13A-1

GROUP 13A

MULTIPORT FUEL
SYSTEM (MFI)
<2.0L ENGINE>
CONTENTS

GENERAL DESCRIPTION. . . . . . . . . 13A-2 FUEL PUMP RELAY CONTROL . . . . 13A-46

CONTROL UNIT. . . . . . . . . . . . . . . . . 13A-4 STARTER RELAY CONTROL . . . . . . 13A-47

SENSOR. . . . . . . . . . . . . . . . . . . . . . . 13A-6 HEATED OXYGEN SENSOR HEATER

CONTROL. . . . . . . . . . . . . . . . . . . . . . 13A-48
ACTUATOR . . . . . . . . . . . . . . . . . . . . 13A-23
A/C COMPRESSOR CLUTCH RELAY
FUEL INJECTION CONTROL . . . . . . 13A-29 CONTROL. . . . . . . . . . . . . . . . . . . . . . 13A-49

IGNITION TIMING AND CONTROL FOR GENERATOR CONTROL. . . . . . . . . . 13A-50

CURRENT CARRYING TIME . . . . . . 13A-35
EVAPORATIVE EMISSION PURGE
THROTTLE VALVE OPENING ANGLE CONTROL. . . . . . . . . . . . . . . . . . . . . . 13A-51
CONTROL AND IDLE SPEED
CONTROL . . . . . . . . . . . . . . . . . . . . . 13A-38 EVAPORATIVE EMISSION CONTROL
SYSTEM INCORRECT PURGE FLOW
MIVEC (Mitsubishi Innovative Valve Timing MONITOR . . . . . . . . . . . . . . . . . . . . . . 13A-51
Electronic Control System) . . . . . . . 13A-41
CONTROLLER AREA NETWORK
INTAKE CHARGE PRESSURE (CAN) . . . . . . . . . . . . . . . . . . . . . . . . . 13A-52
CONTROL . . . . . . . . . . . . . . . . . . . . . 13A-43
ON-BOARD DIAGNOSTICS. . . . . . . . 13A-52
MULTIPORT FUEL INJECTION (MFI) RELAY
CONTROL . . . . . . . . . . . . . . . . . . . . . 13A-45
13A-2 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
GENERAL DESCRIPTION

GENERAL DESCRIPTION
M2132000102480
The control system of the 2.0L engine mounted on the 2010 LANCER SPORTBACK has the following struc-
ture. This control system is the same as that of the 2.0L turbocharged engine mounted on the conventional
LANCER.
System Block Diagram
Sensor, switch Engine control module (ECM) Actuator
Mass airflow sensor Barometric pressure sensor No. 1 injector

Intake air temperature sensor 1 No. 2 injector

Manifold absolute pressure Engine control unit No. 3 injector

sensor
No. 4 injector
Intake air temperature sensor 2
[1] Fuel injection control
No. 1 ignition coil
Engine coolant temperature
sensor
[2] Ignition timing control No. 2 ignition coi
Throttle position sensor (main)
No. 3 ignition coi
[3] Throttle valve opening angle
Throttle position sensor (sub) control and idle speed control
No. 4 ignition coi
Accelerator pedal position
sensor (main) Throttle actuator control
[4] MIVEC (Mitsubishi Innovative
Valve timing Electronic Control motor
Accelerator pedal position system)
sensor (sub) Heated oxygen sensor (front)
heater
Intake camshaft position [5] Intake charge pressure control
sensor Heated oxygen sensor (rear)
heater
Exhaust camshaft position [6] Power supply control
sensor Intake engine oil control
(Power supply to sensor, valve
actuator)
Crankshaft position sensor
Exhaust engine oil control
valve
Heated oxygen sensor (front) [7] Fuel pump relay control
Turbocharger wastegate
Heated oxygen sensor (rear) solenoid
[8] Starter relay control
Knock sensor Multiport fuel injection (MFI)
relay
Generator FR terminal [9] Heated oxygen sensor heater
control Throttle actuator control
motor relay
Generator L terminal

Engine oil pressure switch [10] A/C compressor clutch relay A/C compressor clutch relay
control
Power steering pressure Fuel pump relay 1
switch [11] Generator control
Fuel pump relay 2
Fuel tank differential pressure
sensor [12] Evaporative emission purge Starter relay
control
Fuel tank temperature sensor
Generator G terminal
Ignition switch-IG [13] Diagnosis output Evaporative emission purge
solenoid
Ignition switch-ST
[14] RAM data transmission Evaporative emission ventilation
Power supply solenoid

CAN communication CAN communication

(input signal) (output signal)

AK802273 AB
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
GENERAL DESCRIPTION
13A-3
Control System Diagram
Sense Decide Act
1 Mass airflow sensor ECM 1 Intake engine oil control valve
2 Intake air temperature sensor 1 (with barometric 2 Exhaust engine oil control valve
3 Throttle position sensor (main/sub) pressure sensor)
3 Throttle actuator control motor
4 Manifold absolute pressure sensor
4 Injector
5 Intake air temperature sensor 2
6 Engine coolant temperature sensor 5 Evaporative emission purge solenoid
7 Intake camshaft position sensor 6 Evaporative emission ventilation
8 Exhaust camshaft position sensor solenoid
9 Crankshaft position sensor 7 Turbocharger wastegate solenoid
10 Knock sensor Ignition coil, ignition power transistor
11 Heated oxygen sensor (front) Multiport fuel injection (MFI) relay
12 Heated oxygen sensor (rear) Fuel pump relay 1
13 Fuel tank differential pressure sensor Fuel pump relay 2
14 Fuel tank temperature sensor Starter relay
Throttle actuator control motor relay
Accelerator pedal position sensor (main/sub)
Generator G terminal
Engine oil pressure switch
Power steering pressure switch Heated oxygen sensor heater
Generator FR terminal A/C compressor clutch relay
Generator L terminal CAN communication (output signal)
Ignition switch-IG
Ignition switch-ST
Power supply
CAN communication (input signal)

3 Throttle position sensor (main/sub)

3 Throttle actuator control motor

5 Evaporative emission
purge solenoid Bypass valve
4 Manifold
absolute
pressure
sensor
Check valve
5 Intake air
Fuel temperature
pressure sensor 2
1 Intake engine
regulator oil control valve
1 Mass airflow sensor 13 Fuel tank
To fuel 7 differential
tank Intake camshaft puressure
2 Intake air
temperature position sensor sensor
sensor 1 2
Exhaust engine
oil control valve 4 Injector

Evaporative
emission
canister
Air 6 Engine coolant
inlet temperature sensor Fuel tank
Turbocharger Fuel pump
wastegate actuator Fuel level
10 Knock sensor 6 Evaporative sensor
emission
ventilation
solenoid
7 Turbocharger 14 Fuel tank
wastegate solenoid 9 Crankshaft position sensor temperature
sensor
8 Exhaust camshaft position sensor

11 Heated oxygen sensor (front)

12 Heated oxygen sensor (rear)
AK801823 AB
13A-4 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
CONTROL UNIT

CONTROL UNIT
M2132021500788

ENGINE CONTROL MODULE (ECM)

ECM

Microprocessor

Input Input Output Output

sensor interface interface actuator

RAM ROM

AK604119 AB

ECM is installed in the engine room. ECM judges uses flash-memory ROM that allows re-writing of
(calculates) the optimum control to deal with the con- data so that change and correction of control data is
stant minute changes in driving conditions based on possible using special tools. It also uses Electrically
information input from the sensors and drives the Erasable Programmable Read Only Memory
actuator. ECM is composed of 32-bit microprocessor (EEPROM) so that studied compensation data is not
and Random Access Memory (RAM), Read Only deleted even if battery terminals are disconnected.
Memory (ROM) and Input /Output interface. ECM

ECM CONNECTOR INPUT/OUTPUT PIN ARRANGEMENT

71
72
73
74
75
76
77
78
79
80
81
82
10
11
12
13
14
15
16
1
2
3
4
5
6
7
8
9

83
84
85
86
87
88
89
90
91
92
93
94
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32

100
101
102
103
104
105
106
95
96
97
98
99
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48

107
108
109
110
111
112
113
114
115
116
117
118
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64

AK704675 AB

1 Intake engine oil control valve 2 No. 1 injector

3 No. 2 injector 4 Ignition coil No. 1 (ignition power
transistor)
5 Ignition coil No. 2 (ignition power 6 Starter active signal
transistor)
7 Exhaust camshaft position sensor 8 Crankshaft position sensor
9 Sensor supplied voltage 10 Throttle position sensor (main)
11 Throttle position sensor (sub) 12 Power supply voltage applied to throttle
position sensor
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
CONTROL UNIT
13A-5
13 Throttle position sensor ground 14 Intake camshaft position sensor
15 Throttle actuator control motor (+) 16 Throttle actuator control motor (-)
17 Exhaust engine oil control valve 18 No. 3 injector
19 No. 4 injector 20 Ignition coil No. 3 (ignition power
transistor)
21 Ignition coil No. 4 (ignition power 23 Exhaust camshaft position sensor
transistor) ground
24 Crankshaft position sensor ground 25 Knock sensor (+)
26 Engine coolant temperature sensor 27 Engine coolant temperature sensor
ground
30 Intake camshaft position sensor ground 34 Heated oxygen sensor (front) heater
35 Heated oxygen sensor (rear) heater 36 Engine oil pressure switch
37 Evaporative emission purge solenoid 38 Heated oxygen sensor (front)
39 Heated oxygen sensor (front) offset 40 Heated oxygen sensor (rear)
voltage
41 Heated oxygen sensor (rear) offset 42 Knock sensor (−)
voltage
44 Power supply voltage applied to 45 Manifold absolute pressure sensor
manifold absolute pressure sensor
46 Manifold absolute pressure sensor 51 Fuel pump relay 1
ground
52 Turbocharger wastegate solenoid 58 Power steering pressure switch
60 Generator G terminal 61 Generator FR terminal
62 Generator L terminal 71 Throttle actuator control motor ground
72 Power supply voltage applied to throttle 73 MFI relay (power supply)
actuator control motor
74 Accelerator pedal position sensor 75 Power supply voltage applied to
(main) accelerator pedal position sensor
(main)
76 Accelerator pedal position sensor 77 Accelerator pedal position sensor (sub)
(main) ground
78 Power supply voltage applied to 79 Accelerator pedal position sensor (sub)
accelerator pedal position sensor (sub) ground
81 ECM ground 82 Power supply
83 Throttle actuator control motor ground 84 Throttle actuator control motor relay
87 Mass airflow sensor 88 Mass airflow sensor ground
89 Intake air temperature sensor 1 90 CAN interface (high)
91 CAN interface (low) 92 Ignition switch-IG
93 ECM ground 96 Fuel pump relay 2
97 Intake air temperature sensor 2 ground 98 Intake air temperature sensor 2
102 A/C compressor clutch relay 103 Flash EP-ROM power supply
104 Backup power supply 105 Ignition switch-ST
13A-6 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
SENSOR

106 Starter relay 112 Fuel tank differential pressure sensor

113 Fuel tank differential pressure sensor 114 Power supply voltage applied to fuel
ground tank differential pressure sensor
115 Fuel tank temperature sensor 117 Evaporative emission ventilation
solenoid

SENSOR
M2132001001256
.

MASS AIRFLOW SENSOR

Mass airflow sensor is installed in the air intake hose. Mass air-
Silicon substrate
flow sensor is composed of an extremely small heatsensing
resistor. The mass airflow sensor controls the amount of elec-
tric current flowing into the heat sensing resistor to keep the
Heat sensing
resistor heat sensing resistor at a constant temperature to the intake air
temperature. When the air mass flow rate increases, the air
Intake air
flow speed is higher and also the amount of heat transfer from
the heat sensing resistor to the air increased. Therefore, the
Sensing area
Diaphragm
mass airflow sensor increases the amount of electric current to
AK602252AC the heat sensing resistor. Thus, the amount of electric current
increases in accordance with the air mass flow rate. The mass
airflow sensor measures the air mass flow rate by detecting the
amount of electric current. The mass airflow sensor amplifies
the detected electric current amount and outputs it into the
ECM. ECM uses this output current and engine speed to calcu-
late and decide basic fuel injection time. Sensor properties are
as shown in the figure.

From MFI relay

Output current mA

Mass flow g/s

Mass airflow sensor ECM

AK602221AG

.
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
SENSOR
13A-7
INTAKE AIR TEMPERATURE SENSOR 1
Intake air temperature sensor 1 is built in to the mass airflow
sensor. Intake air temperature sensor 1 detects intake air tem-
perature through thermistor's resistance change and outputs
the voltage according to intake air temperature to ECM. ECM
uses this output voltage to compensate fuel injection control
Sensory part and ignition timing control. Sensor properties are as shown in
(thermistor) the figure.

AK602253AC

ECM Output voltage V

Intake air temperature 5V
sensor (thermistor)
Resistance kΩ

Intake air Intake air

temperature ˚C (˚F) temperature ˚C (˚F)

AK602207AG
13A-8 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
SENSOR

MANIFOLD ABSOLUTE PRESSURE SENSOR

The manifold absolute pressure sensor is installed in the intake
Manifold absolute
pressure sensor manifold. Manifold absolute pressure sensor uses a piezo
resistive semiconductor to output the voltage according to man-
ifold absolute pressure to ECM. ECM uses this output voltage
to compensate fuel injection volume according to manifold
absolute pressure. Sensor properties are as shown in the fig-
ure.

Pressure AK602254AC

Output voltage V

Manifold absolute ECM

pressure sensor

Power supply 5V

5V
Output signal

Ground
0 307
Pressure kPa (in.Hg)

AK602206 AJ

INTAKE AIR TEMPERATURE SENSOR 2

Intake air temperature sensor 2 is installed in the intake mani-
Intake air temperature sensor 2 fold. Intake air temperature sensor 2 detects intake air temper-
ature in the intake manifold through thermistor's resistance
change and outputs the voltage according to intake air temper-
ature in the intake manifold to ECM. ECM uses this output volt-
age to compensate fuel injection control. Sensor properties are
as shown in the figure.

Sensory part
(thermistor)
AK604260 AD
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
SENSOR
13A-9

ECM Output voltage V

Intake air temperature 5V
sensor (thermistor)
Resistance kΩ

Intake air Intake air

temperature ˚C (˚F) temperature ˚C (˚F)

AK602207AG

ENGINE COOLANT TEMPERATURE SENSOR

The engine coolant temperature sensor is installed in the ther-
mostat housing. Engine coolant temperature sensor uses ther-
mistor's resistance change to detect coolant temperature and
output the voltage according to coolant temperature to ECM.
ECM uses this output voltage to appropriately control fuel injec-
tion volume, idle speed and ignition timing. Sensor properties
are as shown in the figure.
Sensory part
(thermistor)
AK602255AC

ECM Output voltage V

Engine coolant
temperature sensor 5V
(thermistor)
Resistance kΩ

Engine coolant Engine coolant

temperature ˚C (˚F) temperature ˚C (˚F)

AK602208 AG

.
13A-10 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
SENSOR

THROTTLE POSITION SENSOR

The throttle position sensor is installed in the throttle body.
Throttle body Throttle position sensor outputs voltage to ECM based on the
throttle shaft rotation angle. ECM uses this signal to detect the
throttle valve opening angle to perform throttle actuator control
motor feedback control. This throttle position sensor uses Hall
IC and is a non-contact type.
Throttle
position
sensor

AK702846AD

STRUCTURE AND SYSTEM

Throttle shaft Throttle position sensor is composed of a permanent magnet
Magnet Stator
fixed on the throttle shaft, Hall IC that outputs voltage according
Hall IC to magnetic flux density and a stator that efficiently introduces
magnetic flux from the permanent magnet to Hall IC.
To ECM

Yoke Fixed to the motor cover

AK602566AC

Magnetic flux density at Hall IC is proportional to the output

Hall IC
voltage.
Throttle position sensor has 2 output systems −throttle position
sensor (main) and throttle position sensor (sub), and the output
voltage is output to ECM. When throttle valve turns, output volt-
age of throttle position sensor (main) and throttle position sen-
Fully closed sor (sub) changes. This allows ECM to detect actual throttle
opening angle. ECM uses this output voltage for throttle actua-
tor control motor feedback control. Also, ECM compares output
voltage of the throttle position sensor (main) and throttle posi-
tion sensor (sub) to check for abnormality in the throttle position
sensor. The relationship between throttle opening angle and
Half opened output voltage of the throttle position sensor (main) and throttle
Hall IC position sensor (sub) is as shown in the figure below.

Fully opened

Magnet flux
AK604555AB
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
SENSOR
13A-11

Throttle position sensor

Throttle position Throttle position
sensor (main) sensor (sub)
Hall IC Hall IC

Output voltage V
5
Throttle position
4.5 sensor (main)

2.5

Throttle position
sensor (sub)
0.5
5V 5V 0
Throttle valve opening angle
Fully Fully
ECM closed opened
AK602222AE

ACCELERATOR PEDAL POSITION SENSOR

Accelerator pedal position sensor is integrated with accelerator
pedal, and detects accelerator opening angle. ECM uses the
output voltage of this sensor to control appropriate throttle
valve opening angle and fuel injection volume. This accelerator
Accelerator pedal position
sensor connector pedal position sensor uses Hall IC and is a non-contact type.

Accelerator pedal arm

AK602569AC

.
13A-12 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
SENSOR

STRUCTURE AND SYSTEM

Accelerator pedal position sensor is composed of a permanent
Magnet magnet fixed on the magnet carrier of the pedal shaft, Hall IC
outputs voltage according to magnetic flux density and a stator
Hall IC
that efficiently introduces magnetic flux from the permanent
magnet to Hall IC.

Pedal shaft

AK602570AC

Magnetic flux density at Hall IC is proportional to the output

Magnetic flux density Hall IC voltage.
: minimum The accelerator pedal position sensor has 2 output systems −
accelerator pedal position sensor (main) and accelerator pedal
N S position sensor (sub), and the output voltage is output to ECM.
According to depression of the accelerator pedal, output volt-
age of the accelerator pedal position sensor (main) and accel-
erator pedal position sensor (sub) changes. This allows ECM to
S N detect the actual accelerator pedal depression amount. ECM
uses accelerator pedal position sensor (main) output voltage
for appropriate throttle valve opening angle control and fuel
Magnetic flux density
: maximum injection volume control. Also, ECM compares output voltage of
the accelerator pedal position sensor (main) and accelerator
pedal position sensor (sub) to check for abnormality in sensor.
N S
The relationship between accelerator opening angle and output
voltage of the accelerator pedal position sensor (main) and
accelerator pedal position sensor (sub) is as shown in the fig-
ure below.
S N

Magnetic flux Hall IC

AK602571 AC
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
SENSOR
13A-13

Accelerator pedal position sensor

Accelerator pedal Accelerator pedal

position sensor (main) position sensor (sub)
Hall IC Hall IC

Output voltage V
Accelerator pedal
5 position sensor (main)

2
Accelerator pedal
1 position sensor (sub)
5V 5V
0
ECM Accelerator Fully
pedal stroke opened
AK602211AE

HEATED OXYGEN SENSOR

Heated oxygen sensors are installed in the front exhaust pipe
and in the catalytic converter. Heated oxygen sensor has a
built-in heater to help early activation of the sensor. This allows
feedback control of air-fuel ratio soon after engine start.
.

Sensing area

AK602572 AC

Electro motive This sensor uses the oxygen concentration cell principle of
force (V) Theoretical air fuel ratio solid electrolyte (zirconia) and displays the property of sudden
0.8 change in output voltage near theoretical air-fuel ratio. This
property is used to detect oxygen density in exhaust gas. Feed-
back to ECM allows it to judge whether air-fuel ratio is rich or
Rich Lean lean compared to theoretical air-fuel ratio.

14 15 16
Air fuel ratio AK602262AC
13A-14 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
SENSOR

This allows ECM precise feedback control to get theoretical

Purge ratio
air-fuel ratio with best cleaning efficiency of 3-way catalytic con-
100
verter.

HC

50
NOx
CO

0
Theoretical air fuel ratio
AK602263AC

From MFI relay

Heated oxygen sensor

Heater
ECM

Zirconia element

0.5V

AK602576AE

CRANKSHAFT POSITION SENSOR

Crankshaft sensing ring A crankshaft position sensor is installed on the intake side of
(36 teeth including 3 missing teeth) the cylinder block. The crankshaft position sensor monitors
rotation of crankshaft sensing ring (36 teeth including 3 missing
teeth) installed on the crankshaft and converts to voltage (pulse
signal) that is output to ECM. ECM uses crankshaft position
Crankshaft sensor's output pulse to detect crankshaft position.
position
sensor .

AK703135 AD
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
SENSOR
13A-15
The crankshaft position sensor uses a magnetic resistance ele-
Crank shaft sensing ring ment. When the vane of the crankshaft-sensing ring passes the
front surface of the magnetic resistance element, the flux from
Magnet flux the magnet passes the magnetic resistance element. Thus,
resistance of the magnetic resistance element increases. When
the vane of the crankshaft-sensing ring does not pass the front
surface of the magnetic resistance element, the flux from the
Vane
magnet does not pass the magnetic resistance element and the
resistance decreases. The crankshaft position sensor converts
Magnetic resistance element
this change in resistance of the magnetic resistance element to
Crank shaft sensing ring a 5 V pulse signal and outputs it to ECM.

Magnet flux

Vane

Magnetic resistance element

AK602265AC

ECM
Crankshaft position sensor
5V

5V
Magnetic resistance element

Output signal

AK602285AC

INTAKE CAMSHAFT POSITION SENSOR

Camshaft position sensor
The intake camshaft position sensor is installed on the intake
side of the cylinder head. The intake camshaft position sensor
Sensing portion monitors shape of the half-moon sensing portion and converts
to voltage (pulse signal) that is output to ECM. Upon receiving
this output voltage, the ECM effects feedback control to opti-
mize the phase of the intake camshaft. Also, ECM uses a com-
bination of the intake camshaft position sensor output pulse
Camshaft signal and crankshaft position sensor output pulse signal to
identify cylinders in the compression process.
AK602738AC
13A-16 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
SENSOR

The intake camshaft position sensor uses a magnetic resis-

Camshaft position sensing portion
tance element. When the camshaft position sensing portion
passes the front surface of the magnetic resistance element,
Magnet flux the flux from the magnet passes the magnetic resistance ele-
ment. Thus, resistance of the magnetic resistance element
increases. When the camshaft position sensing portion does
not pass the front surface of the magnetic resistance element,
the flux from the magnet does not pass the magnetic resistance
element and the resistance decreases. The intake camshaft
Magnetic resistance element position sensor converts this change in resistance of the mag-
netic resistance element to a 5 V pulse signal and outputs it to
Camshaft position sensing portion ECM.
Magnet flux

Magnetic resistance element

AK702327AD

ECM
Intake camshaft position sensor
5V

5V
Magnetic resistance element

Output signal

AK602287AG

EXHAUST CAMSHAFT POSITION SENSOR

The exhaust camshaft position sensor is installed on the
exhaust side of the cylinder head. The exhaust camshaft posi-
tion sensor monitors shape of the half-moon sensing portion
and converts to voltage (pulse signal) that is output to ECM.
Upon receiving this output voltage, the ECM effects feedback
control to optimize the phase of the exhaust camshaft. The
structure and system of this sensor are basically the same as
intake camshaft position sensor.
.
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
SENSOR
13A-17

ECM
Exhaust camshaft position sensor
5V

5V
Magnetic resistance element

Output signal

AK602287AH

KNOCK SENSOR
A knock sensor is installed on the intake side of the cylinder
block. Knock sensor uses the piezoelectric element to convert
the vibration of the cylinder block generated when engine is in
operation to minute voltage that is output to ECM. ECM uses
the minute output voltage from the knock sensor filtered
through the cylinder block's natural frequency to detect knock-
ing, and compensates the ignition timing lag according to the
strength of the knocking.
Piezoelectric element
AK604903AD

ECM
5V
Knock sensor

Piezoelectric element

AK602226AD

.
13A-18 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
SENSOR

BAROMETRIC PRESSURE SENSOR

A barometric pressure sensor is built into ECM. The barometric
Barometric pressure sensor pressure sensor is a semiconductor diffused pressure element
(built in ECM)
which outputs voltage to ECM according to atmospheric pres-
sure. ECM uses this output voltage to sense the altitude of the
vehicle and compensates fuel injection volume to achieve the
appropriate air-fuel ratio for that altitude.

AK602575AC

ENGINE OIL PRESSURE SWITCH

The engine oil pressure switch is installed on the intake side of
the cylinder block. The engine oil pressure switch detects
whether the oil pressure is high or low using the contact switch.
When the oil pressure becomes higher than the specified value
after the engine starts, the contact point of the engine oil pres-
Oil sure switch opens. This allows the ECM to detect the oil pres-
pressure
sure is higher than the specified value. The ECM outputs the
OFF signal to the combination meter through the CAN and then
Contact switch turns off the oil pressure warning lamp.
AK602587AC

ECM

Operating pressure
ECM terminal voltage V
Oil pressure: high
OFF
12
Oil pressure:low
ON
0

Engine oil Oil pressure kPa (in.Hg)

ON pressure switch
OFF

AK602228 AD

.
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
SENSOR
13A-19
POWER STEERING PRESSURE SWITCH
A power steering pressure switch is installed on the power
Power steering
pressure switch steering oil pump. The power steering pressure switch uses a
contact switch to detect the power steering oil pressure. When
power steering oil pressure rises due to operation of the steer-
ing wheel, the power steering pressure switch outputs an ON
Oil
pressure signal to ECM. ECM performs idle-up according to the voltage
and prevents reduction in engine speed due to power steering
load and so maintains stable idle speed.

AK702847AD

ECM

ECM Operating pressure

terminal voltage V
Oil pressure:low
OFF
12
Oil pressure: high
ON
0

Power steering Oil pressure kPa (in.Hg)

ON pressure switch
OFF

AK602213 AE

FUEL TANK DIFFERENTIAL PRESSURE SENSOR

The fuel tank differential pressure sensor is installed to the fuel
Fuel tank differential pump module. The fuel tank differential pressure sensor out-
pressure sensor puts the voltage to the ECM using the piezo resistive semicon-
ductor in accordance with the difference between pressure in
the fuel tank and the pressure of the atmosphere. When moni-
toring the evaporative leak, the ECM detects malfunctions of
the evaporative emission control system by monitoring the
amount of output voltage changes from this sensor. The sensor
characteristics are as shown in the diagram.
Pressure
AK604121AB
13A-20 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
SENSOR

ECM Output voltage V

Fuel tank differential pressure sensor

Power supply 5V

Output signal

Ground

0 Pressure kPa (in. Hg)

AK604122 AB

FUEL TANK TEMPERATURE SENSOR

The fuel tank temperature sensor is installed to the fuel pump
module. The fuel tank temperature sensor detects the tempera-
Fuel tank ture inside the fuel tank using the resistance change in the ther-
temperature mistor and outputs the voltage to the ECM in accordance with
sensor the temperature inside the fuel tank. The ECM monitors the
evaporative leak in accordance with the fuel tank temperature.
The sensor characteristics are as shown in the diagram.
Sensory part
(thermistor)
AK604123 AB

ECM Output voltage V

Fuel tank temperature 5V
sensor (thermistor) Resistance kΩ

Fuel tank Fuel tank

temperature ˚C (˚F) temperature ˚C (˚F)

AK604124 AB

.
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
SENSOR
13A-21
GENERATOR FR TERMINAL
Generator turns ON/OFF the power transistor in the voltage
regulator to adjust current flow in the field coil according to gen-
erator output current. In this way generator's output voltage is
kept adjusted (to about 14.4 V). The ratio of power transistor
ON time (ON duty) is output from generator FR terminal to
ECM. ECM uses this signal to detect generator's output current
and drives throttle actuator control motor according to output
current (electric load). This prevents change in idle speed due
to electric load and helps maintain stable idle speed.

Battery Ignition switch-IG

B S

ECM

FR

Field coil

IC regulator

Generator

AK702852AE

GENERATOR L TERMINAL
After turning on the ignition switch, the current is input by the
ECM to the generator L terminal. This allows the IC regulator to
be on and the field coil to be excited. When the generator
rotates in this situation, the voltage is excited in the stator coil
and the current is output from B-terminal through the commuta-
tion diode. Also the generated voltage is input to the voltage
regulator through the commutation diode. After the electric gen-
eration begins, the current is supplied to the field coil from this
circuit. In addition, the generated voltage is output from the
generator L terminal to the ECM. This allows the ECM to detect
that the electric generation begins. The ECM outputs the ON
signal to the combination meter through the CAN and then
turns off the generator malfunction light.
13A-22 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
SENSOR

Battery Ignition switch-IG

B S

ECM

CAN
communication

Field coil
Generator
malfunction
light

IC regulator Combination meter

Generator

AK702853AD
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
ACTUATOR
13A-23
ACTUATOR
M2132002000911

INJECTOR
Fuel An injector is an injection nozzle with the electromagnetic valve
that injects fuel based on the injection signal sent by ECM. 1
injector is installed in the intake manifold of each cylinder and
Connector fixed to the fuel rail. When electricity flows through the solenoid
coil, the needle gets sucked in. The needle gets pulled till the
fully open position so that the injection hole is fully open and
the fuel gets injected.

Filter

Solenoid coil

Needle

Plate
AK800561 AC
13A-24 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
ACTUATOR

From ETACS-ECU From MFI relay

Injector relay
ON
OFF

No. 1 No. 2 No. 3 No. 4

Injectors

ECM

AK704676 AB
Voltage from the battery gets applied from the injector relay to
the injector and up to the ECM. ECM turns ON its power tran-
sistor and prepares the injector's ground circuit. Thus, current
flows through the injector while power transistor is ON and the
injector injects fuel.

THROTTLE ACTUATOR CONTROL MOTOR

Throttle body A throttle actuator control motor is installed in throttle body. The
throttle actuator control motor performs the Open/Close of the
throttle valve through the reduction gear. ECM changes current
direction according to the Open/Close direction and also
changes current to the motor coil to control the throttle actuator
control motor.
Throttle actuator control motor is composed of a good
response, low energy, and small DC motor with brush and can
generate rotation force corresponding to the current applied on
Throttle actuator
control motor the coil. When there is no current passing through the throttle
AK704677AB actuator control motor, the throttle valve remains at a pre-
scribed opening angle. So, even if current stops because of a
fault in the system, a minimum level of running remains possi-
ble.
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
ACTUATOR
13A-25

From battery

Throttle actuator MFI relay

control motor ON
OFF

To ECM

Throttle actuator
control motor relay
ON
OFF

Power supply ECM

AK602231 AE

IGNITION COIL
Refer to GROUP 16 −Ignition Coil P.16-4.

EVAPORATIVE EMISSION PURGE SOLENOID

Refer to GROUP 17 −Emission Control −Evaporative Emission
Control System P.17-15.

TURBOCHARGER WASTEGATE SOLENOID

To air cleaner To turbocharger The turbocharger wastegate solenoid, which is installed on the
clean side wastegate actuator air cleaner assembly, control the amount of leakage of the
intake charge pressure that is introduced into the turbocharger
A B wastegate actuator.The turbocharger wastegate solenoid is a
duty control type solenoid valve. When current is not passing
through the coil, nipple A is kept airtight. When current passes
through the coil, air can pass between nipple A and B. ECM
changes the ON duty ratio to control the amount of leakage of
the intake charge pressure.
AK702855 AD
13A-26 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
ACTUATOR

From MFI relay

ECM
60ms
OFF
12V
Turbocharger ON
wastegate solenoid 0V
T

The shorter the ON time (T), the larger the

amount of leakage of the intake charge pressure

AK601180 AK

INTAKE ENGINE OIL CONTROL VALVE

The intake engine oil control valve is installed on the intake side
Spool valve movement of the cylinder head. Receiving the duty signal from the ECM,
the intake engine oil control valve moves the spool valve posi-
Advance Retard
tion and divides the oil pressure from the cylinder block into the
chamber chamber advanced chamber and the retarded chamber of the V.V.T.
Spring sprocket as well as continually changes the intake camshaft
phase. The ECM moves the spool valve position by increasing
and decreasing ON duty ratio of the intake engine oil control
valve and allows the intake camshaft to be at the target phase
angle. When the duty ratio increases, the spool valve moves.
Coil Plunger The sprocket rotates toward the advanced angle side. When
Drain Drain the duty ratio decreases, the sprocket rotates toward the
Oil pressure AK604740AD retarded angle side. When the medium duty ratio, at which the
spool valve is at the medium position, is achieved, all the oil
passages are closed. This allows the phase angle to be kept
constant. The ECM changes and controls the duty ratio in
accordance with the engine operation to get the optimum
phase angle.

From MFI relay

ECM

Intake engine
oil control valve

AK700721 AD
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
ACTUATOR
13A-27
EXHAUST ENGINE OIL CONTROL VALVE
The exhaust engine oil control valve is installed on the exhaust
Spool valve movement side of the cylinder head. Receiving the duty signal from the
ECM, the exhaust engine oil control valve moves the spool
Retard Advance valve position and divides the oil pressure from the cylinder
chamber chamber block into the advanced chamber and the retarded chamber of
Spring the V.V.T. sprocket as well as continually changes the exhaust
camshaft phase. The spring makes spool valve stop at the
position where the exhaust camshaft is at the most advanced
angle when the engine is stopped. The ECM moves the spool
valve position by increasing and decreasing ON duty ratio of
Coil Plunger the exhaust engine oil control valve and allows the exhaust
Drain Drain camshaft to be at the target phase angle. When the duty ratio
Oil pressure AK604747 AC increases, the spool valve moves. The sprocket rotates toward
the retarded angle side. When the duty ratio decreases, the
sprocket rotates toward the advanced angle side. When the
medium duty ratio, at which the spool valve is at the medium
position, is achieved, all the oil passages are closed. This
allows the phase angle to be kept constant. The ECM changes
and controls the duty ratio in accordance with the engine oper-
ation to get the optimum phase angle.

From MFI relay

ECM

Exhaust engine
oil control valve

AK700722 AD

EVAPORATIVE EMISSION VENTILATION

SOLENOID
The evaporative emission ventilation solenoid, an ON/OFF
Evaporative Connector
emission type solenoid valve, is integrated in the evaporative canis-
ventilation ter.The evaporative emission ventilation solenoid is installed
solenoid
between the evaporative canister and the air-releasing end,
A
where the evaporative emission ventilation solenoid takes or
To filter shuts off air.When the current is not flowing through the coil, the
air flows between the nipples, "A" and "B", and through the
B evaporative canister.When the current is flowing through the
coil, the air is sealed in the nipple "A" and the air through the
To canister AK604127 AC
evaporative canister is shut off. When monitoring the evapora-
13A-28 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
ACTUATOR

tive leak, the ECM turns the evaporative emission ventilation

solenoid ON to create the slight vacuum condition in the evapo-
rative emission control system. The ECM shuts off the air flow-
ing through the evaporative canister to maintain the vacuum
condition necessary for monitoring.

From MFI relay Engine speed to switch

ECM terminal voltage V evaporative emission
ventilation solenoid
ECM
OFF
12

ON
0
Evaporative emission
ventilation solenoid
Engine speed r/min

AK604554 AB

GENERATOR G TERMINAL
ECM uses ON/OFF of generator G terminal to control genera-
tor output voltage. When the power transistor in the ECM turns
ON, output voltage gets adjusted to about 12.8 V. When gener-
ator output voltage drops to 12.8 V it becomes lower than volt-
age of the charged battery and almost no current is output from
the generator. When the power transistor in the ECM turns
OFF, output voltage gets adjusted to about 14.4 V. When gen-
erator output voltage is about 14.4 V, generator outputs current
to produce electricity. In case electric load is generated sud-
denly, ECM controls generator G terminal's On-duty to limit the
sudden increase in generator load due to generation and thus
prevents change in idle speed.
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
FUEL INJECTION CONTROL
13A-29

Ignition switch-IG

Battery

B S

ECM

Field coil

IC regulator

Generator

AK702856AD

FUEL INJECTION CONTROL

M2132003001627
Fuel injection volume is regulated to obtain the opti- intake air volume. ECM adds prescribed compensa-
mum air-fuel ratio in accordance with the constant tions to this basic drive time according to conditions
minute changes in engine driving conditions. Fuel such as the intake air temperature and engine cool-
injection volume is controlled by injector drive time ant temperature to decide injection time. Fuel injec-
(injection time). There is a prescribed basic drive tion is done separately for each cylinder and is done
time that varies according to the engine speed and once in two engine rotations.
13A-30 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
FUEL INJECTION CONTROL

System Configuration Diagram

Mass airflow sensor

Intake air temperature sensor 1

Manifold absolute pressure sensor

Intake air temperature sensor 2

Fuel pressure Barometric pressure sensor

To fuel tank regulator
Engine coolant temperature sensor

Throttle position sensor

From fuel
pump ECM
Accelerator pedal position sensor

Knock sensor
Injector
Intake camshaft position sensor

Crankshaft position sensor

Ignition switch-ST

Heated oxygen sensor

Vehicle speed signal (CAN)

AK704139AE

1. INJECTOR ACTUATION (FUEL INJECTION)

TIMING
Injector drive time in case of multiport fuel injection (MFI) is
controlled as follows according to driving conditions.
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
FUEL INJECTION CONTROL
13A-31
Fuel Injection During Cranking and Normal Operation

Crankshaft <No. 2 TDC> <No. 1 TDC> <No. 3 TDC> <No. 4 TDC> <No. 2 TDC>
position H
sensor
signal L

Intake
camshaft H
position
sensor L
signal
: Fuel injection
Cylinder stroke
No. 1 cylinder Compression Combustion Exhaust Intake
No. 2 cylinder Intake Compression Combustion Exhaust
No. 3 cylinder Exhaust Intake Compression Combustion
No. 4 cylinder Combustion Exhaust Intake Compression

AK703691 AC

Fuel injection to each cylinder is done by driving the injector at

optimum timing while it is in exhaust process based on the
crankshaft position sensor signal. ECM compares the crank-
shaft position sensor output pulse signal and intake camshaft
position sensor output pulse signal to identify the cylinder.
Using this as a base, it performs sequential injection in the
sequence of cylinders 1, 3, 4, 2.

Additional Fuel Injection During Acceleration

Crankshaft <No. 2 TDC> <No. 1 TDC> <No. 3 TDC> <No. 4 TDC> <No. 2 TDC>
position H
sensor
signal L

Increase injection for acceleration

Cylinder stroke

No. 1 cylinder Compression Combustion Exhaust Intake

No. 2 cylinder Intake Compression Combustion Exhaust
No. 3 cylinder Exhaust Intake Compression Combustion
No. 4 cylinder Combustion Exhaust Intake Compression

AK703786 AC

In addition to the synchronizing fuel injection with crankshaft

position sensor signal during acceleration, the volume of fuel is
injected according to the extent of the acceleration.
13A-32 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
FUEL INJECTION CONTROL

2. Fuel injection volume (injector drive time)

control
The figure shows the flow for injector drive time calculation.
Basic drive time is decided based on the mass airflow sensor
signal (intake air volume signal) and crankshaft position sensor
signal (engine rotation signal). This basic drive time is compen-
sated according to signals from various sensors and optimum
injector drive time (fuel injection volume) is calculated accord-
ing to driving conditions.
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
FUEL INJECTION CONTROL
13A-33
Fuel Injection Volume Control Block Diagram

Air-fuel ratio
compensation
(predetermined
Mass airflow sensor compensation)
Basic fuel
injection time
determination
Crankshaft position
sensor
Heated oxygen
sensor feedback
compensation
Heated oxygen sensor

Engine coolant Engine coolant

temperature sensor temperature
compensation

Acceleration-
deceleration
compensation

Intake air
Intake air temperature temperature
sensor 1 compensation

Barometric pressure Barometric

sensor pressure
compensation

Intake air temperature

sensor 2 Intake air
temperature
and pressure
in intake manifold
Manifold absolute compensation
pressure sensor

Battery voltage
Battery voltage compensation

Injector

AK702858AD
.

[Injector basic drive time]

Fuel injection is performed once per cycle for each cylinder.
Basic drive time refers to fuel injection volume (injector drive
time) to achieve theoretical air-fuel ratio for the intake air vol-
ume of 1 cycle of 1 cylinder.
13A-34 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
FUEL INJECTION CONTROL

Basic fuel Intake air amount per cycle per cylinder

injection time Theoretical air-fuel ratio

AK703134AD
Intake air volume of each cycle of 1 cylinder is calculated by
ECM based on the mass airflow sensor signal and crankshaft
position sensor signal. Also, during engine start, the map value
prescribed by the engine coolant temperature sensor signal is
used as basic drive time.
.

[Injector drive time compensation]

After calculating the injector basic drive time, the ECM makes
the following compensations to control the optimum fuel injec-
tion volume according to driving conditions.

List of main compensations for fuel injection control

Compensations Content
Heated oxygen sensor feedback compensation The heated oxygen sensor signal is used for
making the compensation to get air-fuel ratio with
best cleaning efficiency of the 3-way catalytic
converter. This compensation might not be made
sometimes in order to improve drivability,
depending on driving conditions. (Air-fuel ratio
compensation is made.) The ECM compensates
the output signal of the heated oxygen sensor
(front) using the output signal of the heated oxygen
sensor (rear). This allows the deviation of the
output signal, caused by the deterioration of the
heated oxygen sensor (front), to be solved, then
the highly accurate exhaust gas control is
performed.
Air-fuel ratio compensation Under driving conditions where heated oxygen
sensor feedback compensation is not performed,
compensation is made based on pre-set map
values that vary according to engine speed and
intake air volume.
Engine coolant temperature compensation Compensation is made according to the engine
coolant temperature. The lower the engine coolant
temperature, the greater the fuel injection volume.
Acceleration/ Deceleration compensation Compensation is made according to change in
intake air volume. During acceleration, fuel injection
volume is increased. Also, during deceleration, fuel
injection volume is decreased.
Intake air temperature compensation Compensation is made according to the intake air
temperature. The lower the intake air temperature,
the greater the fuel injection volume.
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
IGNITION TIMING AND CONTROL FOR CURRENT CARRYING TIME
13A-35
Compensations Content
Barometric pressure compensation Compensation is made according to the barometric
pressure. The lower the barometric pressure, the
smaller the fuel injection volume.
Battery voltage compensation Compensation is made depending on battery
voltage. The lower the battery voltage, the greater
the injector drive signal time.
Intake air temperature and pressure in intake Compensation is made according to the intake air
manifold compensation temperature and pressure in the intake manifold.
Learning value for fuel compensation Compensation amount is learned to compensate
feedback of heated oxygen sensor. This allows
system to compensate in accordance with engine
characteristics.
.

[Fuel limit control during deceleration]

ECM limits fuel when decelerating downhill to prevent exces-
sive rise of catalytic converter temperature and to improve fuel
efficiency.
.

[Fuel-cut control when over-run]

When engine speed exceeds a prescribed limit (6,800 r/min),
ECM cuts fuel supply to prevent overrunning and thus protect
the engine.

IGNITION TIMING AND CONTROL FOR CURRENT

CARRYING TIME
M2132027100465
Ignition timing is pre-set according to engine driving
conditions. Compensations are made according to
pre-set values depending on conditions such as
engine coolant temperature, battery voltage etc. to
decide optimum ignition timing. Primary current con-
nect/disconnect signal is sent to the power transistor
to control ignition timing. Ignition is done in sequence
of cylinders 1, 3, 4, 2.
13A-36 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
IGNITION TIMING AND CONTROL FOR CURRENT CARRYING TIME

System Configuration Diagram

MFI relay

Battery

Cylinder No.
1 2 3 4

Ignition coils

Mass airflow sensor

Intake air temperature

sensor 1

Spark plugs Engine coolant

temperature sensor

Intake camshaft position

ECM sensor

Crankshaft position
sensor
: Coil driver Throttle position sensor

Knock sensor

Ignition switch-ST

AK703692 AK

1. Ignition distribution control

Based on the crankshaft position sensor signal and intake cam-
shaft position sensor signal, ECM decides the ignition cylinder,
calculates the ignition timing and sends the ignition coil primary
current connect/disconnect signal to the power transistor of
each cylinder in the ignition sequence.
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
IGNITION TIMING AND CONTROL FOR CURRENT CARRYING TIME
13A-37

<No. 2 TDC> <No. 1 TDC> <No. 3 TDC> <No. 4 TDC> <No. 2 TDC>
Crankshaft H
position sensor
signal L

Intake camshaft H
position sensor
signal L

Cylinder stroke Ignition

No.1 cylinder Compression Combustion Exhaust Intake

No.3 cylinder Intake Compression Combustion Exhaust
No.4 cylinder Exhaust Intake Compression Combustion
No.2 cylinder Combustion Exhaust Intake Compression

AK703693 AC

2. Spark-advance control and current carrying

time control
.

[During start]
ECM initiates ignition at fixed ignition timing (5° BTDC) syn-
chronized with the crankshaft position sensor signal.
.

[During normal operation]

After determining the basic spark-advance based on the intake
air volume and engine speed, ECM makes compensations
based on input from various sensors to control the optimum
spark-advance and current carrying time.

List of main compensations for spark-advance control and

current carrying time control
Compensations Content
Intake air temperature compensation Compensation is made according to intake air
temperature. The higher the intake air temperature
the greater the delay in ignition timing.
Engine coolant temperature compensation Compensation is made according to engine coolant
temperature. The lower the engine coolant
temperature the greater the advance in ignition
timing.
Knocking compensation Compensation is made according to generation of
knocking. The greater the knocking the greater the
delay in ignition timing.
13A-38 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
THROTTLE VALVE OPENING ANGLE CONTROL AND IDLE SPEED CONTROL

Compensations Content
Stable idle compensation Compensation is made according to change in idle
speed. In case engine speed becomes lower than
target speed, ignition timing is advanced.
Delay compensation when changing shift During change of shift, sparking is delayed
compared to normal ignition timing to reduce
engine output torque and absorb the shock of the
shift change.
Battery voltage compensation Compensation is made depending on battery
voltage. The lower the battery voltage the greater
the current carrying time and when battery voltage
is high current carrying time is shortened.
.

[Control for checking ignition timing]

During basic ignition timing set mode for M.U.T.-III actuator test
function, sparking is done with fixed ignition timing (5° BTDC)
synchronized with crankshaft position sensor signal.

THROTTLE VALVE OPENING ANGLE CONTROL AND IDLE

SPEED CONTROL
M2132003500812
ECM detects the amount of accelerator pedal
depression (as per operator's intention) through the
accelerator pedal position sensor. Based on pre-set
basic target opening angles it adds various compen-
sations and controls the throttle valve opening angle
according to the target opening angle.
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
THROTTLE VALVE OPENING ANGLE CONTROL AND IDLE SPEED CONTROL
13A-39

Motor drive power supply

(from throttle actuator control
motor relay)

Engine coolant temperature sensor

Throttle actuator
control motor Motor drive circuit Crankshaft position sensor

Mass airflow sensor

Throttle Main
position
sensor A/C switch (CAN)
Sub
Power steerling pressure switch
Control unit
Sub
Accelerator Generator FR terminal
pedal position
sensor
Transmission range signal
Main (CAN)

ECM

AK702312AI

While starting While driving

ECM adds various compensations to the target Compensations are made to the target opening
opening angle that are set based on the engine cool- angle set according to the accelerator pedal opening
ant temperature, so that the air volume is optimum angle and engine speed to control the throttle valve
for starting. opening angle.

While idling
ECM controls the throttle valve to achieve the target
opening angle that are set based on the engine cool-
ant temperature. In this way best idle operation is
achieved when engine is cold and when it is hot.
Also, the following compensations ensure optimum
control.
13A-40 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
THROTTLE VALVE OPENING ANGLE CONTROL AND IDLE SPEED CONTROL

List of main compensations for throttle valve opening angle and idle speed control
Compensations Content
Stable idle compensation (immediately after start) In order to stabilize idle speed immediately after
start, target opening angle is kept big and then
gradually reduced. Compensation values are set
based on the engine coolant temperature.
Engine speed feedback compensation (while idling) In case there is a difference between the target idle
speed and actual engine speed, ECM
compensates the throttle valve opening angle
based on that difference.
Barometric pressure compensation At high altitudes barometric pressure is less and
the intake air density is low. So, the target opening
angle is compensated based on barometric
pressure.
Engine coolant temperature compensation Compensation is made according to the engine
coolant temperature. The lower the engine coolant
temperature the greater the throttle valve opening
angle.
Electric load compensation Throttle valve opening angle is compensated
according to electric load. The greater the electric
load, the greater the throttle valve opening angle.
Compensation when shift is in D range When shift lever is changed from P or N range to
some other range, throttle valve opening angle is
increased to prevent reduction in engine speed.
Compensation when A/C is functioning Throttle valve opening angle is compensated
according to functioning of A/C compressor. While
A/C compressor is being driven, the throttle valve
opening angle is increased.
Power steering pressure compensation Throttle valve opening angle is compensated
according to power steering functioning. When
power steering oil pressure rises and power
steering pressure switch is ON, the throttle valve
opening angle is increased.

Initialize control Engine protection control

After ignition switch turns OFF, ECM drives the throt- When the racing is continued during the vehicle
tle valve from fully closed position to fully open posi- stopped period (no-load period) for more than the
tion and records the fully closed/open studied value specified time, the ECM closes the throttle valve and
of the throttle position sensor (main and sub) output restricts the engine speed to protect the engine.
signals. The recorded studied values are used as
studied value compensation for compensating basic
target opening angle when the engine is started next.
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
MIVEC (Mitsubishi Innovative Valve Timing Electronic Control System)
13A-41
MIVEC (Mitsubishi Innovative Valve Timing Electronic
Control System)
M2132023500825
MIVEC is a control system continuously varying the MIVEC enables valve timing control that is optimal
intake valve timing and exhaust valve timing. The for the operating conditions of the engine. Thus, it
valve opening angle is not changed. stabilizes the idle and improves power output and
torque in all driving ranges.

System Configuration Diagram

Intake engine
oil control valve
Retard direction
Crankshaft position sensor

Mass airflow sensor Spool valve movement

Throttle position sensor Spool valve

ECM
Advance direction
Engine coolant temperature
sensor To oil pan
Retard chamber
Intake camshaft position Oil pressure
sensor Advance chamber
To oil pan

Spring

Exhaust engine
oil control valve
Advance direction
Crankshaft position sensor

Mass airflow sensor Spool valve movement

Throttle position sensor Spool valve

ECM
Engine coolant temperature Retard direction
sensor
To oil pan
Advance chamber
Exhaust camshaft position Oil pressure
sensor Retard chamber
To oil pan

Spring

AK704678AB

• The ECM assesses the engine operation through the signals from each sensor.
13A-42 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
MIVEC (Mitsubishi Innovative Valve Timing Electronic Control System)

• Based on the assessed information, the ECM • By varying the position of the spool valve, the oil
outputs duty cycle signals to the intake engine oil pressure can be applied either to the retard or
control valve and exhaust engine oil control valve advance chamber, thus continuously changing
in order to control the position of the spool valve. the phases of the intake camshaft and exhaust
camshaft.

Phase Angle Detection

<No. 2 TDC> <No. 1 TDC> <No. 3 TDC> <No. 4 TDC> <No. 2 TDC>
Crankshaft H
position sensor
signal L

Intake camshaft H
position sensor
signal L

Exhaust camshaft H
position sensor
signal L

: Phase angle

AK703694 AC

The detected phase angle is calculated using the

intake camshaft position sensor signal and the
exhaust camshaft position sensor signal.
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
INTAKE CHARGE PRESSURE CONTROL
13A-43
Operation Conceptual Diagram

Valve lift

Exhaust camshaft Intake camshaft

phase angle phase angle
Exhaust valve lift curve At most At most
(at most advanced retarded angle advanced angle
angle)

Intake valve lift curve

(at most retarded angle)

Crank angel

Overlap

AK702315 AD

The ECM controls the camshaft phase angle in order

to attain optimal valve timing that suits the engine
load and engine speed.
Initial phase Control direction
Intake side Most retarded angle Advance direction
Exhaust side Most advanced angle Retard direction

INTAKE CHARGE PRESSURE CONTROL

M2132026800126
The turbocharger wastegate solenoid operates
under duty cycle control in order to control the intake
charge pressure that acts on the turbocharger waste-
gate actuator. This results in a intake charge pres-
sure that suits the driving conditions of the engine.
13A-44 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
INTAKE CHARGE PRESSURE CONTROL

Bypass valve

Charge
air cooler

Turbocharger

Air

Turbocharger wastegate
actuator
ECM
Mass airflow sensor Turbocharger wastegate
solenoid valve
Crankshaft position
sensor
Engine coolant
temperature sensor
Knock sensor

AK800108AH
.

Solenoid in The ECM turns the power transistor in the unit ON, causing the
"ON" position turbocharger wastegate solenoid to fully open. This causes a
Set portion of the intake charge pressure acting on the turbo-
pressure
charger wastegate actuator to leak. Thus, unless the intake
Actual charge pressure rises above the set pressure of the turbo-
intake charger wastegate actuator spring, the turbocharger wastegate
charge
pressure regulating valve will not open. On the other hand, when the tur-
kPa (in. Hg) Solenoid in bocharger wastegate solenoid is fully closed, there is no leak-
"OFF" position
age of intake charge pressure. Therefore, when the intake
Set pressure of spring
charge pressure rises to the set pressure of the turbocharger
Intake charge pressure affecting turbocharger
wastegate actuator kPa (in. Hg) wastegate actuator spring, the turbocharger wastegate regulat-
AK501259 AE ing valve will open.
.

When turbocharger Thus, by operating the turbocharger wastegate solenoid under

wastegate solenoid is duty cycle control, the ECM is able to control the intake charge
always in "ON" position pressure within a duty cycle range of 0 % to 100 %.

Intake
charge
pressure
kPa (in.Hg)
When turbocharger
wastegate solenoid is
always in "OFF" position
AK501260AF
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
MULTIPORT FUEL INJECTION (MFI) RELAY CONTROL
13A-45
MULTIPORT FUEL INJECTION (MFI) RELAY CONTROL
M2132006000656

Battery

LOCK
Ignition switch ST ACC
IG1 IG2

MFI relay OFF

ON

ETACS-ECU

To each sensor and

actuator

Power Battery
supply back up ECM

MFI relay control Ignition switch-IG

AK604134AB

When the ignition switch-IG "ON" signal is input, • Initializing control of throttle valve
ECM turns ON the power transistor for control of the • After run control of fan for cooling
MFI relay. As a result, current flows through the MFI
relay's coil, the relay switch turns ON and power is
supplied to each sensor and actuator. Also, when
ignition switch-IG "OFF" signal is input, ECM per-
forms the following controls and then turns OFF the
power transistor for control of MFI relay.
13A-46 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
FUEL PUMP RELAY CONTROL

FUEL PUMP RELAY CONTROL

M2132006500695

Battery

LOCK
ST ACC
Ignition switch
MFI relay OFF IG1 IG2

ON

To ECM

Fuel pump OFF

Fuel pump
relay 1 circuit resistor
ON

OFF
Fuel pump
relay 2 ETACS-ECU
ON

M Fuel pump

Ignition switch-ST

Fuel pump Fuel pump Crankshaft position sensor

relay 1 control relay 2 control

ECM
AK702866 AE

When the ignition switch-ST signal is input, ECM turns the fuel pump relay 1 ON or OFF in accordance
turns ON the power transistor for control of the fuel with the driving conditions of the engine, in order to
pump relay 2. As a result, the fuel pump relay 2, switch the actuation condition (High or Low) of the
which is integrated in the ETACS-ECU turns ON, fuel pump. If the engine speed is low, the ECM turns
supplying power to the fuel pump. Also, the ECM OFF the fuel pump relay 1. As a result, the current
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
STARTER RELAY CONTROL
13A-47
travels through a fuel pump circuit resistor to the fuel caused by the fuel pump circuit resistor, allowing the
pump. Because the voltage that is applied to the fuel fuel pump to operate at high speeds. Thus, the fuel
pump is reduced by the resistor, it decreases below supply volume increases. Also, if engine speed falls
battery voltage. This results in a lower fuel pump below a set value, the fuel pump relay is turned OFF.
speed, which reduces the fuel supply volume. If the Thus, it deals with sudden stoppages such as engine
engine speed is high, the ECM turns ON the fuel stalling etc. by stopping the pump.
pump relay 1. As a result, there is no voltage drop

STARTER RELAY CONTROL

M2132025500586

Ignition switch-ST

Shift Shift
lever lever Shift
OFF lever
position position
ON
switch (P) OFF ON switch (N)
ETACS-ECU

Battery

Starter relay OFF

ON

OFF
ON
Starter
ECM
Starter relay M
control

AK801449 AD
13A-48 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
HEATED OXYGEN SENSOR HEATER CONTROL

When the ignition switch-ST signal is input, ECM

turns ON the power transistor for control of the
starter relay.

HEATED OXYGEN SENSOR HEATER CONTROL

M2132007000660

ECM
Heated oxygen sensor heater

Engine coolant
MFI relay temperature sensor

Battery

AK602241AD

When exhaust gas temperature is low, the heated in cutting the fuel during deceleration. Based on driv-
oxygen sensor response is dull. So, response is ing conditions and the heated oxygen sensor activa-
improved by raising the sensor temperature by pass- tion state, ECM changes the amount of current (duty
ing current through the heater at a low exhaust gas ratio) to the heater to quicken the activation of the
temperature, such as in the immediate aftermath of heated oxygen sensor.
the engine start, or during the warm up operation and
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
A/C COMPRESSOR CLUTCH RELAY CONTROL
13A-49
A/C COMPRESSOR CLUTCH RELAY CONTROL
M2132027700014

Battery

A/C compressor
clutch relay OFF
ON

A/C
refrigerant A/C switch (CAN)
temperature
OFF ON switch Crankshaft position
A/C compressor sensor
assembly Accelerator pedal
A/C compressor position sensor
A/C compressor
clutch clutch relay control Vehicle speed signal
(CAN)

ECM AK800426 AD

After the A/C switch is turned ON and A/C compres- sor clutch relay to drive the A/C compressor after
sor clutch relay reaches a state where it can turn ON, idle-up is complete. Also, in order to secure accelera-
ECM turns ON the A/C compressor clutch relay and tion performance, it turns OFF the A/C compressor
drives the A/C compressor. In order to prevent clutch relay for a fixed amount of time, if the throttle
change in engine speed due to increased load of opening angle increases beyond a prescribed limit.
driving the compressor, it controls the A/C compres-
13A-50 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
GENERATOR CONTROL

GENERATOR CONTROL
M2132025000655

Engine coolant temperature sensor

Generator G terminal

Generator FR terminal
Crankshaft position sensor

ECM

A/C switch (CAN)

Ignition switch-ST Generator

AK602242AD

During the engine idle operation, the ECM carries out When detecting the electrical load signal inputted
the duty control for the electrical continuity between into the generator FR terminal, the ECM increases
the generator G terminal and the ground. (At that gradually the generator G terminal OFF duty. The
time, the G terminal duty is controlled to be the same ECM compensates the throttle open degree accord-
as the ON duty of the power transistor inside the volt- ing to the electrical load, restricting the sudden
age regulator.) If the head lights etc. are turned on increase in the engine load by the generator.
while the engine is idling, the consumed current, The battery current is supplied to the headlamp etc.
so-called the engine load by the generator, till the engine idles steadily.
increases. Thus, the ECM stabilizes the idling speed.
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
EVAPORATIVE EMISSION PURGE CONTROL
13A-51
EVAPORATIVE EMISSION PURGE CONTROL
M2132012000406
Refer to GROUP 17 −Emission Control −Evaporative Emission
Control System P.17-15.

EVAPORATIVE EMISSION CONTROL SYSTEM INCORRECT

PURGE FLOW MONITOR
M2132027200064

Evaporative
emission
purge solenoid

Check valve

MFI relay
Battery

Mass airflow sensor

Barometric pressure
sensor

Intake air temperature

sensor 1
Evaporative emission
ventilation solenoid
Engine coolant Fuel tank
temperature sensor
Fuel tank differential pressure sensor
Fuel level
Fuel level sensor (CAN) Fuel tank temperature sensor sensor

ECM

AK900506 AB

The ECM detects whether the fuel vapor leakage The ECM measures the vacuum condition through
exists or not from the evaporative emission control the fuel tank differential pressure sensor signal. By
system. By the specified pattern within the certain comparing the normal (expected) value and the
operation range, the ECM drives the evaporative actual value, the ECM detects whether the fuel vapor
emission purge solenoid and the evaporative emis- leakage exists or not from the evaporative emission
sion ventilation solenoid. This allows slight vacuum control system.
to be produced in the fuel tank.
13A-52 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
CONTROLLER AREA NETWORK (CAN)

CONTROLLER AREA NETWORK (CAN)

M2132019000861
CAN communication is established to ensure the reli-
able transmission of information. Refer to GROUP
54C −General InformationP.54C-2.

ON-BOARD DIAGNOSTICS
M2132009001829
The engine control module (ECM) has been provided
with the following functions for easier system inspec-
tion.
.

Diagnostic Trouble Codes and Malfunction Indicator Lamp (SERVICE ENGINE SOON
or Check Engine Lamp) Function
The diagnostic trouble code and malfunction indica- NOTE: *1: Diagnostic Trouble Code
tor lamp (SERVICE ENGINE SOON or Check NOTE: *2: Malfunction Indicator Lamp
Engine Lamp) items are shown in the following table.
DTC*1 DIAGNOSTIC ITEM MIL*2 ITEM
− Engine control module (ECM) ×
P0010 Intake engine oil control valve circuit ×
P0011 Intake variable valve timing system target error ×
P0012 Camshaft position- timing over-retarded −
P0013 Exhaust engine oil control valve circuit ×
P0014 Exhaust variable valve timing system target error ×
P0016 Crankshaft/camshaft (intake) position sensor phase problem ×
P0017 Crankshaft/camshaft (exhaust) position sensor phase problem ×
P0031 Heated oxygen sensor (front) heater control circuit low ×
P0032 Heated oxygen sensor (front) heater control circuit high ×
P0037 Heated oxygen sensor (rear) heater control circuit low ×
P0038 Heated oxygen sensor (rear) heater control circuit high ×
P0069 Abnormal correlation between manifold absolute pressure sensor and ×
barometric pressure sensor
P0096 Intake air temperature circuit range/performance problem (sensor 2) ×
P0097 Intake air temperature circuit low input (sensor 2) ×
P0098 Intake air temperature circuit high input (sensor 2) ×
P0101 Mass airflow circuit range/performance problem ×
P0102 Mass airflow circuit low input ×
P0103 Mass airflow circuit high input ×
P0106 Manifold absolute pressure circuit range/performance problem ×
P0107 Manifold absolute pressure circuit low input ×
P0108 Manifold absolute pressure circuit high input ×
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
ON-BOARD DIAGNOSTICS
13A-53

DTC*1 DIAGNOSTIC ITEM MIL*2 ITEM

P0111 Intake air temperature circuit range/performance problem (sensor 1) ×
P0112 Intake air temperature circuit low input (sensor 1) ×
P0113 Intake air temperature circuit high input (sensor 1) ×
P0116 Engine coolant temperature circuit range/performance problem ×
P0117 Engine coolant temperature circuit low input ×
P0118 Engine coolant temperature circuit high input ×
P0122 Throttle position sensor (main) circuit low input ×
P0123 Throttle position sensor (main) circuit high input ×
P0125 Insufficient coolant temperature for closed loop fuel control ×
P0128 Coolant thermostat (coolant temperature below thermostat regulating ×
temperature)
P0131 Heated oxygen sensor (front) circuit low voltage ×
P0132 Heated oxygen sensor (front) circuit high voltage ×
P0133 Heated oxygen sensor (front) circuit slow response ×
P0134 Heated oxygen sensor (front) circuit no activity detected ×
P0137 Heated oxygen sensor (rear) circuit low voltage ×
P0138 Heated oxygen sensor (rear) circuit high voltage ×
P0139 Heated oxygen sensor (rear) circuit slow response ×
P0140 Heated oxygen sensor (rear) circuit no activity detected ×
P0171 System too lean ×
P0172 System too rich ×
P0181 Fuel tank temperature sensor circuit range/performance ×
P0182 Fuel tank temperature sensor circuit low input ×
P0183 Fuel tank temperature sensor circuit high input ×
P0201 Injector circuit-cylinder 1 ×
P0202 Injector circuit-cylinder 2 ×
P0203 Injector circuit-cylinder 3 ×
P0204 Injector circuit-cylinder 4 ×
P0222 Throttle position sensor (sub) circuit low input ×
P0223 Throttle position sensor (sub) circuit high input ×
P0234 Turbocharger wastegate system malfunction ×
P0243 Turbocharger wastegate solenoid circuit ×
P0300 Random/multiple cylinder misfire detected ×
P0301 Cylinder 1 misfire detected ×
P0302 Cylinder 2 misfire detected ×
P0303 Cylinder 3 misfire detected ×
P0304 Cylinder 4 misfire detected ×
13A-54 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
ON-BOARD DIAGNOSTICS

DTC*1 DIAGNOSTIC ITEM MIL*2 ITEM

P0327 Knock sensor circuit low ×
P0328 Knock sensor circuit high ×
P0335 Crankshaft position sensor circuit ×
P0340 Intake camshaft position sensor circuit ×
P0365 Exhaust camshaft position sensor circuit ×
P0420 Warm up catalyst efficiency below threshold ×
P0441 Evaporative emission control system incorrect purge flow ×
P0442 Evaporative emission control system leak detected (small leak) ×
P0443 Evaporative emission control system purge control valve circuit ×
P0446 Evaporative emission control system vent control circuit ×
P0450 Evaporative emission control system pressure sensor malfunction ×
P0451 Evaporative emission control system pressure sensor range/performance ×
P0452 Evaporative emission control system pressure sensor low input ×
P0453 Evaporative emission control system pressure sensor high input ×
P0455 Evaporative emission control system leak detected (gross leak) ×
P0456 Evaporative emission control system leak detected (very small leak) ×
P0461 Fuel level sensor (main) circuit range/performance ×
P0462 Fuel level sensor circuit low input ×
P0463 Fuel level sensor circuit high input ×
P0500 Vehicle speed signal malfunction ×
P0506 Idle control system RPM lower than expected ×
P0507 Idle control system RPM higher than expected ×
P050B Ignition timing retard insufficient ×
P0513 Immobilizer malfunction −
P0551 Power steering pressure switch circuit range/performance ×
P0554 Power steering pressure switch circuit intermittent ×
P0603 EEPROM malfunction ×
P0606 Engine control module main processor malfunction ×
P0622 Generator FR terminal circuit malfunction −
P0630 Vehicle Identification Number (VIN) malfunction ×
P0638 Throttle actuator control motor circuit range/performance ×
P0642 Throttle position sensor power supply ×
P0657 Throttle actuator control motor relay circuit malfunction ×
P1231 Active stability control plausibility −
P1232 Fail safe system −
P1233 Throttle position sensor (main) plausibility ×
P1234 Throttle position sensor (sub) plausibility ×
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
ON-BOARD DIAGNOSTICS
13A-55

DTC*1 DIAGNOSTIC ITEM MIL*2 ITEM

P1235 Mass airflow sensor plausibility ×
P1236 A/D converter ×
P1237 Accelerator pedal position sensor plausibility ×
P1238 Mass airflow sensor plausibility (torque monitor) ×
P1239 Engine RPM plausibility ×
P1240 Ignition angle −
P1241 Torque monitor ×
P1242 Fail safe control monitor −
P1243 Inquiry/response error −
P1244 RAM test for all area −
P1245 Cycle RAM test (engine) −
P1247 TC-SST plausibility −
P1506 Idle control system RPM lower than expected at low temperature ×
P1507 Idle control system RPM higher than expected at low temperature ×
P1590 TC-SST-ECU to ECM communication error in torque reduction request ×
P1603 Battery backup circuit malfunction ×
P1676 Variant coding ×
P2066 Fuel level sensor (sub) circuit range/performance ×
P2100 Throttle actuator control motor circuit (open) ×
P2101 Throttle actuator control motor magneto malfunction ×
P2122 Accelerator pedal position sensor (main) circuit low input ×
P2123 Accelerator pedal position sensor (main) circuit high input ×
P2127 Accelerator pedal position sensor (sub) circuit low input ×
P2128 Accelerator pedal position sensor (sub) circuit high input ×
P2135 Throttle position sensor (main and sub) range/performance problem ×
P2138 Accelerator pedal position sensor (main and sub) range/performance problem ×
P2195 Heated oxygen sensor (front) inactive ×
P2228 Barometric pressure circuit low input ×
P2229 Barometric pressure circuit high input ×
P2252 Heated oxygen sensor offset circuit low voltage ×
P2253 Heated oxygen sensor offset circuit high voltage ×
P2263 Intake charge system malfunction −
U0001 Bus off −
U0101 TC-SST-ECU time-out ×
U0121 ASC-ECU time-out ×
13A-56 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
ON-BOARD DIAGNOSTICS

DTC*1 DIAGNOSTIC ITEM MIL*2 ITEM

U0141 ETACS-ECU time-out ×
U0167 Immobilizer communication error −
U1180 Combination meter time-out ×
.

Data List Function

The data list items are shown in the following table. NOTE: When M.U.T.-III is used, M.U.T.-III items
NOTE: Data list items consist of M.U.T.-III items and appear alphabetically
GST items. GST items can be accessed through the M.U.T.-III Item
use of a general scan tool.
M.U.T.-III SCAN TOOL ITEM NO. INSPECTION ITEM UNIT
DISPLAY
A/C compressor relay 93 A/C compressor clutch relay ON/OFF
A/C SW 76 A/C switch ON/OFF
Absolute load value 72 Absolute load value %
Airflow sensor 10 Mass airflow sensor mV
Airflow sensor AA Mass airflow sensor g/s
APP sensor (main) 11 Accelerator pedal position sensor (main) mV
APP sensor (main) BE Accelerator pedal position sensor (main) %
APP sensor (sub) 12 Accelerator pedal position sensor (sub) mV
APP sensor (sub) BF Accelerator pedal position sensor (sub) %
Barometric pressure sensor BB Barometric pressure sensor kPa (in.Hg)
Brake light switch 74 Brake light switch ON/OFF
Calculated load value 73 Calculated load value %
Closed throttle position switch 84 Closed throttle position signal ON/OFF
Cranking signal 79 Cranking signal (ignition switch-ST) ON/OFF
Crankshaft position sensor 2 Crankshaft position sensor r/min
ECT sensor 6 Engine coolant temperature sensor ° C (° F)
Engine control relay 95 MFI relay ON/OFF
Engine oil pressure switch 90 Engine oil pressure switch ON/OFF
ETV relay 96 Throttle actuator control motor relay ON/OFF
EVAP. emission purge SOL. 49 Evaporative emission purge solenoid duty %
duty
Exhaust VVT angle (bank1) 39 Exhaust MIVEC phase angle ° CA
Fan duty 47 Fan motor duty %
Fuel level gauge 51 Fuel level gauge %
Fuel pump relay 97 Fuel pump relay ON/OFF
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
ON-BOARD DIAGNOSTICS
13A-57
M.U.T.-III SCAN TOOL ITEM NO. INSPECTION ITEM UNIT
DISPLAY
Fuel system status (bank 1) 105 Fuel control system status OL: CL
INCOMP. /
CL: Using
O2S / OL:
DRV
condition /
OL: System
fail / CL:
Using S O2S
Fuel system status (bank 2)* 106 − −
Fuel tank differential PRS. 52 Fuel tank differential pressure sensor mV
SNSR
Fuel tank temperature sensor 53 Fuel tank temperature sensor ° C (° F)
Ignition switch 85 Ignition switch (IG1) ON/OFF
Injectors 17 Injectors ms
Intake air temperature sensor 5 Intake air temperature sensor 1 ° C (° F)
1
Intake air temperature sensor DE Intake air temperature sensor 2 ° C (° F)
2
Intake VVT angle (bank1) 36 Intake MIVEC phase angle ° CA
ISC learned value (A/C OFF) 68 Idle speed control learned value (A/C OFF) L/s
ISC learned value (A/C ON) 69 Idle speed control learned value (A/C ON) L/s
Knock retard 32 Knock retard ° CA
Learned knock retard 33 Knock control learned value %
Long term fuel trim (bank 1) 26 Long-term fuel trim %
MAP sensor 8 Manifold absolute pressure sensor kPa (in.Hg)
Neutral switch 87 Neutral switch ON/OFF
Normally closed brake switch 89 Normally closed brake switch ON/OFF
Oxygen sensor (bank 1 sensor AC Heated oxygen sensor (front) V
1)
Oxygen sensor (bank 1 sensor AD Heated oxygen sensor (rear) V
2)
Power steering switch 83 Power steering pressure switch ON/OFF
Power supply voltage 1 Power supply voltage V
Relative APP sensor DD Relative accelerator pedal position sensor %
Relative TP sensor BC Relative throttle position sensor %
Short term fuel trim (bank 1) 28 Short-term fuel trim %
Spark advance 16 Ignition timing advance ° CA
Starter relay 102 Starter relay ON/OFF
Target ETV value 59 Throttle actuator control motor target value V
Target idle speed 3 Target idle speed r/min
Throttle actuator 58 Throttle actuator control motor %
13A-58 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
ON-BOARD DIAGNOSTICS

M.U.T.-III SCAN TOOL ITEM NO. INSPECTION ITEM UNIT

DISPLAY
TP sensor (main) 13 Throttle position sensor (main) mV
TP sensor (main) AB Throttle position sensor (main) %
TP sensor (main) learned 14 Throttle position sensor (main) mid opening mV
value learning value
TP sensor (sub) 15 Throttle position sensor (sub) mV
TP sensor (sub) BD Throttle position sensor (sub) %
Vehicle speed 4 Vehicle speed km/h (mph)
Waste gate duty 48 Turbocharger wastegate solenoid duty %
Waste gate duty (bank 2)* 116 − −
NOTE: *:The item is only displayed, but not applied.
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
ON-BOARD DIAGNOSTICS
13A-59
GST Item
PARAMETER DESCRIPTION COMMON EXAMPLE OF GENERAL
IDENTIFICATION SCAN TOOL DISPLAY
(PID)

01 Number of emission-related DTCs and MIL status DTC and MIL status:
# of DTCs stored in this ECU DTC_CNT: xxxd
Malfunction Indicator Lamp (MIL) status MIL: OFF or ON

Supported tests which are continuous Support status of continuous

monitors:
Misfire monitoring supported MIS_SUP: YES
Fuel system monitoring supported FUEL_SUP: YES
Comprehensive component monitoring supported CCM_SUP: YES

Status of continuous monitoring tests since DTC cleared Completion status of

continuous monitors since DTC
cleared:
Misfire monitoring ready MIS_RDY: YES or NO
Fuel system monitoring ready FUEL_RDY: YES or NO
Comprehensive component monitoring ready CCM_RDY: YES or NO

Supported tests run at least once per trip Support status of

non-continuous monitors:
Catalyst monitoring supported CAT_SUP: YES
Heated catalyst monitoring supported HCAT_SUP: NO
Evaporative system monitoring supported EVAP_SUP: YES
Secondary air system monitoring supported AIR_SUP: NO
Oxygen sensor monitoring supported O2S_SUP: YES
Oxygen sensor heater monitoring supported HTR_SUP: YES
EGR and/or VVT system monitoring supported EGR_SUP: NO

Status of tests run at least once per trip Completion status of

non-continuous monitors since
DTC cleared:
Catalyst monitoring ready CAT_RDY: YES or NO
Heated catalyst monitoring ready HCAT_RDY: YES
Evaporative system monitoring ready EVAP_RDY: YES or NO
Secondary air system monitoring ready AIR_RDY: YES
Oxygen sensor monitoring ready O2S_RDY: YES or NO
Oxygen sensor heater monitoring ready HTR_RDY: YES or NO
EGR and/or VVT system monitoring ready EGR_RDY: YES
03 Fuel system 1 status FUELSYS1:
OL/CL/OL-Drive/OL-Fault/CL-F
ault
13A-60 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
ON-BOARD DIAGNOSTICS

PARAMETER DESCRIPTION COMMON EXAMPLE OF GENERAL

IDENTIFICATION SCAN TOOL DISPLAY
(PID)

04 Calculated LOAD Value LOAD_PCT: xxx.x %

05 Engine Coolant Temperature ECT: xxx° C (xxx° F)
06 Short Term Fuel Trim−Bank 1 SHRTFT1: xxx.x %
07 Long Term Fuel Trim−Bank 1 LONGFT1: xxx.x %
0B Intake Manifold Absolute Pressure MAP: xxxx.x kPa (xx.x inHg)
0C Engine RPM RPM: xxxxx min-1
0D Vehicle Speed Sensor VSS: xxx km/h (xxx mph)
0E Ignition Timing Advance for #1 Cylinder SPARKADV: xx.x°
0F Intake Air Temperature IAT: xxx° C (xxx° F)
10 Air Flow Rate from Mass Air Flow Sensor MAF: xxxx.xx g/s (xxxx.x
lb/min)
11 Absolute Throttle Position TP: xxx.x %
13 Location of Oxygen Sensors O2SLOC: O2Sxx
14 Bank 1−Sensor 1 O2S11: x.xxx V
SHRTFT11: xxx.x %
15 Bank 1−Sensor 2 O2S12: x.xxx V
1C OBD requirements to which vehicle or engine is certified OBDSUP: OBD II
1F Time Since Engine Start RUNTM: xxxxx sec.
21 Distance Traveled While MIL is Actived MIL_DIST: xxxxx km (xxxxx
miles)
2E Commanded Evaporative Purge EVAP_PCT: xxx.x %
2F Fuel Level Input FLI: xxx.x %
30 Number of warm-ups since DTCs cleared WARM_UPS: xxx
31 Distance traveled since DTCs cleared CLR_DIST: xxxxx km (xxxxx
miles)
32 Evap System Vapor Pressure EVAP_VP: xxxx.x Pa (xx.xxx in
H2O)
33 Barometric Pressure BARO: xxx kPa (xx.x inHg)
 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
ON-BOARD DIAGNOSTICS
13A-61
PARAMETER DESCRIPTION COMMON EXAMPLE OF GENERAL
IDENTIFICATION SCAN TOOL DISPLAY
(PID)

41 Monitor status this driving cycle

Enable status of continuous monitors this monitoring cycle: Enable status of continuous
monitors this monitoring cycle:
NO means disable for rest of
this monitoring cycle or not
supported in PID 01, YES
means enable for this
monitoring cycle.
Misfire monitoring enabled MIS_ENA: NO or YES
Fuel system monitoring enabled FUEL_ENA: NO or YES
Comprehensive component monitoring enabled CCM_ENA: NO or YES

Completion status of continuous monitors this monitoring Completion status of

cycle: continuous monitors this
monitoring cycle:
Misfire monitoring completed MIS_CMPL: YES or NO
Fuel system monitoring completed FUELCMPL: YES or NO
Comprehensive component monitoring completed CCM_CMPL: YES or NO

Enable status of non-continuous monitors this monitoring Enable status of

cycle: non-continuous monitors this
monitoring cycle:
Catalyst monitoring CAT_ENA: YES
Heated catalyst monitoring HCAT_ENA: NO
Evaporative system monitoring EVAP_ENA: YES
Secondary air system monitoring AIR_ENA: NO
Oxygen sensor monitoring O2S_ENA: YES
Oxygen sensor heater monitoring HTR_ENA: YES
EGR and/or VVT system monitoring EGR_ENA: NO

Completion status of non-continuous monitors this Completion status of

monitoring cycle: non-continuous monitors this
monitoring cycle:
Catalyst monitoring completed CAT_CMPL: YES or NO
Heated catalyst monitoring completed HCATCMPL: YES
Evaporative system monitoring completed EVAPCMPL: YES or NO
Secondary air system monitoring completed AIR_CMPL: YES
Oxygen sensor monitoring completed O2S_CMPL: YES or NO
Oxygen sensor heater monitoring completed HTR_CMPL: YES or NO
41 EGR and/or VVT system monitoring completed EGR_CMPL: YES

42 Control module voltage VPWR: xx.xx V

13A-62 MULTIPORT FUEL SYSTEM (MFI) <2.0L ENGINE>
ON-BOARD DIAGNOSTICS

PARAMETER DESCRIPTION COMMON EXAMPLE OF GENERAL

IDENTIFICATION SCAN TOOL DISPLAY
(PID)

43 Absolute Load Value LOAD_ABS: xxxxx.x %

44 Fuel/Air Commanded Equivalence Ratio LAMBDA: xxx.xxx
45 Relative Throttle Position TP_R: xxx.x %
46 Ambient air temperature AAT: xxx° C (xxx° F)
47 Absolute Throttle Position B TP_B: xxx.x %
49 Accelerator Pedal Position D APP_D: xxx.x %
4A Accelerator Pedal Position E APP_E: xxx.x %
4C Commanded Throttle Actuator Control TAC_PCT: xxx.x %
5A Relative Accelerator Pedal Position APP_R: xxx.x %
68 Intake Air Temperature Sensor IAT11: xxx° C (xxx° F)
IAT12: xxx° C (xxx° F)
.

Actuator Test Function

The actuator test items are shown in the following
table.
M.U.T.-III SCAN ITEM INSPECTION ITEM ACTIVATING CONTENT
TOOL DISPLAY NO.
A/C relay 16 A/C compressor clutch relay A/C compressor clutch relay turns
from OFF to ON
Cooling fan 14 Radiator fan, A/C condenser fan Drive the fan motor
EVAP. emission purge 10 Evaporative emission purge Solenoid valve turns from OFF to
SOL. valve solenoid ON
EVAP. emission 15 Evaporative emission ventilation Solenoid valve turns from OFF to
ventilation SOL. solenoid ON
Fuel pump 9 Fuel pump Fuel pump operates and fuel is
recirculated
Ignition timing 5 11 Basic ignition timing Set to ignition timing adjustment
BTDC mode
Injector stop 1 Injectors Specified injector is stopped
Oil control valve 17 Intake engine oil control valve, Switch the intake engine oil control
exhaust engine oil control valve valve and exhaust engine oil control
valve from OFF to ON
Waste gate solenoid 20 Turbocharger wastegate solenoid Solenoid valve turns from OFF to
valve ON