface of vane to main- tain proper back pressure.
Page 491 COMPRESSOR HVAC System (Heater, Ventilator and A/C) 4. CHECK VALVE A check valve consisting of a spherical plate and spring is provided at the suction port of the rear head. Immediately after the compressor has stopped, there is large difference between the high- and low-pressures.
Page 492 COMPRESSOR HVAC System (Heater, Ventilator and A/C) 5. LUBRICATION The lubrication oil is collected at the bottom of the high-pressure chamber. The high-refrigerant pressure in the chamber forces the oil upward through the oil passages in the front side block to lubricate the front end of the rotor.
Page 493 COMPRESSOR HVAC System (Heater, Ventilator and A/C) 6. MAGNET CLUTCH The magnet clutch serve to transmit engine power to the compressor module. It is built into the compressor shaft. When current flow through the magnet clutch coil, the drive plate is attracted so that the pulley and compressor shaft rotate as a module.
Page 494 COMPRESSOR HVAC System (Heater, Ventilator and A/C) B: RHD MODEL 1. GENERAL The compressor basically consists of a rotor, radially movable vanes on the rotor, and a cylinder two. The rotor is excentrically located in the cylinder and driven by the drive shaft to rotate together with the vanes.
Page 495 COMPRESSOR HVAC System (Heater, Ventilator and A/C) B4H0651B (1) Drive shaft (6) Pressure relief valve (2) Front cylinder head (7) Rotor (3) Temperature sensor connector (8) Discharge valve (4) Vane (9) Suction port (5) Oil return valve (10) Discharge port AC-23...
Page 496 COMPRESSOR HVAC System (Heater, Ventilator and A/C) 2. FUNCTION 1) Start of suction — End of suction: As the compressor rotates, the refrigerant gas from the evaporator moves through the suction hose into the internal low-pressure chamber. Through the suction port provided in the front cylin- der head, the refrigerant gas then enters the cylinder chamber (1).
Page 497 COMPRESSOR HVAC System (Heater, Ventilator and A/C) 3. PRESSURE RELIEF VALVE When the high pressure exceeds the maximum limit, the pressure relief valve opens and releases the refrigerant into the atmosphere to protect the air conditioning system. This pressure relief valve is designed to minimize the outflow of the refrigerant into the atmosphere.
Page 498 COMPRESSOR HVAC System (Heater, Ventilator and A/C) 4. MAGNET CLUTCH The magnet clutch serve to transmit engine power to the compressor module. It is built into the compressor shaft. When current flow through the magnet clutch coil, the drive plate is attracted so that the pulley and compressor shaft rotate as a module.
Page 499 COMPRESSOR HVAC System (Heater, Ventilator and A/C) 5. TEMPERATURE SENSOR The compressor will heat up to an abnormally high temperature if it is operated for long time when incoming refrigerant gas is insufficient. To prevent overheating of the compressor, a temperature sensor is provided on the compressor. The sensor has a bimetal which causes the contacts to open when the compressor temperature reaches 170°C (338°F) to stop operation of the compressor.
Page 500: Condenser
CONDENSER HVAC System (Heater, Ventilator and A/C) 10.Condenser A: MECHANISM 1. LHD MODEL The high-temperature and high-pressure gaseous refrigerant discharged from the compressor is cooled down and converted into liquid by the condenser. The condenser consists of tubes and radiating fins. The heat of the refrigerant flowing through the condenser tubes is released into to the ambient air which is caused to flow across the fins by the cooling fan.
Page 501 CONDENSER HVAC System (Heater, Ventilator and A/C) 2. RHD MODEL The condenser is of a multi-flow type with a modulator which incorporates a drier and a filter. Its lower portion forms the sub-cool condenser. The gaseous refrigerant that has entered the con- denser flows through the modulator to the sub-cool condenser.
Page 502: Receiver Drier (Lhd Model)
RECEIVER DRIER (LHD MODEL) HVAC System (Heater, Ventilator and A/C) 11.Receiver Drier (LHD Model) A: MECHANISM The amount of refrigerant necessary to circulate in the system varies with change in the heat load. The receiver drier stores part of the liquid refrigerant until an increased heat load requires its use again.
Page 503: Modulator (Rhd Model)
MODULATOR (RHD MODEL) HVAC System (Heater, Ventilator and A/C) 12.Modulator (RHD Model) A: MECHANISM The modulator incorporates a drier and a filter. It forms an integral part of the condenser. The amount of circulating refrigerant varies as the heat load changes. The modulator functions as a buffer to enable supply of refrigerant in an amount appropriate for each heat load condition.
Page 504: Pressure Switch
PRESSURE SWITCH HVAC System (Heater, Ventilator and A/C) 13.Pressure Switch A: LHD MODEL The pressure switch is located on the high-pressure line to the receiver drier. When an abnormally high or low pressure occurs in the high-pressure line, the pressure switch turns OFF to stop oper- ation of the compressor.
Page 505 PRESSURE SWITCH HVAC System (Heater, Ventilator and A/C) B: RHD MODEL The pressure switch is located on the high-pressure line near the sight glass. When an abnormally high or low pressure occurs in the high-pressure line, the pressure switch turns OFF to stop oper- ation of the compressor.
Page 506: Evaporator
EVAPORATOR HVAC System (Heater, Ventilator and A/C) 14.Evaporator A: MECHANISM Air pushed by the blower passes through the cooling fins and tubes of the evaporator. Since the air is warmer than the refrigerant, the heat of air moves to the refrigerant through the fins and tubes.
Page 507: Expansion Valve
EXPANSION VALVE HVAC System (Heater, Ventilator and A/C) 15.Expansion Valve A: LHD MODEL 1. MECHANISM The expansion valve is connected to both the evaporator inlet and outlet pipes. It converts high- pressure liquid refrigerant which comes from the receiver drier to misty, low-pressure refrigerant which is delivered to the evaporator.
Page 508 EXPANSION VALVE HVAC System (Heater, Ventilator and A/C) 2. FUNCTION When the heat load to the air conditioning system increases, the refrigerant temperature at the evaporator outlet rises and therefore the pressure P around the temperature sensing area in- creases. As this pressure P becomes higher than the sum of the evaporator outlet (low-pressure side) pressure P and the spring force F (P...
Page 509 EXPANSION VALVE HVAC System (Heater, Ventilator and A/C) B: RHD MODEL 1. MECHANISM The expansion valve accomplishes the function of atomizing the high-pressure liquid refrigerant delivered from the modulator by a throttle valve with variable opening, thereby controlling the re- frigerant for optimum heat exchange in the evaporator.
Page 510: Compressor Clutch "On" Delay System
COMPRESSOR CLUTCH “ON” DELAY SYSTEM HVAC System (Heater, Ventilator and A/C) 16.Compressor Clutch “ON” Delay System When the A/C switch and fan switch are turned ON, a signal is sent to the engine control module. The engine control module then judges whether the engine is in operation. If the engine is oper- ating, the engine control module activates the A/C relay.
Page 511: Compressor Control System
COMPRESSOR CONTROL SYSTEM HVAC System (Heater, Ventilator and A/C) 17.Compressor Control System A: GENERAL 1) When the A/C switch and fan switch are turned ON, the A/C relay is activated. The compressor starts operating, and then the main and sub fans also operate. 2) The thermo control amplifier, when activated, disengages the compressor clutch and the main and sub fans.
Page 512 COMPRESSOR CONTROL SYSTEM HVAC System (Heater, Ventilator and A/C) C: ACCELERATION CUT SYSTEM The A/C switch turns the air conditioning system ON and OFF. The on-off signals from the switch are transmitted to the engine control module (ECM). When the ECM receives a full-throttle signal from the throttle sensor during compressor operation, it deactivates the A/C relay to interrupt electric current to the compressor magnet clutch.
Page 513 COMPRESSOR CONTROL SYSTEM HVAC System (Heater, Ventilator and A/C) E: FAN CONTROL The main fan and sub fan are switched ON and OFF according to the operating modes as shown in the following table. Engine coolant temperature Lower than 95°C Between 95 and 99°C Higher than 100°C A/C com-...
Page 514: Automatic Air Conditioning
AUTOMATIC AIR CONDITIONING HVAC System (Heater, Ventilator and A/C) 18.Automatic Air Conditioning A: SWITCH FUNCTIONS (10) B4H2541A (1) AUTO switch (6) OFF/Bright switch (2) Ambient temperature display switch (7) Fresh/Recirc switch (3) Defroster switch (8) Mode selector switch (4) Rear deffoger switch (9) A/C switch (5) Temperature set switch (10) Blower fan switch...
Page 515 AUTOMATIC AIR CONDITIONING HVAC System (Heater, Ventilator and A/C) 1. AUTOMATIC CONTROL OPERATION AUTO switch: When this switch is pressed (ON), the air outlet selection, blower fan speed, air temperature, fresh/recirculation switching, and compressor operation are automatically controlled. When the AUTO switch is pressed second time, the compressor operates in the ECON mode. In the ECON mode, the ECM controls compressor operation based on inputs from the intake air tem- perature sensor.
Page 516 AUTOMATIC AIR CONDITIONING HVAC System (Heater, Ventilator and A/C) B: CABIN TEMPERATURE SENSOR The cabin temperature sensor sends signals to the ECM. This sensor consists of an aspirator and a thermistor, the resistance of which changes in inverse proportion to the temperature. The aspirator uses the vacuum created by the heater unit to direct cabin air to the thermistor.
Page 517 AUTOMATIC AIR CONDITIONING HVAC System (Heater, Ventilator and A/C) D: SUNLOAD SENSOR A photodiode is used in the sunload sensor. The photodiode detects changes in the sunbeam in- tensity and converts the results into current signals to send to the ECM. The sunload sensor is built into the front defroster grille.
Page 518 AUTOMATIC AIR CONDITIONING HVAC System (Heater, Ventilator and A/C) E: AIR MIX SERVO MOTOR According to signals from the ECM, the servo motor forming integral part of the air mix damper rotates in one or the other direction to change the opening of the damper via a link. The motor has a built-in potentiometer which detects the opening of the air mix damper and sends the result to the ECM.
Page 519 AUTOMATIC AIR CONDITIONING HVAC System (Heater, Ventilator and A/C) F: AIR OUTLET SWITCHING SERVO MOTORS According to signals from the ECM, the servo motor incorporated into each air outlet switching damper rotates in one or the other direction to open or close the damper via a link to control the air from the corresponding outlet(s).
Page 520 AUTOMATIC AIR CONDITIONING HVAC System (Heater, Ventilator and A/C) H: BLOWER SPEED CONTROL POWER TRANSISTOR The base voltage of the power transistor changes according to blower drive signals from the ECM. The blower speed changes steplessly in accordance with the change in the power transistor’s base voltage.
Page 521 AUTOMATIC AIR CONDITIONING HVAC System (Heater, Ventilator and A/C) J: CONTROL SYSTEM 1. CALCULATION OF REQUIRED BLOW-OUT AIR TEMPERATURE (TAO) 1) REQUIRED BLOW-OUT AIR TEMPERATURE (TAO): Upon reception of temperature set switch signals in addition to cabin temperature, ambient tem- perature and sunload sensor signals, the ECM calculates the TAO first and then, based on the cal- culated temperature, it determines the outlets from which the air is to be blown out.
Page 522 AUTOMATIC AIR CONDITIONING HVAC System (Heater, Ventilator and A/C) 2. TEMPERATURE CONTROL 1) LHD VEHICLE: The temperature control is made based on the driver’s inputs from the temperature set switch and the data from various temperature sensors; the ECM determines the TAO using these data and operates the air mix motor so that the TAO can be attained.
Page 523 AUTOMATIC AIR CONDITIONING HVAC System (Heater, Ventilator and A/C) 2) RHD VEHICLE: When setting temperature is 18.5°C to 31.5°C: Blow-out air temperature is controlled by the air mix damper driven by the servo motor. More par- ticularly, the ECM calculates the TAO based on signals from the respective sensors. Next, it deter- mines the cooling capacity using the data from the evaporator sensor (TE) and then calculates the target opening (SW) of the air mix damper based on the TAO and TE.
Page 524 AUTOMATIC AIR CONDITIONING HVAC System (Heater, Ventilator and A/C) 3. AIR FLOW CONTROL 1) LHD VEHICLE: Normal air flow control: When the air conditioning system is in the automatic control mode, the air flow is determined based on the TAO calculated by the ECM. The blower fan speed is controlled accordingly. In the automatic control mode, the minimum air flow is different between DEF mode and the other modes.
Page 525 AUTOMATIC AIR CONDITIONING HVAC System (Heater, Ventilator and A/C) Blower fan starting speed control: When the blower motor is turned ON in the automatic control mode, the fan speed is initially low and then gradually increases (applied voltage increases by 1V every second until an appropriate voltage is reached) to prevent air from blowing out in a gust.
Page 526 AUTOMATIC AIR CONDITIONING HVAC System (Heater, Ventilator and A/C) 2) RHD VEHICLE: In the automatic control mode, the air flow is determined based on the TAO calculated by the ECM. The blower speed is controlled accordingly. When the HEAT, BI-LEVEL (automatic control) or DEF (defroster) is manually selected, the blower speed is controlled in different ways.
Page 527 AUTOMATIC AIR CONDITIONING HVAC System (Heater, Ventilator and A/C) 4. AIR INLET CONTROL SYSTEM 1) LHD VEHICLE: The air inlet control system determines whether the air inlet damper is to be opened depending on the TAO calculated by the ECM, thus selecting either inside air recirculation or fresh air intro- duction.
Page 528 AUTOMATIC AIR CONDITIONING HVAC System (Heater, Ventilator and A/C) 2) RHD VEHICLE: Air inlet control flowchart: In the automatic air-conditioning mode, the air inlet damper motor is controlled for the FRS (fresh air) position and the REC (air recirculation) position according to the TAO. Air inlet control pattern B4H1333B AC-56...
Page 529 AUTOMATIC AIR CONDITIONING HVAC System (Heater, Ventilator and A/C) 5. AIR OUTLET CONTROL SYSTEM 1) LHD VEHICLE: The air outlet control system automatically selects the most appropriate air outlet combination de- pending on the ECM-calculated TAO by activating servo-motors for the VENT, BI-LEVEL or HEAT modes.
Page 530 AUTOMATIC AIR CONDITIONING HVAC System (Heater, Ventilator and A/C) 2) RHD VEHICLE: Air outlet control: In the automatic air-conditioning mode, the air outlets are selected based on the TAO and TW and the servo motors for actuating the air outlet switching dampers are controlled to achieve the se- lected air outlet configuration.
Page 531 AUTOMATIC AIR CONDITIONING HVAC System (Heater, Ventilator and A/C) 6. COMPRESSOR CONTROL SYSTEM In the automatic air-conditioning mode, the A/C relay is activated or deactivated depending on the TAO (required blow-out air temperature), TAM (ambient temperature) and T INT (suction air tem- perature) to operate or stop the compressor.
Page 532 AUTOMATIC AIR CONDITIONING HVAC System (Heater, Ventilator and A/C) MEMO AC-60...
Page 533: Airbag System
AIRBAG SYSTEM Page 1. Airbag System ....................2 2. Construction ....................5...
Page 534 AIRBAG SYSTEM Airbag System 1. Airbag System A: INSTALLATION B5H0840C (1) Front sub sensor (8) 4-pin connector (Yellow) (2) 7-pin connector (Yellow) (9) Airbag control module (3) 2-pin connector (Yellow) (10) 28-pin connector (Yellow) (4) Airbag module (Driver) (11) 2-pin connector (Blue) (5) 12-pin connector (Yellow) (12) Airbag module (Side) (6) Airbag module (Passenger)
Page 535 AIRBAG SYSTEM Airbag System B: FUNCTION 1. FRONT AIRBAGS The airbag system is provided as a driver and front passenger restraint system supplementary to the seat belts. When an impact greater than a set level is applied to the front of the vehicle, the sensors generate an electrical pulse to inflate the airbags in the airbag modules, thus preventing the driver’s and passenger’s upper bodies from directly hitting against the steering wheel, instru- ment panel and/or windshield.
Page 536 AIRBAG SYSTEM Airbag System 2. SIDE AIRBAGS The side airbags provide the driver and front passenger with a restraint supplementary to that by the seat belts in the event of a side-on collision. When an impact greater than the set level is ap- plied to either side of the vehicle, the relevant side airbag sensor sends an ignition signal to the corresponding airbag control module.
Page 537 CONSTRUCTION Airbag System 2. Construction A: GENERAL The airbag system consists of an airbag control module, left and right front sub sensors, an elec- tric sensor and safety sensor built into the control module, driver’s and passenger’s airbag mod- ules each containing an inflator and airbag, and side airbag sensors and modules each containing an inflator and airbag (Side airbag equipped model).
Page 538 CONSTRUCTION Airbag System B: AIRBAG CONTROL MODULE The airbag control module is installed in front of the front floor tunnel. It detects the vehicle’s de- celeration by receiving electrical signals from its inside safety and electric sensors as well as the front sub sensors and judges whether to inflate the airbags.
Page 539 CONSTRUCTION Airbag System D: AIRBAG SENSOR The safety sensor and electric sensor are incorporated into the airbag control module and the side airbag sensors. The safety sensor is also a pendulum type sensor. If the sensor receives a frontal or side impact exceeding a certain limit, the mass in the sensor moves in the direction opposite to the impact di- rection to turn the switch ON.
Page 540 CONSTRUCTION Airbag System E: AIRBAG MODULE 1. FRONT AIRBAG The driver’s airbag module is located at the center of the steering wheel and the passenger’s air- bag module is located at upper portion of instrument panel. Each module contains an airbag and an inflator.
Page 541 CONSTRUCTION Airbag System F: AIRBAG CONNECTORS 1. DESCRIPTION The airbag system uses connectors with a double lock mechanism and an incomplete coupling detection mechanism for enhanced reliability. If coupling is incomplete, the airbag warning light comes on in the combination meter. 2.
Page 542 CONSTRUCTION Airbag System 3. AIRBAG HARNESS-TO-BODY HARNESS CONNECTOR Disconnection: Press the lever (A) to let the green lever (B) pop out. This unlocks the double lock mechanism. Then separate the connector halves by pulling them apart while pressing the lever (A). Connection: Insert the male side connector half into the other until a “click”...
Page 543 CONSTRUCTION Airbag System 4. FRONT SUB SENSOR AND SIDE AIRBAG SENSOR CONNECTORS Housing A Outer cover Housing B B5H1130A Disconnection: Step 1: Pull housing A in direction of arrow while pulling down outer cover. Outer cover Housing B Housing A Step 2: Release lock of connector.
Page 544 CONSTRUCTION Airbag System G: STEERING ROLL CONNECTOR The steering roll connector is located between the steering column and steering wheel. The con- nector contains a spirally wound flat cable. The cable can follow rotational movements of the steer- ing wheel and ensures connection between the airbag module in the steering wheel and the airbag harness through which electrical signals are transmitted from the airbag control module.
Page 545 CONSTRUCTION Airbag System J: LOCATIONS OF WARNING AND CAUTION LABELS A, B View A View B View C View D View E B5H1215A AB-13...
Page 546 CONSTRUCTION Airbag System MEMO AB-14...
Page 547 SEAT BELT SYSTEM Page 1. Seat Belt ......................2...
Page 548 SEAT BELT Seat Belt System 1. Seat Belt A: ADJUSTABLE SHOULDER BELT ANCHOR Each front seat belt system has an adjustable shoulder belt anchor which allows the occupant to select the most appropriate anchor height from among the five positions in a 129 mm (5.08 in) range.
Page 549 SEAT BELT Seat Belt System B: REAR CENTER THREE-POINT TYPE SEAT BELT (SEDAN) A three-point type seat belt is available for the center seating position of the rear seat. The retractor for the seat belt is installed on the luggage shelf behind the seating position. B5H0792A (1) Retractor C: REAR CENTER THREE-POINT TYPE SEAT BELT (WAGON)
Page 550 SEAT BELT Seat Belt System D: SEAT ANCHORED INNER BELT The front inner belt (buckle stalk) is attached to the front seat rather than to the floor. This keeps the position of the occupant relative to the front inner belt always constant even when the front seat is moved for adjustment.
Page 551 SEAT BELT Seat Belt System E: SELF-SUSTAINING TYPE INNER BELT BUCKLE (WAGON) The rear inner belt buckles are self-sustaining type buckles which rise up by themselves when the seat cushion is folded back to its original position. B5H0607 SB-5...
Page 552 SEAT BELT Seat Belt System F: PRETENSIONER 1. CONSTRUCTION The driver’s and front passenger’s seat belts are equipped with seat belt pretensioners. The pretensioners use the front sub sensors and the airbag control module inside sensors to con- trol their operation. If the sensors detect an impact exceeding the predetermined level during a frontal or front-angled collision, the front seat belts are quickly rewound by the retractors to take up slacks for maximum restraining of the seat occupants.
Page 553 SEAT BELT Seat Belt System 2. FUNCTION Airbag Front sub sensor Collision occurs. Retractor with pretensioner Front sub sensor, electric sensor and safety sensor detect an impact exceeding predetermined level. Pretensioner operates. Completion. B5H0630B SB-7...
Page 554 SEAT BELT Seat Belt System 3. CAUTION LABEL LOCATION B5H0937A G: AUTOMATIC RETRACTOR When each of the rear seat belts (for right, left and center seating positions) are drawn out com- pletely, its retractor is placed in the automatic locking mode which is used when installing a child restraint system.
Page 555 WIPER AND WASHER SYSTEMS Page 1. Front Wiper and Washer .................. 2 2. Rear Wiper and Washer .................. 4 3. Windshield Wiper Deicer ................. 5...
Page 556: Front Wiper And Washer
FRONT WIPER AND WASHER Wiper and Washer Systems 1. Front Wiper and Washer A: DESCRIPTION 1. FRONT WIPER 1) The front wiper is of a tandem type featuring wide wiping area. The blade is installed to the arm by means of U-hook joint to improve serviceability. 2) The front wiper operates in the HI and LOW speed modes and the INTERMITTENT mode.
Page 557: Specifications
FRONT WIPER AND WASHER Wiper and Washer Systems 3. SPECIFICATIONS Washer Tank Capacity 4.0 liters (4.2 US qt, 3.5 lmp qt) Wiper Motor Rated voltage 12 V No-load current 4 A or less 72 ± 6 rpm Speed HIGH [at 2.0 N·m (20 kg-cm, 17 in-lb)] 47 ±...
Page 558 REAR WIPER AND WASHER Wiper and Washer Systems 2. Rear Wiper and Washer A: DESCRIPTION 1. REAR WIPER 1) The rear wiper operates intermittently at a 10-second interval. 2) The rear wiper operates over a 168-degree angle. B6H1165 3) The wiper blade is attached to the arm by means of a U-hook joint in the same way as with the front wipers.
Page 559 WINDSHIELD WIPER DEICER Wiper and Washer Systems 3. Windshield Wiper Deicer A: CONSTRUCTION The wiper deicer system is activated when the wiper deicer switch is pressed with the ignition switch turned ON. It heats the lower part of the windshield with a heater wire to melt the ice that blocks the wiper blades.
Page 560 WINDSHIELD WIPER DEICER Wiper and Washer Systems MEMO WW-6...
Page 561 GLASS/WINDOWS/MIRRORS Page 1. Power Window ....................2...
Page 562 POWER WINDOW Glass/Windows/Mirrors 1. Power Window A: CONSTRUCTION The power window system consists of regulator motors and switches for individual doors, relays and a circuit breaker unit. Each door window opens/closes by pushing down/pulling up the switch. Only the driver’s door window switch has a 2-stage mechanism: When the switch is pushed lightly and held in the pushed position, the window continues to lower until the switch is released.
Page 563 BODY STRUCTURE Page 1. Outline ......................2 2. Steering Support Beam ................... 3 3. Quietness ......................4 4. Body Sealing ....................5 5. Painting ......................6 6. Anti Chipping Coat (ACC) Application ............. 7 7. Sealer Application ................... 8 8. Anti-rust Wax (Bitumen Wax) Application ............14 9.
Page 564: Outline
OUTLINE Body Structure 1. Outline The Legacy’s body structure is of a semi-monocoque design mainly consisting of press-formed steel sheets welded together. A combination of longitudinal frames and annulous frames arranged like a cage forms both a crushable zone that collapses in a controlled manner in the event of a collision (thus absorbing the impact force) and a rigid cabin that is highly resistant to deformation stresses (thus maintaining a survival space for the occupants).
Page 565: Steering Support Beam
STEERING SUPPORT BEAM Body Structure 2. Steering Support Beam A steering support beam (a) is provided between the left and right front pillars for reinforced sup- port of the steering column. It also minimizes vibration of the steering column and limits its exten- sion to a minimum in the event of a collision.
Page 566: Quietness
QUIETNESS Body Structure 3. Quietness Silencers, dual-wall panels, sound-absorbing materials, etc. are utilized in conjunction with a high- rigidity and vibration/noise-proof body structure in order to ensure quietness of the passenger compartment. A: SILENCERS Silencers (= asphalt sheets) minimize transmission of noise/vibration into the passenger compart- ment.
Page 567: Body Sealing
BODY SEALING Body Structure 4. Body Sealing A: SEALED PARTS All gauge holes and other holes used during the body manufacturing process are plugged to pre- vent entry of water and dust. Any time the vehicle body has been repaired, the affected holes should be properly plugged with the use of the specified plugs.
Page 568: Painting
PAINTING Body Structure 5. Painting A: SPECIFICATION Color name Color code PURE WHITE RED MICA (M) PREMIUM SILVER (M) DARK GREEN MICA BLUE MICA (M) GRAPHITE BLACK MICA WHITE PEARL MICA " BLUE MICA (M) / GRAY OPAL 1U3 (14L / 11R) "...
Page 569: Anti Chipping Coat (Acc) Application
ANTI CHIPPING COAT (ACC) APPLICATION Body Structure 6. Anti Chipping Coat (ACC) Application B5H0831 BS-7...
Page 570 SEALER APPLICATION Body Structure 7. Sealer Application A: ENGINE COMPARTMENT B5H0616A B: ENGINE HOOD B5H0617A BS-8...
Page 571: Sealer Application
SEALER APPLICATION Body Structure C: DOOR B5H0618A D: REAR GATE B5H0619A BS-9...
Page 572 SEALER APPLICATION Body Structure E: REAR END (WAGON) B5H0832A F: ROOF PANEL (SUN-ROOFED WAGON) B5H0621A BS-10...
Page 573 SEALER APPLICATION Body Structure G: FRONT FLOOR B5H0833A H: REAR FLOOR B5H0623A BS-11...
Page 574 SEALER APPLICATION Body Structure I: REAR END (SEDAN) B5H0946A BS-12...
Page 575 SEALER APPLICATION Body Structure MEMO BS-13...
Page 576 ANTI-RUST WAX (BITUMEN WAX) APPLICATION Body Structure 8. Anti-rust Wax (Bitumen Wax) Application B5H0947B BS-14...
Page 577: Anti-Rust Wax (Bitumen Wax) Application
ANTI-RUST WAX (BITUMEN WAX) APPLICATION Body Structure Side front frame Fuel tank Protector Rear floor side frame Tank protector Section F Section E Rear floor side frame Muffler cover Rear floor side Rear wheel apron Section G Section H Rear floor side Rear floor side frame Canister Section I...
Page 578: Polyvinyl Chloride (Pvc) Application
POLYVINYL CHLORIDE (PVC) APPLICATION Body Structure 9. Polyvinyl Chloride (PVC) Application B5H0624 BS-16...
Page 579: Hot Wax Application
HOT WAX APPLICATION Body Structure 10.Hot Wax Application B5H0948A BS-17...
Page 580 HOT WAX APPLICATION Body Structure B5H0837A BS-18...
Page 581: Rustproof Parts
RUSTPROOF PARTS Body Structure 11.Rustproof Parts B5H0626A (1) Fuel pipe protector (2) Front mud guard (3) Fuel tank protector BS-19...
Page 582: Galvanized Sheet Metal Application
GALVANIZED SHEET METAL APPLICATION Body Structure 12.Galvanized Sheet Metal Application : Galvanized on both sides B5H0838B BS-20...
Page 583: Ventilation
VENTILATION Body Structure 13.Ventilation A: AIR OUTLET PORT B5H0628A (1) Air outlet port (2) Air flow BS-21...
Page 584: Child Seat Anchors
CHILD SEAT ANCHORS Body Structure 14.Child Seat Anchors Two child seat anchors are added to the rear floor panel below both side seating positions of the rear seat in order to conform with the FMVSS225 (ISO-FIX) requirements for child restraint an- chorage systems.
Page 585 INSTRUMENTATION/DRIVER INFO Page 1. Combination Meter ..................2 2. Outside Air Temperature Display ..............18...
Page 586 COMBINATION METER Instrumentation/Driver Info 1. Combination Meter A: LUMINESCENT METER Some models are equipped with a luminescent combination meter with improved visibility and at- tractive appearance. The luminescent combination meter has the following features: The intensity of the meter and gauge illumination can be adjusted as desired according to am- bient light conditions.
Page 587 COMBINATION METER Instrumentation/Driver Info B6H1619A (1) Mercury molecule (3) Ultraviolet rays (2) Visible light (4) Fluorescer B6H1620A (A) Brighten (a) Brightness control (B) Darken (b) Five steps 1. OPERATION The intensity of the meter and gauge illumination can be adjusted in five steps by turning the brightness control to any of the five detent positions (1 –...
Page 588 COMBINATION METER Instrumentation/Driver Info B: WARNING AND INDICATOR LIGHTS (5) (7) B6H1621A IDI-4...
Page 589 COMBINATION METER Instrumentation/Driver Info (A) Normal meter (B) Luminescent meter (1) AIR BAG system warning light This light illuminates when a fault occurs in the airbag system. (2) Brake fluid level warning / parking brake indicator light This light illuminates when the fluid level in the brake reservoir tank lowers below the specified level and/or when the parking brake is applied.
Page 590 COMBINATION METER Instrumentation/Driver Info C: TELLTALE (GRAPHIC MONITOR) (12) (10) (13) (11) (12) (6) (11) (14) (10) (13) B6H1621B IDI-6...
Page 591 COMBINATION METER Instrumentation/Driver Info (A) Normal meter (B) Luminescent meter (1) FWD indicator light This light illuminates when the drive mode is changed from AWD to FWD (with the fuse installed in the FWD switch). (2) LO indicator light This light illuminates when the dual-range select lever is in the LO position. (3) VDC OFF indicator light This light illuminates when the VDC or TCS is deactivated.
Page 592 COMBINATION METER Instrumentation/Driver Info If everything is normal, the telltales should be ON, OFF or in other states as shown below accord- ing to ignition switch positions. Telltale light Ignition switch position LOCK/ACC While engine is running (1) FWD (2) LO Low range High range (3) VDC OFF...
Page 593 COMBINATION METER Instrumentation/Driver Info D: SPEEDOMETER 1. DESCRIPTION The speedometer system is an electrical type that uses electric signals from the speed sensor in the MT model or the transmission control module (TCM) in the AT model. The vehicle speed sensor is installed on the manual transmission. Since the system does not use mechanical components such as rotating cable, there are no op- portunities of occurring such problems as meter needle vibration and cable disconnection.
Page 594 COMBINATION METER Instrumentation/Driver Info 3. SYSTEM DIAGRAM (10) (10) B6H1622A (A) MT model (B) AT model (1) Speedometer movement (6) Speed sensor (2) Speedometer (7) TCM (3) Speedometer drive circuit (8) Electromagnetic pick-up (4) Combination meter (9) Gear for the speed sensor (5) Front wheel (10) Differential IDI-10...
Page 595 COMBINATION METER Instrumentation/Driver Info 4. SPECIFICATIONS Speedometer Type Electric pulse type. Indication Needle points to 60 km/h (37.3 miles) when 2,548 pulses are input per minute. E: ODOMETER/TRIPMETER 1. DESCRIPTION The odometer and tripmeter readings appear on a liquid crystal display (LCD). 2.
Page 596 COMBINATION METER Instrumentation/Driver Info F: VEHICLE SPEED SENSOR The vehicle speed sensor uses a Hall IC pick-up to generate speed signals. (MT model) This sensor is installed on the transmission case and detects rotating speed of the transmission output gear. The sensor generates 4 pulses per rotation of the speed sensor driven shaft and send them to the speedometer.
Page 597 COMBINATION METER Instrumentation/Driver Info 2. OPERATION As the driven key rotates, the magnet turns causing the magnetic field of the Hall IC to change. The Hall IC generates a signal that corresponds to a change in the magnetic field. One turn of the driven key in the speed sensor sends 4 pulses to the combination meter, engine control module and cruise control module.
Page 598 COMBINATION METER Instrumentation/Driver Info H: WATER TEMPERATURE GAUGE The water temperature gauge is a cross-coil type. The water temperature signal is sent from the thermo gauge located on the engine. The resistance of the thermo gauge changes according to the engine coolant temperature. Therefore, the current sent to the water temperature gauge also changes according to the engine coolant temperature.
Page 599 COMBINATION METER Instrumentation/Driver Info I: FUEL GAUGE 1. GENERAL The fuel gauge unit consists of a float and a potentiometer whose resistance varies depending on movement of the float. It is located inside the fuel tank and forms an integral part of the fuel pump.
Page 600 COMBINATION METER Instrumentation/Driver Info 2. OPERATION The low fuel warning light operates as follows: The combination meter CPU continually monitors the resistance signal from the fuel level sensor. It turns on the low fuel warning light in the combination meter if a resistance value corresponding to the critical fuel level (approx.
Page 601 COMBINATION METER Instrumentation/Driver Info 4. CIRCUIT DIAGRAM S6H0575A (1) Combination meter (6) CUSTOM CPU (2) Ignition switch (7) Fuel gauge (3) Low fuel warning light (8) Sub fuel level sensor (4) Driver (9) Main fuel level sensor (5) Interface IDI-17...
Page 602 OUTSIDE AIR TEMPERATURE DISPLAY Instrumentation/Driver Info 2. Outside Air Temperature Display A: CONSTRUCTION The outside air temperature display system consists of an ambient sensor (a), the CUSTOM CPU and a liquid crystal display installed in the combination meter. The ambient sensor detects the out- side air temperature using the built-in thermistor which varies its resistance according to change in ambient temperature, and sends signals to the CUSTOM CPU.
Page 603 OUTSIDE AIR TEMPERATURE DISPLAY Instrumentation/Driver Info B: CIRCUIT DIAGRAM B6H1515A IDI-19...
Page 604 OUTSIDE AIR TEMPERATURE DISPLAY Instrumentation/Driver Info MEMO IDI-20...
Page 605 SEATS Page 1. Front Seat ......................2 2. Rear Seat ......................7...
Page 606 FRONT SEAT Seats 1. Front Seat A: ADJUSTMENT 1. STANDARD SEAT The height of each headrest is adjustable to any of the 4 positions available at 18 mm (0.71 in) steps. The angle of each backrest is adjustable to any of the 33 positions available at 2° steps. The front seat can be slid back and forth to one of the 18 positions available at 13.5 mm (0.53 in) steps.
Page 607 FRONT SEAT Seats 2. POWER SEAT The driver’s power seat has a function of automatically adjusting its fore-aft position, cushion’s front and rear portion heights, backrest forward and backward angles, and headrest height in re- sponse to operation of the corresponding switches. The height of the headrest is adjustable to any of the 4 positions available at 18 mm (0.71 in) steps.
Page 608 FRONT SEAT Seats B: SEAT LIFTERS Rotating the front knob forward or backward causes the front lifter to lower or raise the front por- tion of seat cushion. Rotating the rear knob forward or backward causes the rear lifter to lower or raise the rear por- tion of seat cushion.
Page 609 FRONT SEAT Seats C: SEAT HEATER The electric seat heater consists of wire heating elements embedded in the seat cushion and backrest under the seat covering. Heating temperature can be selected between two settings: high-temperature setting for quick warming and low-temperature setting for continuous warming. Two thermostats are used to maintain a selected temperature and ensure safety.
Page 610 FRONT SEAT Seats D: LUMBAR SUPPORT The position of the lumbar support plate in the backrest changes as the lumbar support adjust- ment lever is operated to adjust the force of support to the occupant’s lower back. The lumbar support mechanism has been modified to feature stepless adjustment. The material of the support plate is also changed to plastic for a better fit with the occupant’s back.
Page 611 REAR SEAT Seats 2. Rear Seat SEDAN A trunk-through hatch is provided behind the armrest. It is accessed by folding down the central portion of backrest which also serves as an armrest in its down position. B5H1207 WAGON The rear seat is foldable by following the illustrated steps. B5H1206A (A) Type A (1) Step 1...
Page 612 REAR SEAT Seats MEMO SE-8...
Page 613 SECURITY AND LOCKS Page 1. Ignition Switch ....................2 2. Power Door Lock ..................... 3 3. Keyless Entry System ..................4 4. Immobilizer System ..................5...
Page 614: Ignition Switch
IGNITION SWITCH Security and Locks 1. Ignition Switch A: DESCRIPTION 1. IGNITION SWITCH When turning the ignition key from “ACC” to “LOCK”, it is necessary to push the key at the “ACC” position (arrow 1 in the illustration) and then turn it to the “LOCK” position (arrow 2). S6H0146A 2.
Page 615: Power Door Lock
POWER DOOR LOCK Security and Locks 2. Power Door Lock A: CONSTRUCTION The power door lock system consists of a keyless entry control module, a driver’s door lock switch (actuator), a front passenger’s door lock actuator, rear door lock actuators, and a rear gate lock actuator.
Page 616: Keyless Entry System
KEYLESS ENTRY SYSTEM Security and Locks 3. Keyless Entry System A: CONSTRUCTION The keyless entry system consists of a transmitter, keyless entry control module (with a built-in antenna), door lock actuators, door switches, hazard warning lights and interior light. The keyless entry system operates on a radio frequency, so its transmitter can be used in almost all directions relative to the vehicle.
Page 617: Immobilizer System
IMMOBILIZER SYSTEM Security and Locks 4. Immobilizer System A: CONSTRUCTION The immobilizer system consists of the following components: an indicator light in the combination meter, an immobilizer control module (IMM ECM), an engine control module (ECM), a transponder inside the ignition key, and an antenna fitted to the key cylinder. The antenna receives a vehicle ID code emitted from the transponder when the key is inserted into the key cylinder.
Page 618 IMMOBILIZER SYSTEM Security and Locks B: TEACHING OPERATION The teaching operation is a procedure that must be carried out when an additional key is pur- chased, the IMM ECM is replaced, or the keys are replaced. The procedure includes initialization of the system and re-registration of the ID code.
Page 619 SUNROOF/T-TOP/ CONVERTIBLE TOP Page 1. Sunroof ......................2...
Page 620 SUNROOF Sunroof/T-top/Convertible Top 1. Sunroof A: SEDAN 1. DESCRIPTION The sunroof has both tilting and sliding mechanisms. The tilting mechanism raises or lowers the rear of the glass lid when the tilt switch is operated; the sliding mechanism moves the lid backward to open or forward to close when the OPEN/CLOSE switch is operated.
Page 621 SUNROOF Sunroof/T-top/Convertible Top 3. SLIDING AND TILTING MECHANISMS The motor installed at the front of the sunroof frame rotates a pinion gear to move the drive wire. This opens, closes, tilts up or tilts down the glass lid by way of the rear guide connected to the drive wire.
Page 622 SUNROOF Sunroof/T-top/Convertible Top B: WAGON 1. DESCRIPTION B5H0629A (1) Front glass lid (2) Rear glass lid (3) Motor (4) Rear frame (5) Front frame The front sunroof is a tilting type. The rear end of the glass lid can rise by 50 mm (1.97 in). The rear sunroof is a sliding type.
Page 623 SUNROOF Sunroof/T-top/Convertible Top 2. FUNCTION OPEN AND CLOSE OPERATIONS With the front sunroof fully lowered, holding the OPEN side of the sunroof switch pressed causes the rear end of the front glass lid to tilt up by 50 mm (1.97 in) and then come to a stop. If the switch is released and its OPEN side pressed again, the rear glass lid now opens, sliding rearward by 200 mm (7.87 in) and stops there.
Page 624 SUNROOF Sunroof/T-top/Convertible Top MEMO SR-6...
Page 625 EXTERIOR BODY PANELS Page 1. Door ......................... 2 2. Front Hood ....................... 3...
Page 626 DOOR Exterior Body Panels 1. Door A: DOOR CHECKER The door checkers are of a new type that uses a molded resin part. S5H0001A B: DOOR CONSTRUCTION All the front and rear doors have in their inside side door beams, inner reinforcements and rein- forcement latches.
Page 627 FRONT HOOD Exterior Body Panels 2. Front Hood Due to the redesigned front section, the contour of the front hood is modified. The material is also changed from steel to aluminum to reduce weight. B5H1199A (A) New design (B) Earlier design EB-3...
Page 628 FRONT HOOD Exterior Body Panels MEMO EB-4...
Page 629 CRUISE CONTROL SYSTEM Page 1. Cruise Control ....................2...
Page 630: Cruise Control
CRUISE CONTROL Cruise Control System 1. Cruise Control A: OPERATION The cruise control system automatically controls the vehicle speed. It allows the vehicle to run at a constant speed without need for the driver to keep the accelerator pedal depressed. When the driver has activated the system and made a desired speed setting, the cruise control module compares the actual vehicle speed detected by the speed sensor (MT) or transmission control module (AT) with the preset speed in the memory, then generates a signal according to the...
Page 631 CRUISE CONTROL Cruise Control System C: CONTROL AND OPERATION When actual vehicle speed is higher than the “set” speed, the motor in the actuator operates to move the throt- Constant speed tle valve in the closing direction by the amount corresponding to the difference between the two speeds. When control actual driving speed is lower than “set”...
Page 632 CRUISE CONTROL Cruise Control System D: SCHEMATIC Vehicle speed sensor B6H1307C CC-4...
Page 633 CRUISE CONTROL Cruise Control System E: ACTUATOR In response to a signal from the cruise control module, the clutch in the actuator is turned ON. This causes the stepping motor to operate, pulling the throttle cam for speed control. B6H1309A F: MAIN SWITCH The main switch is the main power supply switch of the cruise control module.
Page 634 CRUISE CONTROL Cruise Control System G: COMMAND SWITCH (CRUISE CONTROL LEVER) When the vehicle is driven with the cruise control activated, the command switch controls its op- eration. It inputs SET/COAST signal, ACCEL/RESUME signal or CANCEL signal to the cruise control module.
Page 635 CRUISE CONTROL Cruise Control System H: CANCEL SIGNALS The cancel signal deactivates the cruise control function. Operating any of the following switches results in generation of the cancel signal. On receiving the signal, the cruise control module can- cels the cruise control function. Stop light switch Brake switch Clutch switch (MT model)
Page 636 CRUISE CONTROL Cruise Control System K: CONTROL MODULE Based on signals from the related switches and sensors, the cruise control module controls all the following control functions: Constant speed control; speed setting control; deceleration control; acceleration control; resume control; manual cancel control; low speed limit control; stepping motor control; clutch control The control module (A) is located inside of the front pillar lower portion (passenger side).
Page 637 CRUISE CONTROL Cruise Control System L: FAIL-SAFE FUNCTION The cruise control system has a fail-safe function that cancels the cruise control operation when any of the following conditions occurs. 1. CONFLICT BETWEEN CRUISE CONTROL SWITCHES AND CANCELLATION SIGNAL GENERATING SWITCHES 1) The cruise control system is deactivated if any of the cruise control switches (SET/COAST, RE- SUME/ACCEL, and CANCEL switches) is turned ON while any of the cancellation signal gener- ating switches (brake, stop lamp, clutch, and inhibitor switches) is being operated.
Page 638 CRUISE CONTROL Cruise Control System MEMO CC-10...
Page 639 EXTERIOR/INTERIOR TRIM Page 1. Instrument Panel ..................... 2 2. Trailer Lights Connector ................... 3...
Page 640 INSTRUMENT PANEL Exterior/Interior Trim 1. Instrument Panel A cup holder is provided on the dashboard. The glove compartment has a lockable lid. The vent grills are barrel type. The dashboard lower cover is fitted with a knee cover. The steering support beam connecting the left and right pillars is located behind the instrument panel.
Page 641 TRAILER LIGHTS CONNECTOR Exterior/Interior Trim 2. Trailer Lights Connector A: DESCRIPTION The lights of a trailer (e.g., camping car) can be supplied with power through this connector. B6H1434A (1) Tail light (6) Rear fog light (2) Tail light (7) Ground (3) Stop light (8) Ground (4) Turn signal LH...
Page 642 TRAILER LIGHTS CONNECTOR Exterior/Interior Trim MEMO EI-4...

Subaru LEGACY 2002 Quick Reference Index

Fuel Injection (Fuel System)

Fuel Injection Obd

Emission Control (Aux. Emission Ec

Mechanical

Cooling

Lubrication

Fuel Injection Fu (H6)

Emission Control (Aux. Emission Ec (H6)

Mechanical

Cooling

Lubrication

Automatic Transmission

2 Electrohydraulic Control System

3 Transmission Control Module (TCM)

5 Fail-Safe Function

Manual Transmission Mt

Brakes

Hvac System AC

Body Structure

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Summary of Contents for Subaru LEGACY 2002