Page 2 INTERIOR ........EQUIPMENT ........Mitsubishi Motors Corporation reserves the right to make changes in design or to make additions to or improvements in its products without imposing any obligations upon itself to install them on its products previously manufactured.
Page 3 MODEL INDICATIONS The following abbreviations are used in this manual for classification of model types. M/T: Indicates the manual transaxle, or models equipped with the manual transaxle. A/T: Indicates the automatic transaxle, or models equipped with the automatic transaxle. MFI: Indicates the multiport fuel injection, or engines equipped with the multi-point injection.
Page 4: Table Of Contents
GENERAL CONTENTS Steering Stability, Ride Comfort and DESIGN FEATURES ......3 Active Safety ....... . . 8 GENERAL DATA AND SPECIFICATIONS .
Page 5: Targets Of Development
2. Outstanding straight ahead stability and lin- cent on the following points to meet the market ear steering response (4-wheel multi-link needs and make the ECLIPSE a top car in its class. suspension adopted) 3. Outstanding braking performance Styling 1.
Page 6: Design Features
- Design GENERAL Features DESIGN FEATURES Forward extended cabin for roomy cabin and sporty styling Unique styling Wide and low proportion body Aerodynamic oriented styling Chrysler-manufactured 2.0 lit. DOHC engine (420A en- New techniques gine) Multi-link suspension for both front and rear Motor-driven outer slide type glass sunroof Higher safety SRS (for driver and front passenger), side door beams,...
Page 7: Technical Features
GENERAL - Technical Features TECHNICAL FEATURES BODY DIMENSIONS N70ADO2AA External Dimensions 5, 6 Internal Dimensions 00X0081 mm (in.) Difference between Items New model previous and new models -15 (-59) 4,375 (172.2) Overall Length 1,735 (68.3) +40 (+1.57) Overall Width 1,745 (68.7)*’ +50 (+1.97)“’...
Page 8 N70ADOUA namic characteristics to the top level of the class Many Cd reduction design features, including taper- (Cd = 0.29). ing at body corners, has raised ECLIPSE’s aerody- angle for smoother air flow floor surface Greater contribution to fuel econo-...
Page 9 GENERAL - Technical Features ENGINE N70AEOOAA Two basic DOHC engines are available. 420A Engine On non-turbocharged models, the Chrysler- transaxle unit, unlike the conventional MMC engine, manufactured 2.0 lit. DOHC 16-valve engine in- is arranged with the engine on the passenger side creases domestic parts content.
Page 10 GENERAL - Technical Features Aims Higher de- Tighter ex- Higher per- Items Smaller size Resource pendability haust emis- formance and lighter Less noise and energy and easier sion control weight saving and better efficiency driveability Cooling fan controlled by ECM (Total Control System) Integrated control of A/T Higher accuracy coolant tempera-...
Page 11 GENERAL - Technical Features STEERING STABILITY, RIDE COMFORT AND ACTIVE SAFETY N70AFOOAA Multi-link Suspension for Four Wheels A multi-link suspension similar to the 1994 Galant’s, and stability have significantly improved, assuring d has been adopted for both the front and rear wheels. outstanding directional stability without penalty on As a result, the straight line running characteristics riding comfort.
Page 12 GENERAL - Technical Features N7OAFOlAA ABS is an option for all models to improve braking (Select Low control) of the rear wheels. For AWD stability and safety. vehicles, the 4-sensor, 2-channel configuration is For the FWD vehicles, the 4-sensor, 3-channel con- adopted for Select Low control of all the front and figuration is adopted for independent control of the rear wheels.
Page 13: Passive Safety
O-IO GENERAL - Technical Features PASSIVE SAFETY N70AGOOAA Supplemental Restraint System (SRS) ing wheel, whereas the front passenger’s seat airbag ‘d An airbag module has been provided for both the driver’s and front passenger’s seats for safety of module is mounted in the instrument panel above the driver and front passenger.
Page 14: Theft-Alarm System
GENERAL - Technical Features THEFT-ALARM SYSTEM N70AHOOAA Furthermore, the starter circuit is interrupted so that For theft protection, this system is so designed that the engine may not be operated. the headlights go on and off and the horn is sounded intermittently for about three minutes when a locked door, hood or liftgate has been forced open without using a key.
Page 15: Environmental Considerations
(1) Use of non-asbestos material for gaskets and cial considerations have been incorporated to make pads the ECLIPSE friendly to driver and passengers and (2) Non-Freon parts to the earth. Use of Freon has been limited to the neces-...
Page 16 o-13 GENERAL - Technical Features Use of maintenance-free parts have eliminated the need for adjustment of igni- (1) Auto-lash adjusters have eliminated the need tion timing. for adjustment of valve clearance. (4) The plastic region angle method has been (2) An auto-tensioner has been adopted to elimi- nate the need for adjustment of the timing belt adopted for tightening the cylinder head bolts.
Page 17: Vehicle Identification Code Chart Plate
“Check digit” means a single number or letter X used to verify the accuracy of transcription of vehicle identification number. VEHICLE IDENTIFICATION NUMBER LIST 4995 MODEL> VEHICLES FOR FEDERAL Brand Engine Displacement Model Code V.I.N. (except sequence number) Mitsubishi Eclipse 2.0 dm3 (122.0 cu.in.) D31AMRJML4M [DOHC-MFI (420A)] D31 AMNHML4M D31AMRHML4M Mitsubishi Eclipse D32AMNGFL4M 2.0 dm3 (122.0 cu.in.)
Page 18: Vehicle Information Code Plate
GENERAL - Vehicle Identification VEHICLES FOR CALIFORNIA Model Code Brand Engine Displacement V.I.N. (except sequence number) Mitsubishi Eclipse 2.0 dm3 (122.0 cu.in.) <FWD> [DOHC-MFI (420A)] D31 AMNHMLSM Mitsubishi Eclipse 2.0 dm3 (122.0 cu.in.) [DOHC-MFI-Turbo (4G63)] Mitsubishi Eclipse VEHICLE INFORMATION CODE PLATE Vehicle information code plate is riveted onto the bulkhead in the engine compartment.
Page 19 O-16 GENERAL - Vehicle Identification ENGINE MODEL ST2 PING 1. The engine model numbe is stamped at the front side on the top edge of the cylinder block as shown in the LJ following. Engine model Engine displacement 420A 2.0 dm3 (122.0 cu.in.) 4G63 2.0 dm3 (122.0 cu.in.) 2.
Page 20: General Data And Specifications
o-17 GENERAL - General Data and SDecifications GENERAL DATA AND SPECIFICATIONS GENERAL SPECIFICATIONS Model code Vehicle dimensions mm (in.) Overall length 4,375 (172.2) 1,745 (68.7) Overall width 1,735 (68.3), 1,745 (68.7)*3 Overall height (Unladen) 1,295 (51 .O) 2,510 (98.8) Wheel base Front 1,515 (59.6) Tread...
Page 21 GENERAL - General Data and Specifications Model code Items Vehicle dimensions mm (in.) 4,375 (172.2) Overall length 1,745 (68.7) Overall width 1,310 (51.6) Overall height (Unladen) 2,510 (98.8) Wheel base Front 1,515 (59.6) Tread 1,510 (59.4) Rear 930 (36.6) Front Overhang 935 (36.8) Rear...
Page 22: Features.. .............................................. 6
ENGINE CONTENTS Fuel Tank..........12 ENGINE <NON-TURBO> ....2 GENERAL INFORMATION ......2 ACCELERATION SYSTEM .
Page 23: General Information
ENGINE <NON-TURBO> - General Information ENGINE <NON-TURBO> GENERAL INFORMATION This 420A 2.0-liter engine is a product of Chrysler Corporation. It is not equipped with a turbocharger. MAJOR SPECIFICATIONS Items Specifications 1,996 (121.8) Total displacement 87.5 (3.45) x 83.0 (3.27) Bore x Stroke mm (in.) Compression ratio DOHC...
Page 24: Cylinder Block And Bed-Plate
ENGINE <NON-TURBO> - Base Engine BASE ENGINE CYLINDER HEAD Features a Dual Over Head Camshaft (DOHC) der metal valve guides and seats. Integral oil galleys within the cylinder head supplies oil to the hydraulic are arranged in two inline banks. Incorporated pow- lash adjusters, camshaft and valve mechanisms.
Page 25: Camshaft
ENGINE <NON-TURBO> - Base Engine CONNECTING RODS The connecting rods are different from past designs the surface hardness slightly. This design process because the manufacturing process has changed. eliminates the need for several machining opera- The connecting rod is forged as one piece from tions that are required for cast iron, connecting rod powdered metal.
Page 26: Automatic Tensioner
ENGINE <NON-TURBO> - Base Engine CRANKSHAFT AND CAMSHAFT TIMING shafts are out of time on engines, the valves can This engine does not have broken-belt valve clear- strike each other as well as the pistons. This is ance. The reason for this design is to improve hydro- due to the intake and exhaust valve-to-valve interfer- carbon emissions by eliminating valve pockets cut ence design.
Page 27 ENGINE <NON-TURBO> - Base Engine Prior to installing tensioner on the engine, it is neces- cylinder head expansion and contraction and for sary to preload the tensioner plunger. This accom- timing belt stretch over the life of the belt. If the plished by installing the tensioner in a vise and tensioner fails, it is not serviceable and should be slowly compressing the plunger.
Page 28: Oil Pump
ENGINE <NON-TURBO> - Base Engine OIL PAN The oil pan is a single-plane design, and is comes equipped with the special sleeve that it used constructed of stamped antiphon steel. to prevent seal rollover. The rear main oil seal is a one-piece lip seal that requires a special sleeve for installation.
Page 29: Coolant Flow
ENGINE <NON-TURBO> - Cooling System COOLING SYSTEM The cooling system is of the water-cooled, forced Coolant enters the water pump, where it is circulation type with the following features: routed through the engine block and into the d cylinder head. Then, the coolant is routed from The water pump is mounted onto the front of cylinder head to both heater core and the radia- the cylinder block, and is driven by the cogged...
Page 30: Specifications
ENGINE <NON-TURBO> - Cooling System SPECIFICATIONS Specifications Items Water-cooled pressurized, forced circulation Cooling method with electrical fan Radiator Pressurized corrugated fin type Wax pellet type with jiggle valve Thermostat Water pump Centrifugal impeller Timing belt Drive method CONSTRUCTION Reserve tank Radiator (Dual pipe type) Radiator...
Page 31: Intake, And Exhaust
ENGINE <NON-TURBO> - Intake and Exhaust INTAKE AND EXHAUST INTAKE MANIFOLD AND EXHAUST MANIFOLD The intake manifold is a two-piece aluminum casting, The exhaust manifold is made of nodular cast iron attached to the cylinder head with six bolts and for strength and high temperatures.
Page 32: Configuration Diagram
ENGINE <NON-TURBO> - Fuel System FUEL SYSTEM regulator, an electric motor-driven fuel pump, fuel The fuel system for 420A engine consists of electro- filter and fuel tank. magnetic fuel injectors, a fuel rail, a fuel pressure FUEL FLOW DIAGRAM CONFIGURATION DIAGRAM Fuel cut-off valve assembly Fuel pressure regulator...
Page 33: Fuel Tank
ENGINE <NON-TURBO> - Fuel System FUEL TANK sembly is standard equipment on all vehicles. The The fuel tank is made of steel and is arranged under fuel cut-off valve assembly prevents outflow of fuel the rear seat floor for higher safety. The fuel tank even when the vehicle rolls over, assuring a higher has an internally mounted fuel pump assembly and measure of safety.
Page 34: Control System
Major differences from the 1994 4G63 2.0 liter DOHC engine are as follows: Remarks Major difference On Mitsubishi manufactured engines, a fast idle air valve Fast idle air valve is not equipped. is equipped in the throttle body. Closed throttle position switch is not equipped.
Page 35 ENGINE <NON-TURBO> - Control System SYSTEM BLOCK DIAGRAM Power-train control module (PCM) Actuators Sensors MAP Sensor Engine coolant temperature sensor Idle air control motor Throttle position sensor (stepper motor) Crankshaft position sensor MFI relay (ASD relay) MFI relay control (Power supply) Fuel pump control Air conditioning compressor Air conditioning compressor...
Page 36 ENGINE <NON-TURBO> - Control System MULTIPORT FUEL INJECTION (MFI) SYSTEM DIAGRAM al injector module (PCM) a2 Evaporative emission purge solenoid a3 Idle air control motor Fuel pump relay (ASD relay) Power supply Air conditioning compressor clutch relay Vehicle speed sensor Check engine/Malfunction indicator lamp Diagnostic output Park/Neutral position switch...
Page 37 ENGINE <NON-TURBO> - Control Svstem SENSORS MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR The powertrain control module (PCM) supplies 5 mospheric air pressure from the MAP sensor volt- volts direct current to the MAP sensor. The MAP age. While the engine operates, the PCM deter- sensor converts intake manifold pressure into volt- mines intake manifold pressure from the MAP sen- age.
Page 38 ENGINE <NON-TURBO> - Control System ENGINE COOLANT TEMPERATURE SENSOR When the engine is cold, the PCM will demand The coolant temperature sensor provides an input slightly richer air-fuel mixtures and higher idle speeds until normal operating temperatures are The PCM determines engine coolant temperature reached.
Page 39 ENGINE <NON-TURBO> - Control System The throttle position sensor (TPS) connects to the tion. The TPS output voltage to the PCM varies throttle blade shaft. The TPS is a variable resistor from approximately 0.40 volt at minimum throttle that provides the powertrain control module (PCM) opening (idle) to a maximum of 3.80 volts at wide with an input signal (voltage).
Page 40 1-19 ENGINE <NON-TURBO> - Control System The camshaft position sensor attaches to the rear switch switches from high (5.0 volts) to low (0.30 of the cylinder head. A target magnet attaches to volts) as the target magnet rotates. When the north the rear of the camshaft and indexes to the correct pole of the target magnet passes under the sensor, position.
Page 41 ENGINE <NON-TURBO> - Control System The notches generate pulses from high to low in lates crankshaft angle (position). In each group of the crankshaft position sensor output voltage. When timing reference notches, the first notch represents a metal portion of the counterweight aligns with 69 degrees before top dead center (BTDC).
Page 42 I-21 ENGINE <NON-TURBO> - Control System The crankshaft position sensor mounts to the engine block behind the generator, just above the oil filter. AFU0073 HEATED OXYGEN SENSORS As vehicles accumulate mileage, the catalytic con- When a deteriorating catalyst’s efficiency drops be- vertor deteriorates.
Page 43 ENGINE <NON-TURBO> - Control System -Upstream The input from the upstream heated oxygen sensor sensor temperature at all times allows the system tells the PCM the oxygen content of the exhaust to enter into Closed Loop operation sooner. Also, gas. Based on this input, the PCM fine tunes the it allows the system to remain in Closed Loop opera- air-fuel ratio by adjusting injector pulse width.
Page 44 ENGINE <NON-TURBO> - Control System VEHICLE SPEED SENSOR deceleration conditions, the PCM adjusts the idle Vehicles with manual transaxle use a vehicle speed air control motor to maintain a desired MAP value. sensor. The sensor is located in the transaxle exten- Under idle conditions, the PCM adjusts the idle air sion housing.
Page 45 ENGINE <NON-TURBO> - Control System POWER STEERING PRESSURE SWITCH A pressure switch is located on the power steering idle speed. To compensate for the additional engine unit’s body to signal periods of high pump load and load, the PCM increases airflow by adjusting the ‘i/i pressure, such as those which occur during parking idle air control motor.
Page 46 ENGINE <NON-TURBO> - Control System KNOCK SENSOR Knock sensors contain a piezoelectric material The knock sensor threads into the side of the cylinder which constantly detects engine knock vibration and sends an input voltage (signal) to the PCM while sensor detects a knock in one of the cylinders, it the engine operates.
Page 47: Actuators And Control
1-26 ENGINE <NON-TURBO> - Control System ACTUATORS AND CONTROL FUEL INJECTORS The 2.0L engine uses electrically operated top feed sensor inputs. The PCM grounds the MFI and fuel fuel injectors. The MFI relay (automatic shut down pump relays after receiving the camshaft position relay) supplies battery voltage to the fuel injectors.
Page 48 IGNITION COIL The coil assembly consists of 2 coils molded togeth- The MFI relay (automatic shut down relay) provides battery voltage to the ignition coil. The PCM provides head cover. High tension leads route to each cylinder a ground contact (circuit) for energizing the coil. from the coil.
Page 49 ENGINE <NON-TURBO> FUEL PUMP RELAY position sensor does not detect engine rotation, The fuel pump relay supplies battery voltage to the fuel pump. The PCM controls the fuel pump relay the PCM de-energizes the relay after’approximately one second. by switching the ground path for the solenoid side of the relay on and off.
Page 50 1-29 ENGINE <NON-TURBO> DUTY CYCLE EVAP PURGE SOLENOID grammed time delay ends. During Closed Loop op- The duty cycle EVAP purge solenoid regulates the eration, the PCM energizes and de-energizes the rate of vapor flow from the EVAP canister to the solenoid 5 to 10 times per second, depending upon throttle body.
Page 51 ENGINE <NON-TURBO> - Control System ELECTRIC EGR TRANSDUCER The Electronic EGR Transducer (EET) contains an and back-pressure closes the transducer bleed electrically operated solenoid and a back-pressure valve, vacuum flows through the transducer to oper- controlled vacuum transducer. The PCM operates ate the EGR valve.
Page 52: Diagnostic System
1-31 ENGINE <NON-TURBO> - Control Svstem DIAGNOSTIC SYSTEM MALFUNCTION INDICATOR LAMP (MIL) The PCM provides the ground path for the malfunc- If the PCM detects active engine misfire severe enough to cause catalyst damage, it flashes the tion indicator lamp (Check Engine light in the gauge cluster on the instrument panel).
Page 53 1-32 ENGINE <NON-TURBO> In addition to illuminating the MIL lamp, a diagnostic the PCM’s software to determine not only if these trouble code (DTC) is stored in the Powertrain Con- specific systems are operating, but if they are operat- trol Module (PCM) and can be retrieved by a service ing within pre-established limits.
Page 54 1-33 ENGINE <NON-TURBO> - Control System DTC Identification, Maturation, and Erasure Once a test has been run, the diagnostic system DTC’s are erased if the component passes the diag- determines whether the system has passed or failed. nostic test in the course of a number of subsequent It must then determine if the test has failed the warm-up cycles.
Page 55 ENGINE <NON-TURBO> - Control System Test condition There are a large number of tests waiting to be The diagnostic system does not run the test performed once the vehicle is stat-ted. It is the diag- monitoring catalyst operation if the EGR monitor ‘d nostic system’s job to see that these tests are not test is being run.
Page 56 ENGINE <NON-TURBO> - Control System Diagnostic trouble code No. Diagnostic items Scan tool General scan (MUT-II) PO123 Throttle position sensor voltage high PO117 Engine coolant temperature sensor voltage too low Engine coolant temperature sensor voltage too high PO118 Upstream H02S stays at center PO134 Engine is cold too long PO500...
Page 57 ENGINE <NON-TURBO> - Control System Diagnostic trouble code No. Diagnostic items Scan tool General scan (MUT-II) PO1 39 Downstream H02S stays at center <MTT> PO141 Downstream H02S heater failure <M/T> PO300 Multiple cylinder misfire* <M/T> PO301 Cylinder #l misfire* <M/T> PO302 Cylinder #2 misfire* <M/T>...
Page 58 ENGINE <NON-TURBO> - Control Svstem MAIN MONITORS To meet OBD II requirements, the on-board diagnos- Each of the main monitors is listed below with a brief background explanation and a description of tic system must monitor the electrical input signals how the monitor operates.
Page 59 ENGINE <NON-TURBO> - Control Svstem Operation Once it reaches its operating temperature of 572” circuit, or does not function at all, prior to OBD to 662”F, the sensor generates a voltage inversely II, it was impossible to identify sluggish or marginal proportional to the amount of oxygen in the exhaust.
Page 60 ENGINE <NON-TURBO> - Control System Background In order for the 02 sensor to function properly, the flow to decrease. The 02 sensor’s heater maintains the temperature of the sensor to around 1200°F. After the engine has started, the upstream 02 sen- temperature, the O2 sensor is equipped with a Posi- sor’s information is used by the PCM to assist in tive Thermal Coefficient (PTC) heater element.
Page 61 ENGINE <NON-TURBO> - Control System Catalyst Monitor U71AK42AA Current vehicles use a three-way catalytic converter monoxide, and nitrogen oxide) produced in the com- to reduce emission of harmful gases. The converters bustion chamber. The catalyst monitor uses a pair :j are referred to as three-way because they specifical- of inputs to indirectly measure just how effective ly address three pollutants (hydrocarbons, carbon...
Page 62 I-41 ENGINE <NON-TURBO> - Control System oxygen sensor approaches that of the upstream A functioning converter stores oxygen so it can be sensor. The system is monitored so that when the used for oxidation of hydrocarbons (HC) and carbon switch rate of the downstream sensor reaches 90% monoxide (CO).
Page 63 1-42 ENGINE <NON-TURBO> - Control System Fuel System Monitor Background To control the level of undesirable emissions, the comes leaner) can be found. This is also the point fuel system must be able to maintain strict control where the catalytic converter is most efficient at of the air/fuel ratio.
Page 64 I-43 ENGINE <NON-TURBO> - Control System Operation Coolant Temperature (ECT) Sensor, Intake Air Tem- The Power-train Control Module (PCM) varies the pulse width of the fuel injectors to provide precise perature (IAT) Sensor. Vehicle Speed Sensor (VSS) and battery voltage all have varying levels of influ- control of the air/fuel mixture.
Page 65 ENGINE <NON-TURBO> - Control Svstem To control air/fuel ratio feedback, the PCM uses short term correction and long term memory. Before the PCM can alter the programmed injector pulse width, it must enter closed loop operation. The re- quirements for closed loop operation are listed be- Once in the closed loop control, the feedback sys- low: tems begin to operate.
Page 66 ENGINE <NON-TURBO> - Control System If the oxygen sensor registers a rich or lean condition For example: The 02 sensor switches lean to rich. Short term while driving in this cell, the cell will require updating compensation kicks in lean, then ramps lean until to aid in fuel control.
Page 67 1-46 ENGINE <NON-TURBO> - Control System Long term memory also has control over pulse width cent of pulse width compensation it provides in this by being able to increase or decrease the pulse memory cell is 0%. The long term memory returns width stored in the cell by up to 25%.
Page 68 ENGINE <NON-TURBO> - Control System Misfire Monitor Background Operation Misfire is defined by the California Air Resources The OBD II misfire monitor uses information pro- Board as the lack of combustion in a cylinder due vided by the crank position sensor to determine to absence of spark, poor fueling, compression, engine rpm and detect slight variations due to engine or any other cause.
Page 69 ENGINE <NON-TURBO> - Control System The threshold for determining what amount of rpm 200 Rev Misfire change indicates misfire varies with engine speed If the monitor detects misfire in more than 15% and load. This is required because as engine speed of cylinder firing opportunities during any 200 revolu- increases or load decreases, the overall effect of tion monitored segment, the MIL immediately begins...
Page 70 ENGINE <NON-TURBO> - Control System Exhaust Gas Recirculation Monitor Background Exhaust Gas Recirculation (EGR) is a method of reduce the high cylinder operating temperatures reducing oxides of nitrogen (NOx) emissions by where NOx is most likely to occur. Lower combustion introducing non-combustible exhaust gases into the chamber temperatures result in lower NOx emis- combustion chamber.
Page 71 ENGINE <NON-TURBO> - Control System Operation The EGR system consists of a vacuum solenoid, sure causes the transducer diaphragm to modulate. back pressure transducer and a vacuum operated This allows intake manifold vacuum to reach the L) valve. When activated, the solenoid allows vacuum EGR valve.
Page 72 ENGINE <NON-TURBO> - Control System The detect operation of the system, the solenoid gen in the exhaust gases and cause the short term is disabled and the 02 compensation control is moni- control to shift rich. The amount of the shift indirectly monitors the operation of the system.
Page 73: Data Transmission System
ENGINE <NON-TURBO> - Control System DATA TRANSMISSION SYSTEM The power train control module (PCM) and transaxle munication line and displays the data on the display. control module (TCM) transfer control data to and (Various types of data are also received by the scan from each other via a data communication system.
Page 74 ENGINE <NON-TURBO> - Control System Bus+ and Bus- Circuits from inducing electromagnetic interference (EMI) The data transmission system has two wires con- into the bus circuits. is Bus+, and the other is Bus-. For proper commu- If the twists are not maintained throughout the bus nication, the wires must be twisted together at 1.75”...
Page 75 1-54 ENGINE <NON-TURBO> - Control System Biasing 5 volt supply Both bus circuits are biased (supplied voltage) to approximately 2.5 volts. The Bus+ and Bus- circuits are biased through a series circuit (see the illustration at left). The bus current travels from a 5 volt source through a 13k ohm resistor to Bus-, then through a 120 ohm termination resistor to Bus+, and then resistor...
Page 76 1-55 ENGINE <NON-TURBO> - Control System Bus Communication Communication is based on voltage differential be- For communication to occur, the following basics tween the two bus wires. The differential occurs are needed: when two parts of the communication chip, the cur- rent sink and the current source, are used by the parallel to all modules.
Page 77: Engine Electrical
1-56 ENGINE <NON-TURBO> - Engine Electrical ENGINE ELECTRICAL GENERATOR The generator is mounted on the right side of the The output voltage of the generator is regulated engine, and is secured to the cylinder block with by the power train control module. a pivot bracket and an adjustment bracket.
Page 78: Emission Control System
ENGINE <NON-TURBO> - Emission Control System EMISSION CONTROL SYSTEM GENERAL INFORMATION The exhaust emissions-control system reduces the There are three sources of vehicle exhaust emis- amount of carbon monoxide, hydro carbon and ox- sions generated: the exhaust gases resulting from ides of nitrogen in the exhaust gases by adding combustion, the blow-by gases generated within the exhaust gas recirculation device and the catalytic...
Page 79: Positive Crankcase Ventilation System
1-58 ENGINE <NON-TURBO> - Emission Control Svstem POSITIVE CRANKCASE VENTILATION SYSTEM The positive crankcase ventilation system is a sys- The positive crankcase ventilation valve is designed tern for preventing the escape of blow-by gases to lift the plunger according to the intake manifold from inside the crankcase into the atmosphere.
Page 80: Evaporative Emission Control System
ENGINE <NON-TURBO> - Emission Control System EVAPORATIVE EMISSION CONTROL SYSTEM During the cold start warm-up period and the hot The evaporative emission control system prevents the emission of fuel tankvapors into the atmosphere. start time delay, the PCM does not energize the solenoid.
Page 81: Exhaust Gas Recirculation (Egr) System
ENGINE <NON-TURBO> - Emission Control System EXHAUST GAS RECIRCULATION (EGR) SYSTEM The exhaust gas recirculation (EGR) system lowers The EGR flow rate is controlled by the EGR valve the nitrogen oxide (NOx) emission level. When the so as not to decrease the driveability. air/fuel mixture combustion temperature is high, a The EGR system contents: large quantity of nitrogen oxides (NOx) is generated...
Page 82 1-61 ENGINE <NON-TURBO> - Mount MOUNT and top of the transaxle to effectively control engine The engine mounts use a principal axis inertia sup- vibration. port system. This support method on the principal axis inertia is a structure that supports the top of the engine FEATURES Brackets cast from aluminum are used for the The mount elements are arranged near the roll...
Page 83: Acceleration System
ENGINE <NON-TURBO> - Acceleration System ACCELERATION SYSTEM ACCELERATOR PEDAL AND ACCELERATOR CABLE The accelerator pedal side end of the cable is pro- The accelerator system is a cable and suspended pedal combination. vided with a plastic bushing which effectively sup- presses the noise that would result from direct con- tact of the cable and the accelerator arm.
Page 84: Auto-Cruise Control System
ENGINE <NON-TURBO> - Acceleration System AUTO-CRUISE CONTROL SYSTEM By using the auto-cruise control, the driver can drive The control unit is incorporated in the engine control at the speed he likes [in a range of approximately module. Transmission of information including ve- 56 to 137 km/h (35 to 65 mph)] without depressing the accelerator pedal.
Page 85 ENGINE <TURBO> - General Information GENERAL INFORMATION This 4G63-DOHC engine with turbocharger is essentially the same as the one currently used for Eclipse. MAJOR SPECIFICATIONS Specifications Items Total displacement 1,997 (121.9) 85.0 (3.35) x 88.0 (3.46) Bore x Stroke mm (in.)
Page 86: Cooling System
ENGINE <TURBO> - Cooling System COOLING SYSTEM The cooling fan control has been integrated The cooling system is of the water-cooled, forced into the centralized control by the engine control circulation type with the following features: module for better cooling efficiency, better fuel A small-size, high-performance radiator has consumption, less noise, and better accelera- been adopted for better cooling efficiency and...
Page 87 1-66 ENGINE <TURBO> - Cooling System SPECIFICATIONS Items Specifications Water-cooled pressurized, forced circulation Cooling method with electrical fan Radiator Pressurized corrugated fin type Thermostat Wax pellet type with jiggle valve Water pump Impeller of centrifugal type Drive method Drive belt CONSTRUCTION Radiator fan assembly...
Page 88: Intake And Exhaust
I-67 ENGINE <TURBO> - Intake and Exhaust INTAKE AND EXHAUST The intake and exhaust manifolds are basically the same as the once currently used. EXHAUST PIPE to minimize vibration transmission from the exhaust The exhaust pipe consists of three parts: a front system to the body.
Page 89: Fuel Flow Diagram
1-68 ENGINE <TURBO> - Fuel System FUEL SYSTEM The fuel system of the 4G63 engine consists of sure regulator, an electric motor-driven fuel pump, fuel filter and fuel tank. FUEL FLOW DIAGRAM Intake manifold Fuel CONFIGURATION DIAGRAM Fuel cut-off Evaporative emission canister Fuel rail...
Page 90 ENGINE <TURBO> - Fuel System FUEL TANK Features cAWD> The fuel tank is the same as the one of the 420A Light weight - 20% weight reduction as engine. (Refer to P. 1-12.) compared with a steel tank Increased tank capacity due to improved space efficiency Highly rust-resistant The fuel tank is made from a high density polyethyl-...
Page 91 ENGINE <TURBO> - Control System CONTROL SYSTEM N71 BKOOAA GENERAL INFORMATION Except the following improvements, the MFI system is essentially the same as the one used on the 1994 4G63 2.0-liter DOHC engine. Major improvements Remarks ECU control of the generator is adopted. Improves idling speed stability electric loads.
Page 92 ENGINE <TURBO> - Control System SYSTEM BLOCK DIAGRAM Sensors Engine control module (ECM) Actuators Volume air flow sensor Intake air temperature sensor Barometric pressure sensor Engine coolant temperature sensor Idle air control motor Idle air control Throttle position sensor Ignition timing control Ignition coil Closed throttle position switch Engine and transaxle...
Page 93 1-72 ENGINE <TURBO> - Control System SYSTEM DIAGRAM al injector a3 Idle air control motor a7 Turbocharger waste gate solenoid Fuel pump relay Air conditioning compressor clutch relay Check engine/Malfunction indicator lamp Diagnostic output Vehicle speed sensor A/C switch Purge control valve Evaporative Idle air control motor emission...
Page 94 ENGINE <TURBO> - Control System SENSORS GENERATOR FR TERMINAL Voltage regulator Generator Engine control module Terminal FR of the generator inputs the ON/OFF voltage at terminal FR is low when the power state of the generator field coil to the engine control transistor is ON, and high when the power tran- module.
Page 95 1-74 ENGINE <TURBO> - Control System ACTUATORS AND CONTROL FAN MOTOR RELAY (RADIATOR AIR CONDITIONING CONDENSER) This relay controls the radiator fan and air condition- control module. ing condeser fan based on signals from the engine GENERATOR G TERMINAL N71 BK2SAA The engine control module limits the generator out- generator terminal G and the ground.
Page 96 ENGINE <TURBO> - Control System Voltage regulator Generator Engine control module S terminal voltage: 12.3 V or more When generator terminal G is short-circuited to the transistor is forced to OFF to adjust the output volt- ground (let this be 0% duty), the Trt stays in the age to 12.3 V.
Page 97 ENGINE <TURBO> - Control Svstem COOLING FAN CONTROL This sytem is similar to the one introduced on the regardless of the engine coolant temperature and 1994 Galant. vehicle speed. Two transistors inside the engine control module When the engine coolant temperature is faulty, control the radiator fan and the air conditioning con- the fan motors (radiator and condenser) are denser fan motor according to the engine coolant...
Page 98 1-77 ENGINE <TURBO> - Control System GENERATOR CURRENT CONTROL During the period the engine is in operation, the Under the following conditions, however, this control is not achieved. engine ECM achieves duty control of the continuity between generator terminal G and the ground. (In High engine speed this case, the OFF duty of terminal G is controlled Engine coolant ternperature 50°C or lower...
Page 99 ENGINE <TURBO> - Control System DIAGNOSTIC SYSTEM DESCRIPTION OF OBD-II SYSTEM The engine control module (ECM) monitors its input/ is memorized. In this case, send the diagnostic output signals. Some signals are monitored all the trouble code erase signal from the scan tool to the time, and others only under specified conditions.
Page 100 ENGINE <TURBO> - Control System Items indicated by Check Engine/Malfunction indicator lamp NOTE After lighting the Engine Check/Malfunction indi- After detecting a fault, the engine control module (ECM) lights the Check Engine/Malfunction indi- does not detect the same fault in three consecu- tive operations (provided that the operations in an operation following the next engine start.
Page 101 ENGINE <TURBO> - Control System DIAGNOSTIC TROUBLE CODES The diagnostic items are shown in the following table. Diagnostic trouble code No. Diagnostic items General scan tool Scan tool mode mode PO1 00 PO100 Volume air flow circuit malfunction PO105 PO105 Barometric pressure circuit malfunction PO110 PO110...
Page 102 ENGINE <TURBO> - Control Svstem Diagnostic trouble code No. Diagnostic items General scan tool Scan tool mode mode PO505 Idle control system malfunction A cable from transmission control module for transmission of PO600 torque reduction signal PO700 Transmission* Ignition timing adjustment circuit malfunction Manifold Differential Pressure (MDP) sensor circuit malfunction NOTE: SERVICE DATA REFERENCE TABLE...
Page 103 ENGINE <TURBO> - Control System General scan Scan tool Item No. Inspection item tool mode mode Heated oxygen sensor (Rear) Long term fuel trim - Bank 1 Short term fuel trim - Bank 1 Calculated load value Fuel control state Manifold differential pressure sensor I ACTUATOR TEST REFERENCE TABLE N71BK73AA...
Page 104: Main Monitors
I-83 ENGINE <TURBO> - Control Svstem MAIN MONITORS CATALYST MONITORING (2) Malfunction criteria (1) Monitoring method If RF becomes larger than the predetermined Conversion efficiency is monitored on the FTP (Federal Test Procedure) basis. value, a catalyst malfunction is indicated. Calculate a frequency ratio (RF) of output signals, oscillating from lean to rich or vice versa, from the front and rear 02 sensors...
Page 105 ENGINE <TURBO> - Control System OXYGEN SENSOR MONITORING (1) Monitoring method (2) Malfunction criteria Detect the response time of front 02 sensor If the response time value is larger than the predetermined value, an 02 sensor malfunction output signals when air-fuel ratio is changed intentionally from lean to rich or rich to lean is indicated.
Page 106 ENGINE <TURBO> The generator, starter motor and ignition system are basically the same as the current ones. GENERAL INFORMATION Other features of the system are essentially The manifold pressure sensor is adopted to the same as the ones of the current system. monitor the EGR system.
Page 107 ENGINE <TURBO> - Emission Control System EXHAUST GAS RECIRCULATION (EGR) SYSTEM The EGR flow rate is controlled by the EGR valve The exhaust gas recirculation (EGR) system lowers so as not to decrease the driveability. the nitrogen oxide (NOx) emission level. When the air/fuel mixture combustion temperature is high, a The EGR system contents: large quantity of nitrogen oxides (NOx) is generated...
Page 108: Mount
I-87 ENGINE <TURBO> MOUNT The mounts are basically the same as used on engine and transaxle is reversed from that on 420A engine. 420A engine except that the arrangement of the Crossmember FRONT Centermember Engine Dynamic mount damper Engine Transaxle mount Dynamic mount...
Page 109: Accelerator Pedal And Accelerator Cable
ENGINE <TURBO> ACCELERATOR PEDAL AND ACCELERATOR CABLE The accelerator pedal and accelerator cable are the same as used on 420A engine. (Refer to P.l-62) AUTO-CRUISE CONTROL SYSTEM By using the auto-cruise control, the driver can drive for an expansion of conformity to differences at the speed he likes [in a range of approximately in engine output but also for better response.
Page 110 ENGINE <TURBO> - Acceleration System Components and Functions sensor sensor Auto-cruise control indicator light...
Page 111 Components Function Vehicle speed sensor It generates a pulse signal proportional to vehicle speed (revolving speed of the transaxle output gear). Control unit It receives signals from the vehicle speed sensor and each switch, and uses a micro-computer to control all functions of the auto-cruise control.
Page 112 ENGINE <TURBO> AUTO-CRUISE CONTROL UNIT The control unit is made up of the input interface ing to the program in the micro-computer memory and outputs control signals to the actuator. It also circuit, micro-computer, constant voltage power sup- ply circuit, micro-computer monitor circuit and output outputs system diagnostic test code results and conditions of input signals to the diagnostic output interface circuit.
Page 114: Table Of Contents
POWER TRAlN CONTENTS AUTOMATIC TRANSAXLE ....35 MANUAL TRANSAXLE ..... 5 Construction and Operation cF5MCl>...
Page 115 POWER TRAIN The clutch is a dry single-disc, diaphragm type; The automatic centering type release bearing has ‘d hydraulic pressure is used for clutch control, been adopted. SPECIFICATIONS Items Non-turbo Turbo Clutch operating method Hydraulic type Clutch disc type Single dry disc type Clutch disc facing diameter O.D.
Page 116: Clutch Control
POWER TRAIN - Clutch CLUTCH CONTROL A hydraulic system has been adopted for the control of the clutch. It offers the following features. switch has been equipped (within the pedal sup- A clutch fluid chamber and a compression type port bracket) turnover spring have been adopted for better <Turbo>...
Page 117: Inter-Lock Switch
POWER TRAIN - Clutch INTER-LOCK SWITCH Inter-lock The inter-lock switch is a switch provided in order to prevent sudden movement of the vehicle when the engine is started. d Thus, the starter motor will not be switched ON unless the clutch pedal is depressed, thereby switching OFF the inter-lock switch.
Page 118 POWER TRAIN - Manual Transaxle and W5M33 have been provided. same as the conventional ones. transaxle produced by Chrysler Corporation, while SPECIFICATIONS Drive type Transmission model Engine model Non-turbo Turbo Turbo Transmission type constant mesh constant mesh constant mesh Gear ratio (number of teeth) 3.538 (46/l 3) 3.090 (34/l 1) 3.083 (37/l 2)
Page 119 POWER TRAIN SECTIONAL VIEW 4 5 6 9. Differential 1. Reverse brake 10. 1 st speed gear 2. 5th synchronizer 11. 1 st synchronizer 5th speed gear 12. 2nd synchronizer 4th speed gear 13. 2nd speed gear 5. 4th synchronizer 14.
Page 120 POWER TRAIN - Manual Transaxle 1. Clutch housing 2. Input shaft 3. Bearing retainer 4. 1 st speed gear 5. 1 stPnd synchronizer 6. 2nd speed gear 7. 3rd speed gear 8. 3rd-4th synchronizer 9. 4th speed gear 10. 5th speed gear 11.
Page 121 POWER TRAIN 1. Clutch housing 2. Input shaft 3. Bearing retainer 4. 1st speed gear 5. 1 stPnd synchronizer 6. 2nd speed gear 7. 3rd speed gear 8. 3rd-4th synchronizer 9. 4th speed gear 10. 5th speed gear 11. 5th synchronizer 12.
Page 122: Transaxle Case
POWER TRAIN CONSTRUCTION AND OPERATION <F5MCl> Transaxle Case case housing and rear case housing are made of The transaxle case assembly consists of front case cast aluminum. housing, rear case housing and rear cover. Front FRONT CASE HOUSING The clutch housing and front case are a one-piece aluminum casting for reduced weight.
Page 123: Power Flow
POWER TRAIN 1 Manual Transaxle Power Flow The F5MCl transaxle is a fully synchronized (except until a synchronizer is engaged. When the synchro- reverse), constant mesh transaxle. “Constant Mesh” nizer engages a speed gear, power is transferred means that all of the forward gears are constantly to the output shaft, then out to the wheels.
Page 124 POWER TRAIN NEUTRAL The input shaft supplies input power. First and se- ers are not engaged with any of the gears, power is not transferred to the output shaft. engaged with speed gears. Because the synchroniz- 0475-062...
Page 125 POWER TRAIN FIRST GEAR The 1-2 synchronizer sleeve moves forward to en- The sleeve turns the synchronizer hub and output gage the clutch teeth on the first-speed gear. The shaft. The output shaft pinion gear turns the differen- power coming in the input shaft goes through the tial ring gear.
Page 126 POWER TRAIN SECOND GEAR sleeve. The sleeve turns the synchronizer hub and The 1-2 synchronizer sleeve moves rearward to the output shaft, The output shaft pinion gear turns engage the clutch teeth on the second-speed gear. the differential ring gear. The gear ratio for second I_ The power coming in the input shaft goes through is 2.13:1.
Page 127 POWER TRAIN THIRD GEAR The 3-4 synchronizer sleeve moves forward to en- speed gear and the output shaft. The output shaft gage the third-speed gear clutch teeth. Input power pinion gear turns the differential ring gear. The gear goes through the input shaft, into the 3-4 synchroniz- ratio for third is 1.36:1 er hub.
Page 128 POWER TRAIN FOURTH GEAR sleeve, fourth speed gear and the output shaft. The The 3-4 synchronizer sleeve moves rearward to output shaft pinion gear turns the differential ring gear. The gear ratio for fourth is 1.03:1 power goes through the input shaft, into the 3-4 synchronizer hub.
Page 129 POWER TRAIN FIFTH GEAR The 5-R synchronizer sleeve moves forward to en- fifth speed gear and the output shaft. The output gage the fifth-speed gear clutch teeth. Input power shaft pinion gear turns the differential ring gear. goes through the input shaft, into the 5-R synchroniz- The gear ratio for fifth is 0.81 :l er hub.
Page 130 POWER TRAIN REVERSE GEAR The 5-R synchronizer sleeve and the reverse idler idler gear, and into the 1-2 synchronizer sleeve. gear move rearward and engages with both input The sleeve turns the synchronizer hub and output shaft reverse gear and the gear teeth around the shaft.
Page 131: Power Train Component
POWER TRAIN Power Train Component INPUT SHAFT The front of the shaft is supported by a roller bearing the shaft is supported by a sealed ball bearing in in the front transaxle case housing. The rear of the rear case. Rear sealed ball bearing Input...
Page 132 2-19 - Manual Transaxle POWER TRAIN Input Shaft Bearing Assembly An input shaft bearing assembly is pressed into the front case of the transaxle. The assembly consists of the bearing housing, bearing, and seal. The seal prevents transmission fluid leakage into the clutch disc area.
Page 133 2-20 POWER TRAIN - Manual Transaxle Input Shaft Assembly The input shaft transmits engine torque to the trans- fifth speed gears, snap rings, caged needle bearings axle. The assembly consists of the input shaft, 3-4 and thrust washers. and 5-R synchronizer assemblies, third, fourth and 5th speed gear 3-4 sleeve 1 st gear...
Page 134 POWER TRAIN shaft gears. The speed gears all have clutch teeth First, second and reverse gears are machined on and cones, which are used to equalize shaft speeds the shaft. Third, fourth and fifth speed gears ride during shifts. The clutch teeth engage with the syn- on caged needle bearings that rotate on the shaft chronizer sleeves and the cones engage with the journals.
Page 135 POWER TRAIN OUTPUT SHAFT The front of the output shaft is supported by a roller The rear of the output shaft is supported by a sealed bearing that rides in the front transaxle case housing. ball bearing in the rear case. Front roller Output shaft...
Page 136 POWER TRAIN Output Shaft Assembly The output shaft assembly transmits torque from supported by the front case. The rear of the shaft the input shaft to the differential ring gear. The front is supported by a sealed ball bearing located in of the output shaft rides in a caged roller bearing the rear case.
Page 137 POWER TRAIN The assembly consists of the output shaft, l-2 syn- are heated and pressed on the output shaft. Individu- chronizer assembly, first and second speed gears, al components are not serviceable because of the snap rings and needle bearings. First and second- heat and press operations, if any of the components speed gears use caged needle bearings that rotate fail the entire assembly must be replaced.
Page 138 POWER TRAIN REVERSE IDLER The reverse idler gear shaft is supported by the front and rear cases. Reverse idler gear Rear case support Front case...
Page 139 POWER TRAIN - Manual Transaxle Reverse Idler Gear The reverse idler gear slides into mesh with the input shaft Reverse idler reverse gear and the gear teeth around the 1-2 synchronizer sleeve. The idler gear allows the output shaft to turn in the opposite direction for reverse operation.
Page 140 POWER TRAIN DIFFERENTIAL ASSEMBLY The differential assembly is supported by two ta- pered roller bearings, one in the front case housing and the other in the rear case housing. Front tapered roller bearing roller bearing Differential assembly...
Page 141 POWER TRAIN Differential The F5MCl differential assembly is similar to previous trans- axles, except the vehicle speed sensor drive gear is mounted on the differential case. The ring gear is an open center design and is bolted to the differential case. The pinion gear of the output shaft is in constant mesh with the ring gear which pro- vides torque to the differential.
Page 142 2-29 POWER TRAIN Synchronizer 1-2 synchronizer is mounted on the output shaft Three synchronizer assemblies are used in the assembly. are mounted on the input shaft assembly and the 3-4 synchronizer 5-R synchronizer Input shaft l-2 synchronizer...
Page 143 POWER TRAIN SYNCHRONIZER COMPONENTS The synchronizer assemblies contain a sleeve, hub, struts, Sleeve springs and detent balls. The sleeve has inner splines that ‘d Detent slide on the hub and an outer radial slot that engages the ball (3) shift fork. The hub has inner splines that engage the shafts and outer splines that the sleeve rides on.
Page 144: Shift System
POWER TRAIN The assembly looks and functions much like a synchronizer. It consists of a stop ring, friction cone, shim, needle bearing and bearing race. If a shift to reverse is attempted before the clutch completely Stop ring cone spins down (stops turning) the brake will stop the input shaft before the idler gear engages any other gear.
Page 145 POWER TRAIN - Manual Transaxle SHIFT SELECTOR ASSEMBLY The shift selector assembly moves the appropriate shift fork based on the drivers selection. The assembly consists of the selector, shaft, housing, and pin. Selector housing The selector housing blocks the other shift forks and prevents a shift into two gears at the same time.
Page 146 2-33 POWER TRAIN - Manual Transaxle When the 3-4 shift fork moves to the front of the transaxle, third gear is obtained. When it moves to the rear of the transaxle, fourth gear is obtained. When the 5-R shift fork moves to the front of the transaxle, fifth gear is obtained.
Page 147 2-34 POWER TRAIN - Manual Transaxle TRANSAXLE CONTROL N72ZClOAA The shift cable and selector cable are equipped Also, the shift cable bracket on the shift lever end with bushings on their transaxle ends to absorb uses rubber to provides elastic support to the shift ;L) minute vibrations from the engine and transaxle.
Page 148: Automatic Transaxle
POWER TRAIN - Automatic Transaxle AUTOMATIC TRANSAXLE N72MOOAA The automatic transaxle comes in three models: Corporation. for 4G63-DOHC-T/C. as the previous models. automatic transaxle newly developed for SPECIFICATIONS Provided (2nd to 4th) Gear ratio (Total gear ratio)
Page 149 POWER TRAIN Drive system Provided Self-diagnosis function Fail-safe function Provided Provided Data list function Actuator forced drive function Provided 6.7 (7.1) ATF capacity 8.6 (9.1) Speedometer gear ratio...
Page 150 POWER TRAIN - Automatic Transaxle SECTIONAL VIEW 10. Low/Reverse clutch 1. Damper clutch 11. Output speed sensor 2. Torque converter 3. Case 12. Planetary gear set 4. Oil pump 13. Output shaft gear 5. Input speed sensor 14. Transfer shaft 15.
Page 151 POWER TRAIN TFA0540 1. Damper clutch 9. Transfer idler gear 2. Torque converter 10. Rear cover 3. Oil pump Input shaft 4. Front clutch 12. Transfer drive gear 5. Kick-down brake 13. End clutch 6. Rear clutch 14. Transfer shaft 7.
Page 152 POWER TRAIN 4 5 6 T F A 0 9 2 8 12. Transfer drive gear 1. Damper clutch 13. End clutch 2. Torque converter 14. Transfer driven gear 3. Oil pump 15. Center differential 4. Front clutch 16. Viscous coupling 5.
Page 153 POWER TRAIN - Automatic Transaxle CONSTRUCTION AND FUNCTION <F4ACl> Transaxle assembly 9321-415 The transaxle consists of the torque converter, The gear train consists of three sets of multiple oil pump, gear train and valve body. disc type input clutch, two sets of multiple disc The torque converter incorporates the damper type holding clutch and one set of Simpson clutch and is of the 3-element, single stage,...
Page 154 POWER TRAIN TORQUE CONVERTER Torque converter clutch operation is controlled by the TCM through the solenoid assembly and valve body as mentioned. The clutch lining material is not bonded to either the piston or the torque converter cover in the F4ACl transaxle, it is free floating.
Page 155 POWER TRAIN CLUTCH All flve clutches in the F4ACl transaxle are applied clutches. With the exception of direct gear, one input hydraulically. Four of the clutches are released with clutch and one holding clutch must be applied to d obtain a gear range. In direct gear, two input clutches spring.
Page 156 2-43 POWER TRAIN Underdrive Clutch Underdrive Rear sun clutch gear Hub - hub shaft Input clutch reiainer The underdrive clutch is located in the front of the input clutch retainer. Line pressure is supplied to returns with tension from the coil spring between the clutch from the valve body, through passages the piston and spring retainer.
Page 157 2-44 POWER TRAIN - Automatic Transaxle The overdrive clutch is the center clutch in the input the OD/REV clutch piston. The pressure pushes clutch assembly. The clutch pack is held on the the piston forward and applies the overdrive clutch. retainer, and the piston that applies the clutch is The clutch pack is compressed against the same located around the outside of the retainer.
Page 158 2-45 POWER TRAIN Holding Clutches 2-4 Clutch 2-4 clutch Front sun gear hub Transaxle case / Piston Separator retainer spring plates Snao Piston applied hydraulically, it locks or secures the front The 2-4 clutch is one of two clutches located in sun gear/hub assembly to the case so it does not the rear portion of the transaxle case.
Page 159 2-46 POWER TRAIN Low/Reverse Clutch Low-reverse Front planetary clutch carrier Transaxle case / Piston Separator retainer plates Snap ring spring Reaction Piston plate Clutch snap ring discs The second clutch, located in the rear of the trans- The clutch is applied with line pressure from the axle case, is the Low Reverse (L/R) clutch.
Page 160 POWER TRAIN POWER TRAIN Planetary Geartrain Assembly Front sun gear assembly front annulus rear annulus gear assembly assembly sists of two sun gears, two planetary carriers, two The entire planetary gear-train is located behind the input clutch assembly and is inside the 2-4 and Front Sun Gear Assembly The front sun gear assembly rides in the center of the front 2-4 clutch...
Page 161 2-48 POWER TRAIN - Automatic Transaxle Rear Carrier Assembly The rear planetary carrier, front annulus (ring) gear and output shaft are all one assembly. The rear carrier assembly is respon- sible for providing all output power for the transaxle assembly. In other words, all output from the transaxle must go through the rear carrier.
Page 162 2-49 POWER TRAIN First Gear Underdrive clutch applied Low-reverse clutch applied (turns rear sun) (holds rear annulus/front carrier) to “walk around” the inside of the stationary rear In first gear range, torque input is through the under- drive clutch to the underdrive hub assembly. The carrier and cause the rear carrier assembly to rotate underdrive hub is splined to the rear sun gear.
Page 163 POWER TRAIN Third Gear (turns rear sun) (turns front carrier/rear annulus) In third gear, two input clutches are applied to provide nents (rear sun gear and rear annulus gear) rotating torque input; the underdrive and overdrive clutches. at the same speed and in the same direction. This The underdrive clutch rotates the rear sun gear, effectively “locks”...
Page 164 POWER TRAIN Reverse Gear Reverse clutch applied Low-reverse clutch applied (turns front sun) (holds rear annulus front carrier) rotates the front carrier assembly pinions. The front In reverse, input power is through the reverse clutch. carrier is being held by the UR clutch so the pinions When applied, the reverse clutch drives the front are forced to rotate the Jnt annulus/rear carrier sun gear through the overdrive hub and shaft.
Page 165 POWER TRAIN - Automatic Transaxle Final Drive Gears and Differential Differential The final drive gears include the transfer shaft which has a pinion gear on one end and the differential ring gear which is driven by the transfer shaft pinion gear. The ring gear is bolted to the differential case and when rotated drives the case.
Page 166 POWER TRAIN Hydraulic Control System Pump Reaction shafi housing support OIL PUMP The oil pump is located in the pump housing inside the bell housing of the transaxle case. The F4ACl uses a crescent type gear pump. The inner gear is driven by the torque converter hub.
Page 167 POWER TRAIN Retainer Valves removed Valves installed The F4ACl has a relatively simple, cast aluminum and to direct fluid to the clutches, torque converter, valve body that uses only five valves. No governor lubrication system, and the solenoid/valves by pressure or throttle pressure is used to operate means of the manual and switch valves.
Page 168 2-55 POWER TRAIN Regulator Valve Torque converter Overdrive clutch Solenoid The regulator valve has one function, to regulate or control control valve hydraulic pressure in the transaxle. The pump supplies unregu- lated pressure to the regulator valve. The regulator valve con- trols or limits pump pressure.
Page 169 2-56 POWER TRAIN - Automatic Transaxle Converter Clutch Control Valve The CC control valve has the job of controlling the back or “on” side of the torque converter clutch. When the TCM ener- “L) gizes the LR/CC solenoid to engage the converter clutch piston, the CC control valve and T/C control valves move to the left.
Page 170 POWER TRAIN Manual Valve The manual valve is operated by mechanical shift linkage only. Its job is to send line pressure to the appropriate hydraulic circuits and solenoids. The valve has three operating ranges or positions. The valve is shifted to the left position when Over- drive (OD), Drive (3) or Low (L) is selected.
Page 171 POWER TRAIN - Automatic Transaxle Underdrive clutch When these two solenoids are not energized by the TCM, their check balls prevent venting of a clutch. In this position ‘d the check balls allow line pressure to reach the desired clutch. These solenoids allow oil pressure to the clutch when de-ener- gized and are referred to as normally applied valves.
Page 172 POWER TRAIN Thermal Valve The thermal valve is a bi-metallic shutter valve that helps control the venting rate of oil pressure in the underdrive clutch passage during release of the clutch. When the oil temperature is approxi- Fluid venting mately 20 degrees Fahrenheit or less, the valve will be fully from UD clutch (through Ul orifice open to assist in venting oil past the Ul orifice.
Page 173 POWER TRAIN VALVE AND SOLENOID HYDRAULIC CONTROL IN SELECTED GEAR RANGES Park/Neutral In either of these gear selections, the transaxle has Hydraulically, this internal transaxle condition is lube pressure. To provide smoother engagement, identical for both the Park and Neutral positions. the low/reverse clutch is pressurized, anticipating The only mechanical difference is that the parking a shift to a forward or reverse gear.
Page 174 POWER TRAIN Rolling Neutral Above Eight MPH the LFUCC solenoid to vent the LR circuit. This con- When the transaxle is in neutral, and vehicle speed figuration is ready to engage any forward gear, de- a ove eight mph, all friction elements are disen- pending on vehicle speed and throttle position.
Page 175 POWER TRAIN Reverse With the manual valve moved to the reverse position, the regulator valve. This neutralizes the effects of line pressure is allowed through the manual valve the larger valve on the regulator valve. With only IL) directly to the reverse clutch and also through the the smaller valve working against the regulator valve, the regulator valve spring further closes down lator valve is designed to increase line pressure...
Page 176 POWER TRAIN Reverse Block Above Eight MPH is inoperable in “limp-in” mode. To accomplish or Reverse gear will not engage if the TCM senses initiate reverse block, the TCM energizes the 2-4/LR vehicle speed above eight mph. This is to prevent solenoid.
Page 177 POWER TRAIN First Gear When any of the forward gear selections are made, for all forward positions. The selection difference line pressure is directed to all four solenoids. In is detected by the TCM through the transmission first gear the TCM will energize the LWCC and range and park/neutral position switches.
Page 178 POWER TRAIN Second Gear There are no solenoids energized in second gear. clutch engagement. When the TCM recognizes a With the solenoids de-energized, line pressure is problem or is unable to function properly, the trans- directed to the 2-4 and underdrive clutches. Line axle goes into a default or limp-in mode.
Page 179 POWER TRAIN Second Gear EMCC When conditions allow for it, the TCM pulses or left, but only partially moves the CC control valve. modulates the LWCC solenoid. This is called Elec- When the T/C control valve moves, it vents the tronically Modulated Converter Clutch (EMCC), as fluid from the front side of the torque converter pis- mentioned earlier.
Page 180 POWER TRAIN - Automatic Transaxle Direct Gear (Third) holding the valve to the left but has now been vented. To shift into direct gear, the TCM energizes the The line pressure has also been reduced by using line pressure from the same overdrive clutch circuit sure to the underdrive and overdrive clutches.
Page 181 POWER TRAIN Direct Gear EMCC Direct gear EMCC is accomplished the same way transaxle cooler to help improve transaxle cooling. as second gear EMCC. Whenever the TCM acti- For a review of EMCC operation, refer to Second vates EMCC, it provides full line pressure from the Gear EMCC.
Page 182 POWER TRAIN Direct Gear CC On full line pressure to the ends of the T/C and CC In direct gear, when the torque converter clutch control valves. Both the valves shift to the left. This is fully engaged it is called CC On. The solenoid allows the T/C control valve to fully vent the pressure and valve configuration for this position is the same on the front side of the torque converter piston,...
Page 183 POWER TRAIN Overdrive Gear (Fourth) The TCM energizes the underdrive solenoid which the 2-4 clutch to engage. This shifts the transaxle shuts off line pressure to the underdrive clutch. The into overdrive by allowing only the 2-4 and overdrive TCM also de-energizes the 2-4 solenoid and allows clutches to be applied.
Page 184 POWER TRAIN Overdrive Gear EMCC The EMCC function is the same in Overdrive as a review of EMCC operation, refer to second Gear was in the second and direct gear positions. For EMCC. OVERDRIVE EMCC LR = Low reverse 24 = 2-4 clutch UD = Underdrive OD = Overdrive SW = Switch...
Page 185 POWER TRAIN Overdrive Gear CC On In this position the torque converter clutch is fully For a review of the transaxle operation in the CC engaged (CC On). The LWCC solenoid is fully ener- on position, refer to Direct Gear CC On. gized as it was in the direct gear CC on position.
Page 186 POWER TRAIN - Automatic Transaxle Electronic Control System INTRODUCTION TO THE ELECTRONIC CONTROL SYSTEM The advantage of using the electronic control system function when possible. The shut-down sequence is more precise control over transaxle function. An will vary depending on which gear the transaxle added advantage of the system is that it can help is in and what the vehicle speed is at the time the the technician find a problem in a malfunctioning...
Page 187 POWER TRAIN Electronic control system Brake switch Map sensor Speed contr Other vehicle Scan tool (MUT-II) Transmission control module control relay Output speed sensor Four solenoids Input speed sensor Transaxle Transmission range and ParWNeutral position switches TCM Direct Inputs range switch signal, park neutral position switch The direct inputs connected to the TCM are battery feed, ignition run signal, cranking signal, throttle signal, low/reverse pressure switch signal, 2-4 pres-...
Page 188 POWER TRAIN TRANSMISSION CONTROL MODULE (TCM) The Transmission Control Module (TCM), is the brain of the transaxle. It receives information from several inputs for making decisions on how the transaxle should function. Some of the information is used only by the TCM, and some of the informa- tion is shared with other components through the CCD bus.
Page 189 POWER TRAIN (3) Self Diagnostics Another feature of the TCM is that it helps the techni- major electronic circuits in the TCM and/or its input cian find a problem within a malfunctioning transaxle sensor and output device network, a two digit numer- or control system.
Page 190 POWER TRAIN - Automatic Transaxle TRANSMISSION CONTROL MODULE INPUTS AND SENSORS at what information it receives and how it uses that The TCM must depend on receiving information information. Direct Battery Voltage There is constant battery voltage supplied to the any time, it will lose the adaptive memory and have TCM, even when the ignition is turned off.
Page 191 POWER TRAIN Input Speed Sensor The input speed sensor gives information, to the TCM, on how fast the torque converter turbine is spinning. The sensor is located on the front side of the transaxle case, close to the bell housing. Even though the sensor is called the input speed sensor, the sensor is actually generating a signal from the torque converter turbine through the input clutch hub.
Page 192 POWER TRAIN - Automatic Transaxle Pressure Switches Solenoid and The low/reverse, overdrive, and 2-4 pressure switches are all located in the solenoid pack assembly. All three switches send the same type of information to the TCM. These switches tell the TCM if there is hydraulic pressure in their particular circuits.
Page 193 POWER TRAIN Engine Speed The TCM uses both direct engine speed input from the crank- shaft position sensor or distributor and calculated engine speed ‘Lj input from the PCM over the CCD bus. The direct input is required to provide immediate information for use by the TCM control logic.
Page 194 POWER TRAIN TRANSMISSION CONTROL MODULE OUTPUT SIGNALS AND DEVICES The TCM takes the input information from the sen- sembly. The following items are output components sors, evaluates the input, then uses it to control operated by the TCM. the transmission control relay and the solenoid as- Transmission Control Relay The instant the ignition is turned on, the TCM performs a self-test to determine if its internal electronic circuits are all working...
Page 195 POWER TRAIN Vehicle Speed Signal The vehicle speed signal is sent as a direct input mile signal. The signal is then sent directly to the from the TCM to the PCM. This system is called PCM. electronic pinion. The output speed sensor signal Using the transaxle output speed sensor for the is sent to the TCM and used as the vehicle speed vehicle speed signal has resulted in reduced...
Page 196 POWER TRAIN TRANSMISSION CONTROL MODULE OPERATION Introduction concentrate on the main logic functions and define What does it do and how does it know? You have the primary input and output requirements. By doing probably asked yourself this question more than this we will be able to use simple block diagrams, once as you pondered some transaxle problems.
Page 197 POWER TRAIN Random Access Memory (RAM) One of the start routine checks is to verify that the be written to and changed, as well as read from. data storage bits in each RAM location are function- Code 17 is reported with a failure of RAM. ing properly.
Page 198 POWER TRAIN Shift Lever Position (SLP) Logic The primary function of SLP logic is to provide safe, continuous, but limited operation of the transaxle with the presence of an invalid or transition input code. The SLP logic function screens the input codes from the switches and provides an SLP output signal to control actual gear selection.
Page 199 POWER TRAIN - Automatic Transaxle Transaxle Temperature The transaxle temperature operating range is based calculated and then increased primarily based on transaxle run time in gear. Time calculation excludes from a combination of inputs. The predicted fluid operation in park and neutral. temperature is continually updated and retained in A detailed explanation of how transaxle temperature memory for 20 minutes after the ignition switch is...
Page 200 POWER TRAIN Inhibits and Shift Action Summary For neutral (N) and reverse (R) there are no logic body identifications are retained in the TCM’s inhibits placed on SLP changes into or out of either memory to ensure that the correct schedule is used neutral or reverse.
Page 201 POWER TRAIN - Automatic Transaxle Adaptive Coast Down Scheduling Adaptive scheduling may result in delayed 4-3 or to maintain good shift quality. 3-2 downshifts under certain conditions in order Speed Control When the transmission temperature range is either bus should fail, this logic will not be initiated with warm or hot, the 4-3 shift pattern is modified to speed control “on”, and the vehicle may lose more speed and not kick down on grades.
Page 202 POWER TRAIN - Automatic Transaxle Types of EMCC Logic No EMCC Logic -This is when the torque converter clutch is off. Partial EMCC Logic - This logic will modulate the is maintained until full EMCC logic is called for and actuated.
Page 203 POWER TRAIN - Automatic Transaxle Shift Logic Selection The purpose of the Shift Logic Selection program is to activate the appropriate “shift logic” so that the “in-gear logic” condition d matches the gear called for by the shift schedule (driver selected gear, throttle position).
Page 204 POWER TRAIN - Automatic Transaxle 1 S, 2S, 3S, 4S, RS = Shift schedule output lst, 2nd 3rd, 4th, Rev. = Speed ratio shift complete signal Shift Execution Logic the 2-4 or L/R clutches. For all gear ratios this is As with most automatic transmissions, including the the rule, except Direct Drive (3) where output is achieved by applying two input clutches.
Page 205 POWER TRAIN - Automatic Transaxle Solenoid Driver Logic Electronic solenoid valves connect the clutches to puter within the TCM is responsible for providing either a hydraulic source or a vent. Solenoid coils, this modulation (pulsing) signal as well as an initial ’ d when energized, exert force on a push rod which pull-in current pulse each time a solenoid is ener- in turn opens or closes a ball valve and/or vent.
Page 206 Solenoid and Element Logic Clutch Solenoid Since both normally-ON and normally-OFF solenoids are used, the following logic is recognized by the TCM. The LWCC solenoid controls the LR clutch in first gear, Neutral, and Park and controls the Converter clutch (CC) in second, third, and fourth gears.
Page 207 POWER TRAIN - Automatic Transaxle Solenoid Switch Valve Control Logic This valve protects against the inadvertent applica- solenoid and verifying that the LR pressure switch tion of LR clutch in second, third, or fourth gear turns on. ranges. When shifting to first gear, the Solenoid A SSV diagnostic trouble code will only be stored Switch Valve (SSV) must be in the downshifted posi- if the transaxle operating temperature range is hot,...
Page 208 POWER TRAIN 2-95 - Automatic Transaxle Normal Shutdown Routine ply. If the TCM is disconnected, the “Keep Alive When the ignition switch is turned off (column lock, Memory” will be lost. This memory is where d/agnos- key out position), the TCM will go through a specific shutdown routine.
Page 209 POWER TRAIN - Automatic Transaxle heavier throttle angles. An engine braking condition Immediate Shutdown -To cause an immediate shut- down to occur, all solenoids are turned off at the may also result at high vehicle speeds. same time. To cause an immediate shutdown the At the end of either shutdown routine, the failure condition will be recorded in memory.
Page 210 POWER TRAIN - Automatic Transaxle DIAGNOSTIC FUNCTION CHART Diagnostic trouble Item code No. Internal control module (watchdog circuit test failure) Battery power was disconnected since last power down Internal control module (watchdog circuit shutdown) Relay always On (relay contacts are welded closed) Relay always Off (relay contacts are stuck open) Internal control module (ROM checksum failure) Internal control module (RAM checksum failure)
Page 211 POWER TRAIN - Automatic Transaxle Diagnostic trouble Item code No. UD hydraulic circuit failure Solenoid switch valve latched in the LR position Speeds error Gear ratio in Reverse Gear ratio in 1st Gear ratio in 2nd Gear ratio in 3rd Gear ratio in 4th Input speed sensor Output speed sensor...
Page 212 POWER TRAIN 2-99 - Automatic Transaxle TRANSAXLE CONTROL N72ZDlbA the transaxle side as well as to that on the To prevent abrupt starting made through mis- selector lever side so as to decrease transmis- takes in selector lever operation, automatic sion of vibration to the vehicle body.
Page 213 POWER TRAIN A/T FAULTY OPERATION PREVENTION MECHANISM Shift Lock System Unless the brake pedal is being depressed, the selector lever cannot be shifted to any other position from the “P” position. Moreover, if the ignition key is in “LOCK” position or if the key has been removed, the selector lever cannot be shifted to any other position from “P”...
Page 214 POWER TRAIN - Automatic Transaxle Key Interlock System Revolving cam Unless the selector lever is in ‘P” position, the igni- tion key cannot be turned to the “LOCK” position, and the key cannot be removed. The key interlock device installed in the inside of the ignition key cylinder consists of the slide lever, nder cam lever and revolving cam.
Page 215 POWER TRAIN - Automatic Transaxle 3. WHEN THE IGNITION KEY IS PULLED OUT Removed section Selector Lever is a Position Other than “P” Posi- tion Select lever Lock cam turns in the direction of the arrow shown in the illustration and stays there. As a result, the key interlock cable is caught on lock cam and the cam lever inside the ignition key cylinder is turned in the direction of the...
Page 216 POWER TRAIN - Propeller Shaft The AWD vehicles have a 3-section, 4-joint type noise characteristics, In keeping with adoption of propeller shaft with center bearings. The center the compact center bearing, the insulator for installa- bearing, provided with front and rear oil seals, is tion of the bearing to the body has been changed compact, lightweight and has excellent vibration and in shape to further reduce vibration.
Page 217: Front Axle
2-104 POWER TRAIN - Front Axle FRONT AXLE N72ZFOOM The drive shaft use the BJ-TJ constant velocity joint combination which offers high power transmission efficiency, ensures smooth inward-outward sliding movement and transmits less engine vibration dur- ing idling. FEATURES The front hub has a press-fitted unit bearing. the inner shaft has been press-fitted in the TJ The unit bearing consists of inner and outer outer race for higher protection against mud.
Page 218: Rear Axle
2-105 POWER TRAIN - Rear Axle <FWD> REAR AXLE <FWD> N72ZGOOAA press-fitted unit bearings. FEATURES ABS equipped vehicles have a wheel speed The unit bearing consists of inner and outer detection rotor on the rear axle shaft and a races and an oil seal for lower rotating resistance speed sensor on the knuckle.

Page 219: Rear Axle
POWER TRAIN - Rear Axle <AWD> REAR AXLE <AWD> The constant velocity joint on the differential side of the drive shaft is a TJ type one which ensures smooth inward-outward sliding movement. A BJ type joint is used on the hub side. FEATURES The drive shaft is spline coupled on the different The unit bearing is press-fitted in the rear hub.

Page 220 POWER TRAIN - Rear Axle cAWD> DIFFERENTIAL For better cooling of the differential during high- The differential uses a low frictional torque bearing speed operation, the differential carrier has cooling and oil seal to provide improved power and fuel fins. efficiency.
Page 221: Differential Support
POWER TRAIN - Rear Axle <AWD> DIFFERENTIAL SUPPORT The front of the differential carrier is elastically sup- et assembly, and its rear is supported by the bush- ported by the bushing of the differential mount brack- ings on the rear cross member. Rear crossmember Differential mount 11x0011...
Page 222 CONTENTS N73ZAOOAA PARKING BRAKES ..... . ANTI-LOCK BRAKE SYSTEM (ABS) ......*..a..44 <AWD>...
Page 223 DRIVE-CONTROL COMPONENTS - Suspension SUSPENSION N732000AA Both the front and rear suspension are a new multi- effort for the best compromise between high-level steering stability and ride. link design which is the result of the development 1. New multi-link design 2.
Page 224 axis is formed. In addition, the upper arms have The front suspension is similar to that introduced been raised above the tire level to improve both on the 1994 Galant. It is a multi-link structure featur- directional stability and ride. ing two lower arms by which an ideal virtual kingpin Compression lower arm Crossmember...
Page 225 SPECIFICATIONS items Medium price High price Suspension type Multi-link type Wheel alignment Camber Caster Toe-in mm (in.) Coil spring 13.1 x71.1 - Wire dia. x O.D. x 13.2x71.2- 12.9 x 70.9 - 13.1 x 71.1 - free length mm (in.) 111.1 x 309.5 111.2 x 315.5 110.9 x 300.5...
Page 226 DRIVE-CONTROL COMPONENTS - Front Suspension CONSTRUCTION Reduced offset between the virtual kingpin axis A high mounted upper arm and two lower arms act like a double-wishbone arrangement. In this ar- and the wheel center results in a lower steering movement at the time when the vehicle is accel- rangement, a virtual kingpin axis is formed on the erated or goes over a bump on road, assuring line connecting the external vertex of the upper arm...
Page 227 DRIVE-CONTROL COMPONENTS - Front Suspension OPTIMIZED VIRTUAL KINGPIN AXIS POSITIONING Double Wishbone Suspension Double Wishbone Suspension In a double-wishbone type suspension, the lower point the kingpin axis passes through is the joint between knuckle and lower arm (point A in the illustration at the left). If the double- wishbone type suspension has a high-mounted upper arm, therefore, the extension of the kingpin axis will meet the ground at a point inside the center of the ground contacting area of...
Page 228 Effects of Negative Offset Geometry Vehicle moving direction (1) When the brake pedal is depressed on a running vehicle The direction The direction with one wheel on a slippery surface, a force is produced toward which which causes the vehicle to pull toward the side with larger the wheels road surface resistance (to the right in the case illustrated tend to pull...
Page 229 Effects of Reduced Wheel Center to Kingpin Axis Offset (1) When the vehicle is accelerated or decelerated, (3) In the multi-link suspension, the offset is as or when it goes over a projection on road without small as about a third of that in a strut type d braking, the traction acting on the wheel center suspension and about one half of that in a generates a moment around the kingpin axis...
Page 230 HIGH-MOUNTED UPPER ARM it receives smaller camber affecting force as When a side force or any other force acts on the compared to the case with a low-mounted upper tire in a way to change its camber angle, the degree arm (see the illustrations below), and enough wheel of the rigidity that supports the tire depends on the supporting rigi,dity is ensured even with a softer...
Page 231 VARIATION IN CAMBER DURING CORNERING by the same action as the one experienced in a When the steering wheel is turned, camber varies as shown below because of increased caster angle double-wishbone suspension. These effects help provide outstanding directional stability by making and reduced kingpin angle.
Page 232 for well balanced rigidity, a best compromise be- The rear suspension is similar to that introduced tween high-level directional stability and riding com- on the 1994 Galant. It is a new development in fort has been realized in the suspension. multi-link design.
Page 233 DRIVE-CONTROL COMPONENTS SPECIFICATIONS Items Medium price High price, Premium price Premium price cFWD> Suspension type Multi-link type Wheel alignment Toe-in mm (in.) 3 f 3 (.12 zk .12) Camber Coil spring Wire dia. x O.D. x free length 11.0x75.0- 10.8 x 74.6 - 11.2x75.4- mm (in.) 117.0 x 297.0...
Page 234 A high-mounted upper arm and a combination of In addition, optimum arrangement of the individual arms and proper selection of the individual bushings bone configuration having a virtual kingpin axis. for well balanced rigidity have provided the following This construction, like that of the front suspension, effects: provides the following features: Changes in toe angle caused by the up and...
Page 235 VARIATION IN TOE ANGLE ON TURNS Bump When the vehicle rolls as it makes a turn, the toe geometry changes as shown by the characteristics curve at the left under d the effect of the toe control arm action. Also, under the side forces that are generated during a turn, the toe angle of the outer wheel changes in such a way that the toe-in state will be maintained thanks to the balance in rigidity of the individual...
Page 236 Premium price Items Medium price High price Wheel Tire size Wheel type Steel type Steel type Aluminum type Aluminum Aluminum Aluminum Wheel size 14 x 5.5JJ Amount of wheel offset mm (in.) 46 (1.8) 46 (1.8) 46 (1.8) 46 (1.8) Tire inflation pressure Front 220 (32)
Page 237 All models come standard with an engine speed sensitive power steering system. FEATURES Engine speed sensitive power steering 2. Supplemental Restraint System (SW) Double-lip oil seals used in power cylinder The 4-spoke type steering wheel with SRS unit The steering system uses a vane oil pump.with fluid flow control system.
Page 238 Steering wheel Steering column assembly <Non-Turbo> Al 3X0225...
Page 239 DRIVE-CONTROL COMPONENTS - Power Steering STEERING WHEEL steering wheel with auto-cruise control switches The steering wheel have the following features to on it. provide excellent maneuverability and stability. The air bag incorporated in the steering wheel The steering wheel has been specially designed provides the driver with additional protection for improved maneuverability and good view against the shock from a front-end collision.
Page 240 DRIVE-CONTROL COMPONENTS SHOCK ABSORBING STRUCTURE BEFORE SHOCK When the vehicle collides with something and there is a load added to the steering shaft from the gear box (primary shock), the polyacetal resin in the joint assembly is separated, and Polyacetal resin Shaft assembly the shaft assembly slides into the pipe assembly, absorbing the shock load.
Page 241 BEFORE SHOCK wheel, the upper column slides forward. At the same time, the bellows of the steering shaft L) are deformed. During this process, the shock Steering bushing load is absorbed by the friction between the Bellows Upper column lower column and the inside surface of the steer- ing bushing attached to the upper column.
Page 242 DRIVE-CONTROL COMPONENTS - Power Steerina STEERING GEAR AND LINKAGE (1) The bearings used in the rack end and the tie rod end ball joints are one-piece type bearings which ensure higher rigidity. Tie rod end (2) Double-lip type oil seals are used in the power cylinder to improve the reliability.
Page 243 DRIVE-CONTROL COMPONENTS - Brakes and brake sensitivity. The brake system offers high dependability and durability along with improved braking performance FEATURES 1. The 4-wheel anti-lock brake system (4ABS) prevents skid- ding that may result from locked wheels, thereby assuring safe braking. 2.
Page 244 SPECIFICATIONS Non-Turbo Items Turbo Except medium Medium price price Master cylinder Tandem type Tandem type Tandem type Tandem type (with level sensor) (with level sensor) (with level sensor) (with level sensor) I.D. mm (in.) 23 8 (15/,6) 23 8 ('5/,6) 23 8 (15/,s) 25.4 (1) Brake booster...
Page 245 DRIVE-CONTROL COMPONENTS - Service Brakes MASTER CYLINDER Constructed to provide a maximum measure of safe- The reserve tank cap is white for easy recogni- ty, the master cylinder offers the following features. tion which improves serviceability. A tandem type master cylinder. The master cylinder for the ABS equipped ve- On ABS equipped vehicles, a filter is provided hicles incorporates a center valve to cope with...
Page 246 diaphragm configuration can utilize a doubled pres- Brake booster comes in three types: 230 mm (9 in.), 180 + 205 mm (7 + 8 in.) and 205 + 230 mm sure difference between the vacuum and the atmo- (8 + 9 in.) diameter ones. An appropriate one of spheric pressure, so that a large boosting effect them is used to each model variation.
Page 247 DRIVE-CONTROL COMPONENTS - Service Brakes DISC BRAKES Either single- or double-piston type disc brakes are The outer disc system, which jointly tightens used for the front wheels, and the single-piston type the wheel and brake disc, improves serviceabili- disc brakes are used for the rear wheels. Drum in-disc brakes with dedicated parking For improved safety, the brake pad employs brake shoes and drum.
Page 248 The ABS used in the 1995 Eclipse is similar to The major features of the ABS are described below. When a failure occurs in the system, you can the previous one. identify the faulty area in the diagnostic test The ABS is a brake system which detects skids mode.
Page 249: System Drawing
DRIVE-CONTROL COMPONENTS - ABS <FWD> SYSTEM DRAWING Rear solenoid valve Wheel speed sensor (FL) FL solenoid valve Wheel speed sensor (FR) FR solenoid valve Wheel speed sensor (RR) ABS valve relay ABS motor relay ABS-ECU light ECU power supply Front right wheel (FR) Rear right wheel (RR) sensor speed...
Page 250 ABS ELECTRICAL CIRCUIT DIAGRAM Ignition switch IG2 Dedicated Dedicated fuse fuse Stop light Combination switch meter Hydraulic unit (HU) motor relay ABS-ECU valve power supefvision 28 30 23 24 Data link connector Wheel speed sensor 9 10 11 12 13 14 15 16 17 18 19~20~21~22~23~24~25~26~27~28~29~30~31~32~33~34~35 ABS-ECU Connector Pin Configuration...
Page 251 ABS HYDRAULIC PRESSURE FUNCTION DIAGRAM hydraulic pressure is simultaneously reduced in both The ABS for FWD operates independently on the rear wheels through the use of a plunger valve. right and left front wheels and controls each solenoid Select-low: this is a method of providing the same valve by sensing each wheel speed sensor.
Page 252 A B S <FWB> WHEEL SPEED SENSOR The wheel speed sensor is a type of pulse generator For a rear wheel, the rotor (43 teeth) is mounted consisting of a rotor rotating at the same soeed on the rear hub, and the speed sensor mounted as the wheel and a speed sensor secured to the on the knuckle.
Page 253 HYDRAULIC UNIT (HU) When the ABS is active, the motor is operated d The HU, elastically supported by the shield plate by a signal from the ABS-ECU to let the pump at the front left of the engine room, consists of a motor pump, plunger valve, reservoir and generate a hydraulic pressure required to return three solenoid valves.
Page 254 Relay Box Pump motor relay m The motor relay and valve relay are mounted on the hydraulic unit. MOTOR RELAY This relay turns the pump motor in the HU ON and OFF. NOTE Refer to the section on ECU control for ON/OFF control. VALVE RELAY This relay turns current to the solenoid valve in the HU ON and OFF.
Page 255 ELECTRONIC CONTROL UNIT (ECU) The ABS-ECU detects the vehicle speed in The ABS-ECU has diagnostic and memoryfunc- terms of a signal from the wheel speed sensor tions. to determine the rotating condition of the wheel, If any failure is found by diagnostic test mode, estimates the skidding condition of the wheel the fail-safe function is activated and the ABS on the basis of the predetermined theory, and...
Page 256 FUNCTION OF INDIVIDUAL CIRCUITS (1) The wheel speed sensor interface circuit converts the AC voltage signal into DC pulse signal. (2) The power monitor circuit, sensor interface circuit and motor drive monitor interface circuit are electrical converters for inputting the stop light switch and other vehicle condition signals.
Page 257 DRIVE-CONTROL COMPONENTS - ABS <FWD> EXPLANATION OF ECU CONTROL Braking Hydraulic Pressure Control The figure below shows the relation between the hydraulic pressure is increased to normal master wheel speed, wheel acceleration, control signal from cylinder pressure. Furthermore, in order to prevent the ECU and braking hydraulic pressure.
Page 258 ABS MOTOR RELAY CONTROL placed in the ON state to operate the pump motor. When a drive signal is output from the ABS-ECU to any of the solenoid valves, the motor relay is ABS VALVE RELAY CONTROL to supply power to the solenoid valves of the HU If the system is found O.K.
Page 259 INITIAL CHECK FUNCTION The ECU always performs an initial check on the If it detects an error, it illuminates the warning light, ABS system with the on-board diagnostic function. and disables the ABS system. 1. Initial Check Operation (1) When the ignition key is placed in the ON posi- the ABS valve relay is caused to be “OFF”, the warning light is kept in the ON state by tion, the power is supplied to the ABS-ECU,...
Page 260 A B S <FWD> DIAGNOSIS OF THE WHEEL SPEED SENSOR SYSTEM On-board diagnosis of the wheel speed sensor sys- is detectable only when the vehicle is put into motion or when it is running. tern is accomplished by executing the diagnostic program stored in the computer.
Page 261 Diagnostic Trouble Codes Conditions detected as a result of diagnosis are These codes are readable by connecting the scan , associated with a total of 18 codes including that tool. When the scan tool is not used, they are also d for normal state, and the codes are stored in the readable from the ABS warning light which is turned volatile memory.
Page 262 NOTE The ABS-ECU lights the ABS warning light when it detects an open circuit, but it does not immediately store the trouble code in memory and does not cause the system to shut down. When an open circuit is detected, the trouble code is stored in memory and the system caused to shut down when the vehicle starts and the wheel speed reaches 6 km/h (4 mph) (the first acceleration after the IG has been placed in the ON state).
Page 263 DRIVE-CONTROL COMPONENTS - ABS <FWD> 3. Diagnostic Trouble Code Clearing Procedure NOTE (3) Even after the memory has been cleared, an (1) When the ABS-ECU system is out of order, instruction from the scan tool can be accepted. the diagnostic trouble codes in the memory can- not be cleared by use of the scan tool.
Page 264 Data List Output Of the ABS-ECU input data, the following items can be read by the scan tool. 1. When the System is in Order Code No. Items Displayed unit Front right wheel speed km/H Front left wheel speed km/H Rear right wheel speed km/H Rear left wheel speed...
Page 265 DRIVE-CONTROL COMPONENTS - ABS <AWD> ANTI-LOCK BRAKE SYSTEM (ABS) <AWD> N73ZNaQM The ABS used in the 1995 Eclipse is similar to The AWD version ABS is a 4-sensor, 2-channel the previous one. type and is the same as the FWD system except Combining the ABS with the AWD system has signifi- for the following respects.
Page 266 3-45 DRIVE-CONTROL COMPONENTS - A B S <AWD> SYSTEM DRAWING Wheel speed sensor (FL) FL solenoid valve Wheel speed sensor (FR)- FR solenoid valve ABS valve relay Wheel speed sensor (RR) ABS motor relay ABS valve relay response signal- G sensor Stop light switch Rear right wheel (RR) Front right wheel (FR)
Page 267 DRIVE-CONTROL COMPONENTS - ABS <AWD> ABS ELECTRICAL CIRCUIT DIAGRAM Ignition Ignition Fusib i switch IG2 Fusit link (9) F u s i b l e switch IGl l i n k ( 2 ) Dedicated Dedicated fuse fuse Stop light Combination switch meter...
Page 268 DRIVE-CONTROL COMPONENTS - ABS <AWD> ABS HYDRAULIC FUNCTION SCHEMATIC FWD vehicles. In the case of the AWD vehicles, The ABS in the AWD models is of two-channel sys- the rear right and left wheels are subject to Select tem (two-fluid pressure system). In this system, the Low control by the Select Low valves.
Page 269 DRIVE-CONTROL COMPONENTS - ABS cAWD> S E N S O R REAR WHEEL SPEED SENSOR The wheel speed sensor of the AWD vehicle is the same as ‘d Knuckle in the FWD vehicle, except that the rear rotor is mounted on the drive shaft.
Page 270 DRIVE-CONTROL COMPONENTS - ABS <AWD> The semiconductor strain gauge type sensor, constructed as Piezo diffusion shown at the left, consists of a weight mounted at the free resistor Weight end of an N-type silicon leaf spring, and four P-type diffusion layers made on the surface of the leaf spring to constitute piezo diffusion resistors.
Page 271 A C T U A T O R HYDRAULIC UNIT (HU) The HU, elastically supported by the shield plate When the ABS is active, the motor is operated at the front left of the engine compartment, con- by a signal from the ABS-ECU to let the pump sists of a motor pump, plunger valve, reservoir generate a hydraulic pressure required to return and three solenoid valves.
Page 272 DRIVE-CONTROL COMPONENTS - ABS <AWD> ELECTRONIC CONTROL UNIT (ECU) The ABS-ECU has diagnostic and memory func- The ABS-ECU detects the vehicle speed in tions. terms of a signal from the wheel speed sensor If any failure is found, the fail-safe function is to determine the rotating condition of the wheel, activated and the ABS warning light will illumi- estimates the skidding condition of the wheel...
Page 273 EXPLANATION OF ECU CONTROL Braking Hydraulic Pressure Control Braking hydraulic pressure control is the same as in the FWD vehicle. (Refer to P. 3-36.) wheels are controlled mechanically in select-low ABS on AWD models controls the front and rear by the select-low valve, there is, as a result, pressure wheels using select-low and activates the solenoid control of three wheels (either front wheel and the valve on one side, including either of the front...
Page 274 Control with G-sensor and a high frictional resistance road and makes Since four wheels are connected in AWD models, the ABS control reliable by switching the method the four wheels may decelerate almost in phase. of calculating suspected vehicle speed. This tendency is especially strong on a low frictional resistance road;...
Page 275 INITIAL CHECK FUNCTION If it detects an error, it illuminates the warning light, The ECU always performs an initial check on the and disables the ABS system. ABS system with the on-board diagnostic function. 1. Initial Check Operation (4) If the engine starts and the ignition key is re- (1) When the ignition key is placed in the ON posi- turned to the “ON”...
Page 276 FAIL-SAFE FUNCTION Should a failure occur in the ABS system, the ABS- it causes the ABS warning light to light, drives ECU isolates the system to retain the vehicle’s ordi- the valve relay to interrupt control of the solenoid nary braking function, thus assuring a high measure valves in the HU, and restores the ordinary brak- of safety.
Page 277 Diagnostic Trouble Codes Conditions detected as a result of diagnosis are These codes are readable by connecting the scan associated with a total of 14 codes including that for normal state, and the codes are stored in the When the scan tool is not used, they are also read- volatile memory.
Page 278 DRIVE-CONTROL COMPONENTS - ABS <AWD> NOTE The ABS-ECU lights the ABS warning light when it detects an open circuit, but it does not immediately store the trouble code in memory and does not cause the system to shut down. When an open circuit is detected, the trouble code is stored in memory and the system caused to shut down when the vehicle starts and the wheel speed reaches 6 km/h (4 mph) (the first acceleration after the IG has been placed in the ON state).
Page 279 DRIVE-CONTROL COMPONENTS - ABS <AWD> 2. Diagnostic Trouble Code Indication Method Diagnostic trouble codes are indicated as described below, depending on failure conditions in the system. System failure condition Display on scan tool Display by voltmeter No failure detected in the No diagnostic trouble code displayed.
Page 280 DRIVE-CONTROL COMPONENTS - Parking Brakes The parking brake for all models is a mechanical The parking brake lever is offset torward the front passenger’s seat side. control type acting on the rear wheels. The brake is either a drum type or a drum-in-disc type. CONSTRUCTION DIAGRAM...
Page 282 CONTENTS DOORS ........7 Door Lock........7 Receiver Structure and Operation .
Page 283 The main body (monocoque body) is highly-rigid The keyless entry system which allows the doors and excellent in noise and vibration reduction. It to be locked and unlocked by remote control has also reduces vehicle weight. also been adopted. FEATURES Light weight, added rigidity Extensive use of high tension steel panels Effective use of reinforcement to improve the rigidity of...
Page 284 BODY - Main Bodv BODY PANELING The body features a monocoque construction. Am- steel panels not only reduces the body weight but ple use of high-tensile steel panels and galvanized ensures good corrosion control. 31 x0305...
Page 285 Color Body color code Color number WHITE AC10812 SILVER AC11052 GRAY AC11074 BLACK AC10813 AC1 0987 COPPER RED AC11101 YELLOW AC11076 GREEN AC11036 BLUE AC11073 AC10812 AC11074 SILVER GRAY AC11074 AC11074 AC1 0987 AC11074 COPPER RED AC11101 GRAY AC11074 YELLOW AC11076 AC1 1074 GRAY...
Page 286 BODY - Reduction of Aerodynamic Noise FLUSH SURFACE The glass areas have been made flush with the Additional body design features for these purposes body paneling for less aerodynamic noise and higher include round-shaped body, tapering at each corner, directional stability during high-speed operation. etc.
Page 287 BODY - Reduction of Aerodvnamic Noise G L A S S C A T C H Since sashless doors have been adopted, glass operation. This also improves sealing between the catches have been provided in the weatherstrip hold- weatherstrip and door glass. This reduces noise ers to prevent the door glasses from being drawn generated by the air drawn out by negative pressure outward by the negative pressure during high-speed...
Page 288 BODY - Doors DOOR PANEL To ensure safety of the driver and passengers in a side collision, a reinforcement (side door beam) has been installed inside the door. beam DOOR LOCK A key reminder equipped central door lock system All the doors can be locked by the driver’s door has been adopted.
Page 289 Doors CENTRAL DOOR LOCKING SYSTEM OPERATION 1. Door Locking Operation (1) Door locking operation by Inside Lock Knob or d When the driver’s lock knob or door key is placed in the lock position, the door lock actuator switch is forced to OFF by a mechanical link. The OFF signal from the actuator switch is input to the ETACS.
Page 290 2. Door Unlocking Operation (1) Door Unlocking Operation by Key When the driver’s door key is operated once to- ward the unlock side, the driver’s door is unlocked by a mechanical link. At the time, the driver’s door lock actuator switch signal to the ETACS changes to ON.
Page 291 (2) Door Unlocking Operation by Door Lock Switch When the unlock side of the door lock switch is turned ON, the unlock side coil of the door d lock power relay is energized to operate the door lock actuators and unlock the doors. DOOR LOCKING PREVENTED WITH KEY IN IGNITION SWITCH (1) When any of the doors is opened with the key...
Page 292 BODY - Doors WINDOW GLASS REGULATOR Since the sashless doors have been adopted, highly load on the glass. Therefore, the outside of glass rigid X type window glass regulators have been is less vulnerable to damage. adopted. On power window equipped vehicles, the power window switch has been changed to lower the door The door glass is supported by a whole length of hollow lip provided in the door belt line molding.
Page 293 BODY - Doors OPERATION OF POWER WINDOWS Operation of Power Windows When Controlled by Main Switch When the ignition switch is placed at IG1, current (3) Even after the ignition switch has been placed d is supplied from the ETACS-ECU to the coil at OFF, the power window can be operated of the power window relay.
Page 294 Doors 2. Operation of Power Windows When Controlled by Sub Switches (3) Even after the ignition switch has been placed (1) When the ignition switch is placed at IG,, current at OFF, the power window can be operated is supplied from the ETACS-ECU to the coil for a period of 30 seconds.
Page 295 BODY - Doors 3. Operation of LOCK Switch When the lock switch of the power window main the power window main switch or power window switch is placed at the lock position, the front passen- sub switch. ger’s side power window cannot be operated by Ignition switch (IG,) Fusible link Power...
Page 296: Keyless Entry System
4-15 BODY - Keyless Entry System KEYLESS ENTRY SYSTEM A timer lock function has been adopted so that The radio wave remote control type keyless entry even if the unlock switch of the transmitter is system has been adopted. The system is similar pressed by mistake, all the doors will be re- to the one introduced on the 1993 3000GT.
Page 297 BODY - Keyless Entry System Part name Function Transmitter Sends its secret code by the radio wave signals. Receiver Switched over between the operation and memorizing modes by the code registration switch. In the operation mode, the receiver compares the signal received from the transmitter by the built-in antenna with the code stored in the receiver and outputs the drive signal to the ETACS-ECU and dome light only when the signal coincides with the code.
Page 298 Transmission Code Transmission switch The illustration at left shows a code transmitted from the trans- mitter. When the switch is operated once, three data codes following the cyclic code are sent. One data code comprises a total of 51 bits, of which 21 bits are used to constitute a Transmission code secret code for identification of the user, and the remaining 25 bits are used for system identification, etc.
Page 299 BODY - Keyless Entry System OPERATION IN SYSTEM OPERATION MODE When the transmission switch is pressed once, three identical codes are transmitted from the transmitter.’ Unlock switch The secret code is decrypted by the comparator circuit in the receiver which compares the code with the code stored in the receiver.
Page 300 OPERATION IN CODE REGISTRATION MODE Code registration switch (PROGRAMMING) When the code registration switch is in the SETI or SETII position, the receiver enters the registration mode where it stores the first received secret code in the EEPROM. Two different secret codes can be stored with the switch in the SETI and ,SETII positions.
Page 301 SUNROOF CONTROL SYSTEM The motor driven outer slide glass sunroof tilt-up If an obstruction interferes with the sliding open mechanism is an option for all models. This glass motion, the roof lid glass immediately stops. sunroof provides a well-lighted, open environment If an obstruction interferes with the sliding close even with the roof lid glass in the fully closed state.
Page 302 BODY - Electric Sunroof SUNROOF CONTROL UNIT The sunroof motor drive circuits, incorporated in The microcomputer in the sunroof control unit con- the sunroof control unit, operate under control of trols several functions with two different signals (tilt the microcomputer. up and sliding open, tilt down and sliding close) from various points: the sunroof switches, the door switch.
Page 303 BODY - Electric Sunroof TILT UP OPERATION (1) When the tilt up switch is pressed for more (2) If motion of the roof lid glass is interrupted during than 0.2 seconds, the motor activates. a tilt operation, the-motor does not stop until the roof lid glass reaches the fully tilted up state.
Page 304 BODY - Electric Sunroof SLIDING OPEN OPERATION (AFTER TILT-UP) (3) The motor can be stopped by pressing the slid- (1) When the sliding open switch is pressed for ing close switch even while the roof lid is sliding more than 0.2 seconds, the motor activates. open.
Page 305 KEY OFF OPERATION (1) The sunroof can be operated for 30 seconds can continue until the sunroof reaches the fully after the ignition switch has been set to OFF. closed position. In the slide close mode only, however, the motor 30 sec.
Page 306 BODY - Electric Sunroof switch has been placed at OFF, the sunrdof (3) Once the sunroof reaches its fully closed posi- tion in less than 30 seconds after the ignition can no longer be operated. Ignition switch ON ON (Opening)- Door switch OFF (Closing)- 0.2 sec.
Page 308 EXTERIOR CONTENTS N?SUOQM DOOR MIRRORS ......3 GENERAL DESCRIPTION ....2 Features .
Page 309 EXTERIOR - General Description All models are equipped with large front and rear resin bumpers to enhance styling. FEATURES Improvement of appearance 1. The bumpers, door mirrors, and side protection mouldings (some models) color coordinated with the vehicle body. 2. Large resin bumpers wrapped round the corners up to the wheel arches.
Page 310: Door Mirrors
EXTERIOR - Door Mirrors DOOR MIRRORS The large-size Talbot mirrors are attached on the Heated door mirrors are available on some mod- front doors that smoothly blend into the body styling. els (mirror defogger). This function is performed They also contribute to the reduced aerodynamic together with the rear window defogger function drag, and offer the following features: by operating the rear window defogger switch.
Page 312 INTERIOR CONTENTS N762AOOAA SUMMARY OF INTERIOR PARTS ... 2 INSIDE REAR VIEW MIRROR WITH READING LAMP ......10 Features .
Page 313 INTERIOR - Summary of Interior Parts SUMMARY OF INTERIOR PARTS The interior parts are designed to create a sense Also, they reflect our attitude getting active in protec- of high quality while attaching great importance to tion of global environment and recycling of re- the vehicle’s function, comfort and safety.
Page 314 INTERIOR - Instrument Panel and Floor Console Box INSTRUMENT PANEL AND FLOOR CONSOLE BOX N762COOAA The flowing instrument panel provides the feeling To offer more convenience, the floor console of a cockpit. It has the following characteristics. has been provided with two cup holders which The instrument panel surface has been covered can be stored inside the console.
Page 315: Front Seat
INTERIOR - Seat SEAT N76ZD6llAA FRONT SEAT The front seats are designed around the body’s ment mechanisms, namely, power-driven dual center of gravity. The driver’s seat has been height adjustment mechanisms and slide adjustment equipped with various adjustment mechanisms mechanism are available. In addition, use of Freon (7-way adjustments at maximum) to best fit the driv- in urethane pad manufacturing process has been er’s physical features and riding posture.
Page 316 INTERIOR - Seat Power Seat Circuit FUSIBLE LINK @ POWER SEAT ASSEMBLI POWER SEAT SWITCH FRONT HEIGHT REAR HEIGHT SLIDE REAR HEIGHT SLIDE MOTOR FRONT HEIGHT M O T O R M O T O R CONSTRUCTION AND OPERATION RECLINING ADJUSTMENT MECHANISM WITH MEMORY If the seatback is raised after being inclined to the front, it can be returned to the original angle set in memory by previously setting the seatback angle in memory.
Page 317 INTERIOR - Seat (2) When the memory lever is pushed, it releases the meshing Memory lever4 ’ of the memory plate and memory lever, and the memory plate is rotated by the spring force and contacts the guide plate. When the memory lever is released, the lever engages with the memory plate, completing the memorizing opera- tion.
Page 318 Worm aear B Slide Adjustment Structure The motor, limit switch and gears are mounted on the plate Limit .ywq fixed to the lower rails. When the slide adjustment switch is operated, the motor starts and rotates worm gear A in the gear box via the cable wire. This rotating torque is transmitted through gears A and B to Lower rail worm gear B.
Page 319 The rear seat comes in two types, bench type and the luggage compartment as an additional cargo split type. Both types can be tilted forward, to extend loading space. 19x0647 The seat belts have the following mechanisms. FRONT SEAT BELTS REAR SEAT BELTS (Passenger’s side) Seat-mounted buckle...
Page 320 ONE-TOUCH PUSHBUlTON TYPE ADJUSTABLE SHOULDER BELT ANCHOR The mechanism allows adjustment of shoulder belt anchor height in five stages depending with the physique of the front seat occupant. It consists of an adjuster rail, a slider and a pushbutton provided on the seat belt sash guide. The adjuster rail is secured to the center pillar and provided with five holes in which the lock pin of the slider may fit.
Page 321: Reading Lamp
Inside Rear View Mirror with Reading Lamp / INTERIOR - uggage Compartment Floor INSIDE REAR VIEW MIRROR WITH Inside rear view mirror READING LAMP N76ZJOOAA Vehicles with power sunroof have been provided with an inside rear view mirror with reading lamps. Reading lamps 0611 LUGGAGE COMPARTMENT FLOOR...
Page 322 INTERIOR - Supplemental Restraint System (SRS) SUPPLEMENTAL RESTRAINT SYSTEM (SRS) N76ZIOOAA The SRS is designed so that the air bags will deploy The Supplemental Restraint System (SRS) is de- signed to supplement the front seat belts to help when the safing sensor, plus either or both of the left front and right front impact sensors simulta- reduce the risk or severlty of injury to the front seat neously activate while the ignition switch is in the...
Page 323 INTERIOR - Supplemental Restraint System (SRS) SRS SCHEMATIC IGNITION SWITCH <ST> fuses Combination meter (SRS Connector lock switch warning light) Park/Neutral position switch - - - - Battery voltage detection Micro circuit computer Converter Condenser voltage detection circuit Safing Squib sensor resistance + detection...
Page 324 WARNING/CAUTION LABELS A number of caution labels relating to the SRS are If labels are dirty or damaged, replace them with new ones. found in the vehicle, as shown in the following il- lustration. Follow label instructions when servicing SRS. 1 9 x 0 5 5 7...
Page 325 Refer to service manual before servicing or dis- assembling underhood components. Read When you are going to discard your gas genera- tor or vehicle, please see your MITSUBISHI dealer. tions. Improper service procedures can result in the...
Page 326 INTERIOR - Supplemental Restraint System (SRS) CAUTION: SRS WARNING: SRS Before removal of steering gear box, read ser- This air bag module cannot be repaired. Do vice manual, center front wheels and remove not disassemble or tamper. ignition key. Do not perform diagnosis. Do not touch with electrical test equipment or probes.
Page 327 INTERIOR - Supplemental Restraint System (SRS) CONSTRUCTION AND OPERATION IMPACT SENSORS There are 2 different types of sensors used; 2 front built in the SRS diagnosis unit. The right and left impact sensors and safing impact sensor. One front front impact sensors are connected in parallel. impact sensor is provided in each of the right and The front impact sensors are connected in series left shield pla?e, and one safing impact sensor is...
Page 328 INTERIOR - Supplemental Restraint System (SRS) AIR BAG MODULE <Driver’s side> The air bag module is an assembly part comprising of an air bag, pad cover, inflator, and parts for securing them. It is provided at the center of the steering wheel. Caution Make sure that the air bag is never disassembled.
Page 329 INTERIOR - Sutwlemental Restraint System (SRS) Inflator The inflator consists of a squib, igniter, gas gener- rapidly produces nitrogen gas which is forced ants, diffuser screen, etc. contained in an aluminum through the diffuser screen into the air bag. The container.
Page 330 INTERIOR - Supplemental Restraint System (SW) <Passenger’s side> The air bag module consists of an air bag, module cover, inflator, and parts for securing them. It is provided above the glove box. Caution Make sure that the air bag is never disassembled. Module cover Air bag The air bag, made of nylon cloth lined with rubber...
Page 331 Inflator The inflator has a squib, ignition cord (fuse), priming to burn. Combusion of the gas generator produces powder, gas generator, filter, etc. put in an aluminum nitorogen gas quickly, which is sent to the inside container and is installed inside the air bag module. of the air bag through the filter.
Page 332 (2) In approximately 20 milliseconds after the collision, the air bag folded in the pad cover will begin to inflate, the pad cover will break at its crease, and the air bag will expand outward. (3) In approximately 35 milliseconds after the collision, the inflated air bag will touch the chest of the driver.
Page 333 SRS DIAGNOSTIC UNIT The SRS diagnostic unit monitors the impact sen- switch is ON. This supplies squib ignition current, sors, squib, wiring harness, condensers, battery volt- even if the power cable from the battery is broken age etc. If it detects a problem, it illuminates the by the collision, to inflate the air bag as soon as “SRS”...
Page 334 INTERIOR - Supplemental Restraint System (SRS) Component Main Monitoring Point Diagnostic Code No. Double lock connector Unlock or lock switch open-circuited Battery External circuit open-circuited or short-circuited SRS warning light Drive circuit defective SRS diagnostic unit NOTE A ROM to which data can be stored and be electrically written and from which data can be electrically erased. **: Equipped.
Page 335 INTERIOR - Supplemental Restraint System (SRS) 2. Supplying squib ignition energy The energy for ignition of the squib is supplied by two circuits; the battery of the vehicle and the condensers. Even if the Dower voltage to the SRS diagnostic unit is lost. the ignition capability is-retained by the condensers for more Ignition switch <ST>...
Page 336 3. Diagnostic function Fault diagnosis continues to be performed during the period the ignition switch is ON except during cranking. If a fault is detected, the SRS warning light is lit. The microcomputer determines a diagnostic code on the basis of the results of measurements by various measuring circuits and stores it in “EEPROM”.
Page 337 SRS CONNECTOR The connector of the SRS diagnostic unit has a double lock mechanism, fit verification mechanism and connector shorting mechanism. DOUBLE LOCK MECHANISM The mechanism is composed of two mechanisms: each connec- tor of the SRS diagnostic unit is locked to the connector of the harness, then these connectors (of the four harnesses) are locked with the secondary lock lever mounted on the con- nector of the SRS diagnostic unit side.
Page 338 FIT VERIFICATION MECHANISM Secondary lock lever The mechanism is used to electrically check the engagement of the connector between the SRS diagnostic unit and the Short bar body wiring harness. The operating principle is described below. (1) Securely connect the SRS diagnostic unit and harness side connectors and press the secondary lock lever down to lock the connectors.
Page 339 INTERIOR - Supplemental Restraint System (SRS) C L O C K S P R I N G ends mounted to the rotor and the other end The clock spring is provided between the steering mounted to the upper case. The upper and lower wheel (air bag module) and column switch body cases are mounted to the steering column.
Page 340 INTERIOR - Supplemental Restraint System (SRS) NEUTRAL POSITION INDICATION MECHANISM The system consists of a ring gear (number of teeth: direction to the rotating direction of the rotor by 90) provided in the upper case, a transparent cover the difference in the number of teeth between the mounted on the rotor with screws, and a gear (num- gear and ring gear or by 10 teeth.
Page 341 INTERIOR - Supplemental Restraint System (SRS) SRS WARNING LIGHT The SRS warning light is provided at the left side of the combina- warning light tion meter. When the SRS is in good order, the light should illuminate for approximately 7 seconds after the ignition key has been turned ON, or the engine has been started, and will then go out.
Page 342: Heater And Air Conditioning
EQUIPMENT N?7zAOOhA CONTENTS BATTERY ........Refrigerant Temperature Switch <Turbo> ..36 Service Valve........4 0 Specifications .
Page 343 EQUIPMENT - Features FEATURES Nrn8QoAA Improved reliability 1. Gold plating of electronic control system terminals 2. MWP (Multipole Water Proof type) connector Improved visibility 1. Double action ignition switch (ignition key push type) and safety adopted to prevent locking the steering wheel during driving by accidentally removing the ignition key <M/T vehicles>...
Page 344 The on-board diagnostic system comprises the fol- lowing functions to assure better serviceability. Auto-cruise control Diagnostic trouble code (low speed signal) output Diagnostic trouble code (high speed signal) output Service data (high speed signal) output Actuator test (low speed signal) Actuator test (high speed signal) Simplified inspection...
Page 345 EQUIPMENT - On-board Dignostic System L I N K Data link connectors (centralized terminals for in- spection) have been adopted to allow inspection of the diagnosis functions by the scan tool. Al 6X0740 Data link connector (12 pin) Data link connector (16 pin) 10 11 12 13 14 15 16 Data link connector (12 pin) Data link connector (J1962-16 pin)
Page 346 EQUIPMENT - Battery The battery of the following specifications has been established. SPECIFICATIONS Items Specifications B.C.I. Group size 86 B.C.I. Group size 86 Capacity (5HR) Reserve capacity min. Cold cranking current...
Page 347 EQUIPMENT - Ignition Switch The ignition key push type double-action ignition for approximately 10 seconds by the timer function switch is installed that prevents the steering wheel of the ETACS-ECU so that the ignition key can be d from being locked up as a result of the ignition key easily inserted.
Page 348 EQUIPMENT OPERATION With the ignition key not pushed in (at the ACC position) The key cylinder is locked by the double-action lever pressed against the ACC position stopper. Therefore, the ignition key cannot be rotated from the ACC position to the LOCK position. Double-action lever 16X0551...
Page 349 EQUIPMENT - Lighting The headlight system is a thin, flush-surfaced, The LED (Light Emitting Diode) type high-mounted stop light is used on rear spoiler equipped vehicles, headlight is a multi-reflector design in which the while the bulb type is installed on the vehicles not light rays from the bulb are directed by the multi- equipped with rear spoiler.
Page 350 EQUIPMENT - Lighting Dome light (Vehicles with sunroof) Dome light (Vehicles without sunroof) Headlight (front turn signal and front position light) Front side marker Fog light light High-mounted stop light Foot light Foot light light Al 6X0024 Rear combination light Back-up light HEADLIGHT ON-BOARD AIMING MECHANISM...
Page 351 EQUIPMENT - Lighting MULTI-REFLECTOR The reflector is divided into minor sections to produce an ade- quate light pattern. This design eliminates the lens cut from the outer lens, providing a characteristic appearance. Outer lens...
Page 352 Meters METERS AND GAUGES The combination meter is of the plug-in type to facili- The speedometer is an electric type speedometer tate its removal and installation. It is also a pointer whose pointer moves smoothly without vibrations type to provide good visibility. in response to a pulse signal from the vehicle speed The combination meter has large speedometer and sensor as the speed changes.
Page 353 and generates a 4-pulse electric signal for each The rotating shaft of the vehicle speed sensor is rotation of the speedometer driven gear. mounted directly on the transaxle speedometer driv- en gear. The rotation of the driven gear is transmitted NOTE to a magnet via the rotating shaft.
Page 354 WINDSHIELD WIPERS AND WASHERS The washer nozzle is a 2-nozzle, 4-jet type. The windshield wiper comes in two types; two speed type with fixed interval intermittent function, and The windshield washer tank is installed in the two speed type with variable intermittent function. L.H.
Page 355 compartment. On turbo vehicles, the windshield The rear wiper has an intermittent wiper function washer tank is also used as a rear washer tank. for better rear visibility in the event of a light rain. The washer is one-nozzle, two-jet type. It offers the following features.
Page 356 7-15 E Q U I P M E N T - Radio And Tape Player, CD Player, CD Auto Changer, Speaker, Antenna PLAYER, CD AUTO CHANGER, RADIO AND TAPE PLAYER, CD SPEAKER, ANTENNA NT??TlOOAA Speaker 4-speaker <Door speaker: 13 cm (5.1 in.) - CD auto changer, speakers and antenna are avail- single cone, Rear speaker: 16 cm (6.3 in.) - able:...
Page 357 7-16 EQUIPMENT - Radio And Tape Player, CD Player, CD Auto Changer, Speaker, Antenna <AM/FM Electronic Tuning Radio> <AM/FM Electronic Tuning Radio and Tape Player> 16x0940 <AM/FM Electronic Tuning Radio and <AM/FM Electronic Tuning Radio and Tape Players Tape Player with Equalizer> 16X0921 16X0949...
Page 358 7-17 EQUIPMENT - ETACS NrmWM ETACS The ETACS (Electronic Time and Alarm Control System) has been adopted for centralized control of various timer and alarm functions. The ETACS control unit has an input check function which makes it possible to easily check whether the circuit from the input switch to the microprocessor in the control unit is function- ing properly or not.
Page 359 EQUIPMENT - ETACS Item Function and Summary of Operation Ignition switch illu- When the driver’s seat door is mination light timer opened with the ignition switch in the OFF or ACC position, the igni- function ignition switch tion switch illumination light will light for approximately 10 seconds so Driver’s door ON (open)
Page 360 EQUIPMENT - ETACS Function and Summary of Operation Item Seat belt warning tim- er fuction ignition When the ignition key is turned on, switch I - - - - - - - O F F the seat belt warning light flashes H signal for 6 seconds (4 times).
Page 361 EQUIPMENT - ETACS OPERATION LIGHT REMINDER ALARM FUNCTION 1. When the lighting switch is in the ON (TAIL 4. When the H signal output from AND1 is input or HEAD) position, the tail light relay is in the to AND2, the signal output from AND2 also ON state, so the H signal from the tail light changes to H signal which operates the detector is input to AND2.
Page 362 EQUIPMENT - ETACS IGNITION KEY REMINDER TIMER FUNCTION (1) While the ignition key is inserted in the ignition (5) As a result, AND2 outputs the H signal, which switch (key reminder switch OFF), the H signal is input to the timer circuit through OR to operate of the key reminder switch is input to ANDs.
Page 363 EQUIPMENT - ETACS IGNITION KEY REMINDER ALARM FUNCTION 1. When the ignition key is left inserted with the by NOT2 and the H signal output from AND1 ignition switch in the OFF or ACC position, the are input to AND2. Then AND2 outputs H signal H signals of the key reminder switch and the to cause the detector circuit to operate.
Page 364 EQUIPMENT - ETACS IGNITION SWITCH ILLUMINATION LIGHT TIMER FUNCTION 1. When the ignition switch is in the OFF or ACC 4. When the ignition switch is placed in the ON position, the H signal of the ignition switch in- position during operation of the timer, the L sig- verted by NOT, is input to AND, and AND2.
Page 365 EQUIPMENT - ETACS DOME LIGHT AND FOOT LIGHT DIMMING TIMER FUNCTION 1. When any of the doors or tailgate is opened AND outputs H signal which operates the timer circuit. (door switch ON or luggage compartment light switch* ON) with the dome light switch in the 3.
Page 366 DEFOGGER TIMER FUNCTION 1. When the ignition switch is turned to the ON The timer output causes the transistor to be position, the H signal of the ignition switch and ON for II minutes. The defogger relay is also the H signal of the constant voltage are input placed in the ON position to operate the defog- to AND.
Page 367 SEAT BELT WARNING TIMER FUNCTION and seat belt warning lamp blinks to remind will apply the H signal of the ignition switch the driver of wearing the seat belt. and the H signal of constant voltage circuit to (3) If the ignition switch is turned OFF while the AND.
Page 368 EQUIPMENT - ETACS CENTRAL DOOR LOCK TIMER FUNCTION (1) If the ignition key has already been removed NOTE from the ignition switch (key reminder switch The door key cylinder and door lock actuator are ON), the L signal of the key reminder switch connected together by the rod through the door is applied to NAND.
Page 369 EQUIPMENT - ETACS POWER WINDOW TIMER FUNCTION (1) If the ignition switch is placed in the ON position, and turn on the transistor Tr2 for 30 seconds, the transistor Trl is turned ON and the power allowing the window to be opened and closed. (3) If any door or the liftgate is opened while the window relay is also turned ON, allowing the power window to be opened/closed by the power...
Page 370 PARTS AND FUNCTIONS RELATED WITH E T A C S Functions Door lock actuator* Door lock power relay NOTE x mark indicates a part relevant for each function. INPUT CHECK FACILITY OF ETACS The input check facility of the ETACS includes the The ETACS-ECU has an input check facility which following functions.
Page 371 When the door, liftgate or hood locked by the speci- The system is composed of the components de- fied procedure is opened without using the key or scribed below. remote control switch (keyless entry system), the NOTE horn sounds intermittently and the headlights blink For arming/disarming the system, activating/deacti- to give visual and audible alarm.
Page 372 EQUIPMENT - Heater and Air Conditioning The heating system is a high-performance and low- new CFC-free refrigerant (R134a) system that uses noise full-air-mix system that provides a two-layer hydro fluorocarbon (HFC) containing hydrogen stratified airflow. It features an independent face-lev- atoms as the refrigerant gas to meet the CFC control regulations that call for protection of the ozone layer.
Page 373 7-32 EQUIPMENT - Heater and Air Conditioning CONSTRUCTION DIAGRAM <AIR CONDITIONING> <Turbo> High pressure Refrigerant , relief valve temperature Condenser fan Cond Compressor Dual rxessure switch <Non-turbo> Dual pressure switch Condenser fan Compressor High pres- sure relief valve Revolution pidk-up sensor...
Page 374 EQUIPMENT - Heater and Air Conditioning Fin therm0 sensor assembly Air inlet s&sor <HEATER> To windshield (defroster) ront door window...
Page 375 EQUIPMENT - Heater and Air Conditioning <VENTILATION> Air guide duct...
Page 376 EQUIPMENT A / C F U N C T I O N A L C O M P O N E N T S L I S T The following table relates the A/C system’s functions to its components. Heater/A/C control Ducts Refrigerant circuit Fin therm0 sensor...
Page 377 EQUIPMENT - Heater and Air Conditioning REFRIGERANT TEMPERATURE SWITCH < T U R B O > The refrigerant temperature switch detects the temperature d of the refrigerant at the delivery port of the A/C compressor to provide the ON/OFF control of the A/C compressor. For the location of the refrigerant temperature switch, refer to the Construction Diagram on P.7-32.
Page 378 EQUIPMENT - Heater and Air Conditioning C O M P R E S S O R The A/C system on the non-turbo models incor- A/C if the result of the calculation exceeds the porates a belt locking control function which predetermined value.
Page 379 EQUIPMENT - Heater and Air Conditioning A/C COMPRESSOR CONTROL If any of the switches and sensors is caused to be OFF, the compressor clutch relay and compres- sor magnet clutch are forced to the OFF state. Blower switch Manually set to ON and OFF Manually set to ON and OFF Dual pressure switch Low pressure switch...
Page 380: Heater And Air Conditioning
EQUIPMENT - Heater and Air Conditioning <Non-turbo> Ignition coil Ignition switch (IG2) Auto compressor-ECM Fin thermo Air therm0 sensor sensor Revolution pick-up sensor Dual pressure switch Fusible link Compressor...
Page 381 EQUIPMENT - Heater and Air Conditioning C O N D E N S E R F A N A N D R A D I A T O R F A N C O N - T R O L For information on condenser fan and radiator fan control, refer to Group 1 Control System of Engine.

Mitsubishi Eclipse Technical Information Manual

Design Features

Targets of Development

Technical Features

Quick Links

Related Manuals for Mitsubishi Eclipse

Summary of Contents for Mitsubishi Eclipse

Table of Contents