Engine : General Information

ENGINE <4G1-GDI> – General Information
Main
ENGINE <4G1-GDI> Index
GENERAL INFORMATION
Group
The 4G15-GDI engine is adopted for Hong Kong. This engine is basically the same as the 4G15-GDI engine, TOC
which is mounted on Mirage Dingo for Hong Kong, but the components below have been changed:
D Piston
D Exhaust manifold
MAJOR SPECIFICATIONS
Items 4G15–GDI <LANCER> 4G15-GDI <MIRAGE DINGO>
Total displacement mL 1,468 1,468
Bore × stroke mm 75.5 × 82.0 75.5 × 82.0
Compression ratio 11.0 10.6
Combustion chamber Pentroof type + curbed top Pentroof type + curbed top
piston piston
Camshaft arrangement DOHC DOHC
Valve timing Intake Opening BTDC 12_ BTDC 12_
Intake Closing ABDC 44_ ABDC 44_
Exhaust Opening BBDC 48_ BBDC 48_
Exhaust Closing ATDC 12_ ATDC 12_
Maximum output kW/rpm 74/6,000 77/6,000
Maximum torque Nm/rpm 137/3,500 140/3,500
Fuel system Electronically controlled multi- Electronically controlled multi-

point fuel injection/Gasoline point fuel injection/Gasoline
direct injection direct injection
Rocker arm Roller type Roller type
Auto-lash adjuster Equipped Equipped
Engine oil Engine oil API SG or higher SG or higher

classification
Engine oil quantity L 3.0 (Includes oil filter capacity 3.0 (Includes oil filter capacity
0.3) 0.3)
ENGINE <4G1-GDI> – Base Engine
Main
BASE ENGINE Index
PISTON
The top land height has been reduced from 5 mm to 4 mm to Group
4 mm <LANCER> reduce the exhaust HC.
5 mm <MIRAGE DINGO> TOC
ENGINE <4G1-GDI> – Cooling System
Main
COOLING SYSTEM Index
The cooling system is a water-cooled pressurized, forced circulation type which offers the following features.
D To stabilize the engine coolant temperature, the thermostat is located at the coolant inlet port from radiator
side to the engine. Group
D To improve the engine cooling performance and save weight, a plastic tank and an aluminium radiator fins TOC
have been introduced.
D The speed of electric cooling fan is optimally controlled by a fan controller and the engine-ECU according
to driving conditions so that the fan operating noise is minimized and the fuel efficiency is improved. (Refer
Also.)
SPECIFICATIONS
Items 4G15–GDI<LANCER> 4G15–GDI<MIRAGE DINGO>
Cooling method Water-cooled pressurized, Water-cooled pressurized,

forced circulation with electrical forced circulation with electrical
fan fan
Radiator Type Pressurized corrugate type Pressurized corrugate type
Performance kJ/h 137,736 150,698
Water pump Type Impeller of centrifugal type Impeller of centrifugal type
Drive method Drive belt Drive belt
Thermostat Type Wax pellet type with jiggle valve Wax pellet type with jiggle valve
Valve open 82 82
temperature
A/T oil cooler Performance kJ/h 5,651 6,405
CONSTRUCTION DIAGRAM
Radiator
Radiator fan controller
Condense tank
Radiator fan motor

ENGINE <4G1-GDI> – Intake and Exhaust
Main
INTAKE AND EXHAUST Index
AIR INTAKE SYSTEM
AIR DUCT, AIR CLEANER Group
D By introducing fresh cool air from the top of the radiator efficiently, the engine performance has been TOC
enhanced and intake air noise has been reduced.
D Burnable used paper mixed with plastic materials have been adopted in consideration for reduction of
industrial wastes and protection of global environment.
AIR INTAKE HOSE
Unleaded rubber materials have been adopted for air intake hose in consideration for protection of global
environment.
Air intake hose
Air cleaner assembly
Air duct
Main
EXHAUST SYSTEM
Index
EXHAUST PIPE
Exhaust pipe consisting of 3 separation system: front exhaust pipe, center exhaust pipe, and exhaust main
muffler, has the following features: Group
D Use of large pre-muffler has reduced exhaust noise. TOC
D Straight layout of exhaust piping has reduced vibration and exhaust pressure in exhaust system.
D Installation of flexible tube on the front pipe has reduced vibration at idle.
D The adoption of hanger rubber with lower spring constant and the decreased number of hangers have
reduced vibration in exhaust piping.
D The adoption of all stainless exhaust piping has enhanced resistance to corrosion and heat.
D Installation of thermal insulating cover and materials on front pipe has improved emission control
performance.
Main muffler
Center exhaust pipe

Catalytic converter
Flexible tube
Pre-muffler
Front exhaust pipe
EXHAUST MANIFOLD
A clam-shell type exhaust manifold integrated with catalyst is adopted.
This has reduced the catalyst activation time at cold engine start.
<LANCER> <MIRAGE DINGO>
Catalyst
ENGINE <4G1-GDI> – Fuel System
Main
FUEL SYSTEM Index
The fuel system consists of components such as solenoid type fuel injectors, a delivery pipe, fuel pump (high
pressure) assembly [incorporating fuel pressure regulator (high pressure)], injector driver, fuel pressure
regulator (high pressure), fuel pump module, fuel gauge unit and fuel tank. This system has the following Group
features. TOC
D A compact and lightweight fuel pump (high pressure) assembly, which integrates the fuel pump (high
pressure) and fuel pressure regulator (high pressure), has been adopted.
D The fuel line has been simplified by integrating the fuel pump (high pressure) and fuel pressure regulator
(high pressure).
D In order to reduce weight, the fuel pump (low pressure), fuel filter and fuel pressure regulator (low
pressure) have been integrated into a single fuel pump module.
D The adoption of a fuel pump module makes it possible to place the fuel filter and the fuel pressure regulator
(low pressure) inside the fuel tank, improving safety in the event of an impact.
SPECIFICATIONS
Items 4G15-GDI <LANCER> 4G15-GDI <MIRAGE DINGO>
Fuel tank capacity L 50 50
Fuel pump (high pressure) type Mechanical type Mechanical type
Fuel pump (low pressure) type Electric type Electric type
Fuel filter type Double mesh filter type Double mesh filter type
(incorporates fuel pump module) (incorporates fuel pump module)
Fuel return system Fuel pressure regulator return Fuel pressure regulator return
Fuel pressure regulator (high-pressure) 5.0 5.0
control pressure MPa
Fuel pressure regulator (low-pressure) 323 323
control pressure kPa
Injectors Type Electromagnetic type Electromagnetic type
Quantity 4 4
Evaporative emission control system Canister type Canister type
Main
Index
Group
Fuel cut-off valve assembly
Fuel gauge unit
TOC
Injector driver Fuel cut-off valve assembly
Fuel pump
(high-pressure)
Delivery pipe
Fuel tank
Fuel pump module
Injector
Canister
FUEL ROUTE
Fuel pump (high pressure) assembly

[incorporating fuel pressure regulator
(high pressure)]
High-pressure
feed pipe
Fuel pump (high
pressure)
Fuel pressure
sensor
Fuel pressure
regulator (low
pressure)
Delivery pipe
Fuel pressure
regulator (high
pressure)
Fuel pump
(low pressure)
Fuel tank
Main
FUEL INJECTION PARTS
Index
Structural diagram
Fuel pump (high pressure) assembly Group

(high pressure) ] Fuel pressure sensor TOC
Delivery pipe
Injectors
Main
FUEL TANK
Index
A steel fuel tank is located under the floor of the rear seats to provide increased safety and increase the amount
of luggage compartment space.
D In order to reduce, the fuel pump (low pressure), fuel filter and fuel pressure regulator (low pressure) have Group
been integrated into a single fuel pump module.
TOC
D The fuel tank has been equipped with a fuel cut-off valve assembly which incorporates a fuel-off valve to
prevent fuel from leaking out in the event of a collision for adjusting the pressure inside the fuel tank.
Fuel return pipe
Fuel pump module
Fuel high-pressure hose
Fuel gauge unit
Fuel cut-off valve assembly Fuel cut-off valve assembly
Fuel tank
ENGINE <4G1-GDI> – Control System
Main
CONTROL SYSTEM Index
The control system is based on the system for the 4G9-GDI engine installed in the PAJERO io, with the
following improvements added.
Group
Improvements/Additions Remarks TOC
Adoption of a 32bit integrated ECU integrating CPUs for D Engine control performance has been improved by
engine control and transmission control. high calculation speed.
D High speed engine and transmission integrated
control.
Main
SYSTEM BLOCK DIAGRAM
Index
Air flow sensor (AFS) Engine-CVT-ECU No. 1 injector
Intake air temperature sensor Injector No. 2 injector
driver
No. 3 injector
Group
Barometric pressure sensor
TOC
Engine coolant temperature sensor Fuel injection control No. 4 injector
Fuel pressure sensor No. 1 ignition coil

Ignition timing control
Throttle position sensor (2nd No. 2 ignition coil
channel) Relay control
D GDI system No. 3 ignition coil
Accelerator pedal position sensor D Fuel pump No. 4 ignition coil
(1st channel) D Throttle control system
D Injector driver Injector driver relay
Idle position switch
Camshaft position sensor Oxygen sensor heater control Throttle control servo relay
Crank angle sensor A/C relay control Engine control relay
Oxygen sensor
Fan motor control (radiator, A/C Fuel pump relay
Secondary revolution sensor condenser) Oxygen sensor heater
A/C switch
Alternator control Tachometer
A/C pressure sensor
Air flow sensor filter reset A/C relay
A/C load signal control
Fan controller (radiator, A/C
Power steering fluid pressure switch condenser)
Engine warning lamp control
Alternator-FR terminal Alternator-G terminal
GDI ECO indicator lamp control Air flow sensor
Inhibitor switch
Engine warning lamp (check
Detonation sensor
EGR control engine lamp)
Ignition switch-IG
GDI ECO indicator lamp
Ignition switch-ST
Purge control EGR valve (stepper motor)
Power supply
Diagnosis output
Small lamp switch Purge control solenoid valve
Stop lamp switch RAM data transmission Diagnosis output terminal
Injector open circuit check signal
Diagnosis output terminal (for
Throttle opening angle control MUT-II)
Catalytic temperature sensor D Idle speed control
Diagnosis control terminal
Throttle position sensor (1st

channel)
Throttle valve controller
Accelerator pedal position sensor
(2nd channel) Throttle control servo
Throttle opening angle
Feedback control
Power supply
Main
CONTROL SYSTEM DIAGRAM
Index
L1 Oxygen sensor D Power supply
L2 Air flow sensor (AFS) D Ignition switch-IG l1 Injector driver (injectors) D Engine control relay
L3 Intake air temperature D Ignition switch-ST l2 EGR valve (stepper motor) D Fuel pump relay
sensor D Accelerator pedal position l3 Purge control solenoid valve D Injector driver relay
L4 Throttle position sensor sensor (1st channel) D Throttle control servo Group
D relay
TOC
(2nd channel) Idle position switch
L5 Camshaft position sensor D Secondary revolution sensor D A/C relay
L6 Crank angle sensor D A/C switch D Ignition coil
L7 Barometric pressure sensor D A/C pressure sensor Engine- D Fan controller (radiator,
L8 Engine coolant temperature D A/C load signal A/C condenser)
CVT-ECU D
sensor D Inhibitor switch GDI ECO indicator lamp
L9 Detonation sensor D Power steering fluid pressure D Engine warning lamp
L10 Fuel pressure sensor switch (check engine lamp)
L11 Catalytic temperature D Alternator-FR signal D Diagnosis output
sensor D Stop lamp switch D Alternator-G terminal
D Small lamp switch D Throttle valve controller
D Injector open circuit check signal D Oxygen sensor heater
D Throttle valve controller
L12 Throttle position sensor D Power supply l4 Throttle control servo D Engine-CVT-ECU
(1st channel) D Accelerator pedal position
sensor (2nd channel)
D Engine-CVT-ECU Throttle
valve
controller
L3 Intake air temperature

sensor
From fuel pump (low pressure)
l4 Throttle control L2 Air flow sensor (AFS)
To fuel tank servo
L10 Fuel pressure sensor
L7 Barometric
pressure sensor
L5 Camshaft position sensor
l2 EGR valve L4 Throttle position sensor

(stepper (2nd channel)
motor)
L12 Throttle position sensor
(1st channel)
Fuel pump (high pressure)
assembly [with built-in fuel Canister
pressure regulator (high
pressure)] Injectors l1 Injector driver
(injectors)
L1 Oxygen sensor L8 Engine coolant
temperature sensor
l3 Purge control solenoid
L9 Detonation sensor valve
L11 Catalytic temperature

sensor
L6 Crank angle sensor

Main
LIST OF COMPONENT FUNCTIONS
Index
Name Function
ECU Engine-CVT-ECU Uses the signals input from the various sensors to control operation of
actuators in accordance with the driving conditions.
Group
TOC
Throttle valve controller Uses the target throttle valve opening angle input from the
engine-CVT-ECU to control the throttle valve opening angle.
Sensors Ignition switch-IG Detects the ON/OFF position of the ignition switch. When this signal
is input to the engine-CVT-ECU, power is supplied to components
such as the injector driver, air flow sensor, throttle valve control servo
and crank angle sensor.
Ignition switch-ST Detects whether the engine is cranking. The engine-CVT-ECU
controls the fuel injection, throttle valve opening angle and ignition
timing to the appropriate settings based on this signal.
Air flow sensor (AFS) Detects the amount of intake air (volumetric capacity) by means of a
Karman vortex meter. The engine-CVT-ECU controls the basic injector
drive time based on this signal and on the engine speed.
Barometric pressure sensor Detects the barometric pressure by means of a semiconductor
diffusion-type pressure sensor. The engine-CVT-ECU detects the
vehicle’s altitude based on this signal, and uses this to correct the fuel
injection amount so that the optimum air/fuel mixture ratio is obtained
for that altitude.
Oxygen sensor Detects the concentration of oxygen in the exhaust gas by means of
zirconia and platinum electrodes. The engine-CVT-ECU judges
whether the air/fuel mixture ratio is at the optimum theoretical ratio
based on this concentration.
Intake air temperature sensor Detects the temperature of the intake air by means of a thermistor. The
engine-CVT-ECU corrects the fuel injection amount to the correct
amount corresponding to the intake air temperature based on the
voltage output from this sensor.
Engine coolant temperature Detects the temperature of the engine coolant by means of a
sensor thermistor. The engine-CVT-ECU detects how warm the engine is
based on the signal from this sensor, and uses this to control the fuel
injection amount, idle speed and ignition timing.
Throttle position sensor (1st Detects the throttle valve opening angle by means of a potentiometer.
channel) The throttle valve controller carries out drive control of the throttle valve
using this sensor signals.
Throttle position sensor (2nd Detects the throttle valve opening angle by means of a potentiometer.
channel) The engine-CVT-ECU checks the driving state of the throttle valve
using this sensor signal. The output characteristic of the throttle
position sensor (2nd channel) is the opposite of the output
characteristic of the throttle position sensor (1st channel).
Accelerator pedal position Detects the accelerator pedal angle by means of a potentiometer. The
sensor (1st channel) engine-CVT-ECU carries out appropriate fuel injection and control of
the throttle valve opening angle according to the accelerator opening
angle (driver’s intension) using this sensor signal.
Accelerator pedal position Detects the accelerator pedal open angle by means of a potentiometer.
sensor (2nd channel) The throttle valve controller checks the accelerator opening angle
using this sensor signal.
Idle position switch This is a movable contact switch which is built into the accelerator
pedal position sensor. It is used to detect when the accelerator pedal
is fully open.
Secondary revolution sensor* Converts the secondary revolution sensor signal to the vehicle speed
signal.
*: Refer to “Transmission” section.

Main
Name Function Index
Sensors Camshaft position sensor Detects the No. 1 cylinder compression top dead centre position by
means of a magnetic rheostatic element.
Detonation sensor Detects the vibration of the cylinder block when knocking occurs by Group
means of a pressure transducer. The engine-CVT-ECU detects TOC
whether this vibration is only due to knocking, and controls the
retardation of ignition timing in accordance with the strength of the
knocking.
Crank angle sensor Detects the crank angle by means of a Hall element. The
engine-CVT-ECU controls the injectors based on the signal from this
sensor.
Alternator-FR terminal Detects the energising duty ratio of the alternator field coil.
Inhibitor switch* Detects the Park and Neutral positions of the A/T selector lever.
Power steering fluid pressure Detects whether there is a power steering load present by means of
switch a contact switch.
Fuel pressure sensor Detects the fuel pressure applied to the fuel pump (high pressure) by
means of a metallic membrane type pressure sensor. The
engine-CVT-ECU corrects the fuel injection amount based on this fuel
pressure.
Stop lamp switch* Detects the depression amount for the brake pedal by means of a
contact switch.
Small lamp switch Inputs electrical load information to the engine-CVT-ECU.
A/C switch Detects the ON/OFF condition of the A/C.
A/C load signal Inputs the compressor drive state (low load/high load) to the
engine-CVT-ECU. The engine-CVT-ECU controls the A/C idle-up
revolution speed using this signal.
A/C pressure sensor Detects the A/C refrigerant pressure, and inputs the A/C compressor
drive state to the engine-CVT-ECU. The engine-CVT-ECU uses this
signal for controlling the fuel injection mode.
Catalytic temperature sensor Detects the catalytic temperature using a thermistor.
Injector open circuit check The engine-CVT-ECU detects open circuits in the injectors by means
signal of this signal.
Diagnosis control terminal If diagnosis codes have been stored in memory, they can be displayed
through the flashing of the engine warning lamp by connecting this
terminal to the vehicle earth.

Main
Name Function Index
Actuators Engine control relay Turns the engine-CVT-ECU power circuit on and off.
Throttle control servo relay Turns the throttle valve controller power supply circuit on and off.
Group
Injector driver Drives the injectors by means of drive signals from the
engine-CVT-ECU. TOC
Injector driver relay Turns the injector driver power supply circuit on and off.
Injectors Injects the fuel according to the drive signals from the injector driver.
Ignition coil (with built-in power Interrupts the ignition coil primary current in accordance with the
transistor) ignition signals from the engine-CVT-ECU, in order to generate a high
voltage for ignition.
Throttle control servo Controls the throttle valve opening angle by means of signals from the
throttle valve controller.
EGR valve (stepper motor) Controls the EGR flow volume by means of signals from the
engine-CVT-ECU.
Fuel pump relay Controls the supply of power to the fuel pump (low pressure).
Fan controller (radiator, A/C Controls the radiator and condenser fan speeds smoothly by means
condenser) of signals from the engine-CVT-ECU.
Purge control solenoid valve Controls the amount of purge air introduced to the air intake plenum
by means of signals from the engine-CVT-ECU.
Alternator-G terminal Controls the amount of power generated by the alternator by means
of signals from the engine-CVT-ECU.
Tachometer Displays the engine speed on the tachometer inside the speedometer.
A/C relay Controls the operation of the A/C compressor.
GDI ECO lamp Illuminates when low fuel consumption driving mode is active to notify
the driver.
Engine warning lamp (check Illuminates to notify the driver of any abnormalities when a problem
engine lamp) occurs with any of the sensors.
Also flashes in order to output diagnosis codes.
Main
FUEL INJECTION CONTROL
Index
From fuel pump
(low pressure)
To fuel tank Group
TOC
Air flow sensor
Intake air temperature sensor
Engine coolant temperature sensor
Throttle position sensor (2nd channel)
(1st channel)
Engine-CVT- Detonation sensor
Fuel pump (high ECU Camshaft position sensor
pressure) assem-
bly [with built-in fuel Crank angle sensor
Injector
pressure regulator Ignition switch-ST
(high pressure)] Injector driver Oxygen sensor
Fuel pressure sensor
Inhibitor switch
Catalytic temperature sensor
FUEL INJECTION MODES

The fuel injection modes for the GDI engine are classified into two modes in accordance with the injection
timing and air/fuel mixture ratios as shown in the table below.
Fuel injection mode Compression stroke fuel injection/ Air/fuel mixture ratio feedback *2 or
lean A/F *1 open loop
Fuel injection timing Compression stroke Intake stroke
Air/fuel mixture ratio 30 – 40 Stoichiometric*2 or rich
Condition of air in mixture Layered mixture Uniform mixture
Driving conditions Low-load driving Medium or high-load driving
Air/fuel mixture ratio feedback con- No Yes *2 or no

trol
EGR control Yes Yes
Throttle valve opening angle control Yes Yes
NOTE
*1: The fuel injection mode during low-load driving uses layered combustion with an ultra-lean air/fuel mixture
to improve fuel consumption and to reduce CO2.
*2: The fuel injection mode during medium or high-load driving uses feedback control by means of an oxygen
sensor to maintain driveability.
*3: Stoichiometric air/fuel ratio
Main
Compression Intake stroke Index
stroke injection injection
Group
TOC
Tumble flow
Tumble flow
INJECTOR DRIVER CONTROL

D The injector driver applies a high voltage and large current to the injectors in accordance with the drive
signals from the engine-CVT-ECU. In addition, current control using the value for the current is used as
the injector drive control.
D When the injector driver detects a surge voltage when the injectors are fully closed, it outputs an injector
wire open circuit signal to the engine-CVT-ECU. The engine-CVT-ECU checks the injectors for open
circuits based on this signal.
SYSTEM CONFIGURATION DIAGRAM
Ignition switch IG
Battery
+ -
Injector driver relay

Injector driver
No.1 Inj(+)
No. 1 injector
Engine-CVT-ECU No.1 Inj(–)
Power supply No.2 Inj(+)
No. 2 injector
No. 1 input No.2 Inj(–)
No. 2 input No.3 Inj(+)
No. 3 input No. 3 injector
No.3 Inj(–)
No. 4 input
No.4 Inj(+)
No. 4 injector
No.4 Inj(–)
Injector open circuit check output

Earth
FUEL INJECTION AMOUNT CONTROL Main

Index
D Fuel injection is basically synchronised with the engine speed, and the injector drive time corresponds
to the intake air amount.
D The fuel injection time (injector drive time) equals the basic injector drive time determined by the intake
air amount and the engine speed, plus correction values for each fuel injection mode.
Group
TOC
Fuel injection mode Compression stroke fuel injection/ Air/fuel mixture ratio feedback *2
lean A/F *1
Basic injector drive time Determined by the number of air flow sensor output pulses (corresponding to
the intake air amount for a single engine stroke) in between each crank angle
sensor output signal.
Intake air temperature correction f f
Barometric pressure correction f f
Engine warm-up correction f f
Correction immediately after f f

starting
Air/fuel mixture ratio correction f -
Air/fuel mixture ratio feedback - f

correction
Air/fuel mixture ratio learning f f

correction
Idle correction f -
Air fuel ratio rich compensation f -
Increased acceleration/decreased f f
deceleration correction
Waste time correction f f
NOTE
*1: The fuel injection mode during low-load driving uses layered combustion with an ultra-lean air/fuel mixture
to improve fuel consumption and to reduce CO2.
*2: The fuel injection mode during medium or high-load driving uses feedback control by means of an oxygen
sensor to maintain driveability.
Main
THROTTLE OPENING ANGLE CONTROL
Index
D The accelerator pedal depression amount is detected by the accelerator pedal position sensor (APS), and
the engine-CVT-ECU uses this amount to transmit a target throttle valve opening angle which has been
preset in accordance with the current driving conditions to the throttle valve controller. The throttle valve Group
controller receives this signal and uses it to vary the direction and magnitude of the current flowing to the
TOC
throttle valve control servo which is installed to the throttle body, in order to control the throttle valve to
the target opening angle.
Engine control relay

Battery
- +
Engine-CVT-ECU
Throttle control
servo relay 2nd channel
output Throttle valve
1st
channel Throttle control
output servo
Throttle
Accelerator position
pedal position sensor
sensor
Power
supply
1st channel
2nd channel output
output
Throttle valve
Accelerator pedal controller
CONTROL WHILE DRIVING Main

Index
D The throttle valve is controlled to the target throttle valve opening angle which is determined from factors
such as the accelerator opening angle and driving conditions.
IDLE SPEED CONTROL (ISC) Group
D Several methods of ISC control are used. In engine speed feedback control, the actual idle speed is TOC
constantly calculated by the engine-CVT-ECU, and if there is a difference between it and the target idle
speed, the throttle valve is driven to correct the actual idle speed until it equals the target idle speed. In
throttle valve position control, he throttle valve is driven until it is at the target opening angle in response
to fluctuations in engine load caused by items such as the air conditioner.
Engine Speed Feedback Control
When the engine is idling, the throttle valve is driven to control the volume of air passing through the throttle
valve in order to maintain the engine speed at the target idle speed.
The target idle speed is set to the optimum speed for different engine operating conditions (such as if the A/C
switch is on or off). Furthermore, this engine speed feedback control is only carried out when specified idle
speed conditions are fulfilled. At other times, throttle valve position control is carried out.
Throttle Valve Position Control
If any operations such as turning the steering wheel, operating the A/C switch or shifting the transmission
range are carried out while the engine is idling, the load on the engine changes and thus the idle speed
changes rapidly. Immediately after the changed signal is detected, the throttle valve is driven to the target
position. This controls the volume of air passing through the throttle valve in order to suppress fluctuations
in the idle speed.
FAILSAFE CONTROL
D If the engine-CVT-ECU or the throttle valve controller detects a system abnormality, the engine warning
lamp illuminates and the engine output is reduced by limiting the throttle valve opening angle and cutting
the amount of fuel supplied. Alternatively, the throttle valve control servo relay is turned off and power to
the throttle valve control servo is interrupted.
D When the power supply to the throttle valve control servo is interrupted, the throttle valve is designed to
open to a specific opening angle (the angle at which sufficient air can be supplied in order to allow a
minimum level of driving). This ensures that a minimum level of driving is still possible even if a problem
occurs in the throttle valve control system.
Main
IGNITION TIMING AND ENERGISATION TIME CONTROL
Index
Group
TOC
Ignition switch Battery

Air flow sensor (AFS)
Engine coolant temperature
sensor
Engine-CVT-
Idle position switch ECU
Camshaft position sensor
Crank angle sensor
Ignition switch-ST Ignition coil
Detonation sensor
Vehicle speed signal
Inhibitor switch
Spark plugs
Cylinder No. 1 2 3 4
IGNITION TIMING CONTROL

D The ignition timing includes a function where corrections are added to the basic spark advance.
Driving mode During normal driving When starting
Basic spark advance The optimum spark advances for the -

intake air amount per cylinder during
each cycle (engine load) and the
engine speed are recorded inside the
engine-CVT-ECU. These settings
are used as basic spark advances to
control ignition timing.
Fixed advance (5_ BTDC) - f
Engine coolant temperature correc- f -

tion
Barometric pressure correction f -
Intake air temperature correction f -

Main
RELAY CONTROL (ENGINE CONTROL, FUEL PUMP, THROTTLE CONTROL SYSTEM,
INJECTOR DRIVER), OXYGEN SENSOR HEATER CONTROL, A/C RELAY CONTROL, Index
AIR FLOW SENSOR FILTER RESET CONTROL, FAN MOTOR CONTROL,
ALTERNATOR CONTROL, ENGINE/TRANSMISSION TOTAL CONTROL, GDI ECO Group
INDICATION LAMP CONTROL TOC
The control methods used are basically the same as those used for the 4G9-GDI engine installed in the
PAJERO io.
DIAGNOSIS SYSTEM
D The on-vehicle system (OBD [On-Board Diagnostics] System) is adopted.
D A freeze-frame data function has been added
D In addition, the engine-CVT-ECU is provided with the following functions to make system inspection
easier.
Diagnosis Code and Engine Warning Lamp (Check Engine Lamp) Items
The diagnosis items and engine warning lamp illumination items are shown in the following table.
Code Diagnosis items Main diagnosis contents Engine
No. warning
lamp
P0100 Air flow sensor system Open circuit or short-circuit in sensor ON
related circuits
P0105 Barometric pressure sensor system Open circuit or short-circuit in sensor ON
related circuits
P0110 Intake air temperature sensor system Open circuit or short-circuit in sensor ON
related circuits
P0115 Engine coolant temperature sensor system D Open circuit or short-circuit in sensor ON
related circuits
D Excessive connector contact resist-
ance
P0120 Throttle position sensor (1st channel) system Open circuit or short-circuit in sensor ON*2
related circuits
P0130 Oxygen sensor (front) system Open circuit or short-circuit in sensor ON
related circuits
P0135 Oxygen sensor heater (front) system Open circuit or short-circuit in sensor ON
related circuits
P0170 Abnormal fuel system Leanness or richness problem ON
P0190*1 Fuel pressure abnormality system Leanness or richness problem ON
P0201 No.1 injector system Open circuit in injector related circuits ON
P0220 Accelerator pedal position sensor Open circuit or short-circuit in sensor ON*3
(1st channel) related circuits
P0225 Throttle position sensor (2nd channel) system Open circuit or short-circuit in sensor ON*2
related circuits
P0300 Random cylinder misfire detected Misfiring ON
P0301 No.1 cylinder misfire detected Misfiring ON
P0325 Detonation sensor system Abnormal sensor output –
Main
No. warning
Index
lamp
P0335 Crank angle sensor system Abnormal sensor output ON Group
P0340 Camshaft position sensor system Abnormal sensor output ON TOC
P0403 EGR valve system Open circuit or short-circuit in EGR valve ON
related circuits
P0425 Catalyst temperature sensor system Abnormal exhaust gas purification perfor- ON
mance of catalyst
P0443 Purge control solenoid valve system Open circuit or short-circuit in solenoid ON
valve related circuits
P0500 Vehicle speed signal system Abnormal signal input –
P1200 Injector driver system Open circuit or short-circuit in injector ON
driver related circuits
P1220 Electronic-controlled throttle valve system Abnormal throttle valve opening angle Flash-
ing
P1221 Throttle valve position feedback system D Motor problem Flash-
D Abnormal throttle valve opening ing
angle
P1223 Throttle valve controller communication line Communication error between engine- Flash-
system CVT-ECU and throttle valve controller ing
P1224 Throttle valve control servo motor (motor 1st Open circuit or short-circuit in motor Flash-
phase malfunction) system related circuits ing
P1225 Accelerator pedal position sensor (2nd Open circuit or short-circuit in sensor ON*3
channel) system related circuits
P1228 Throttle valve control servo motor (motor 2nd Open circuit or short-circuit in motor Flash-
phase malfunction) system related circuits ing
P1500 Alternator FR terminal system Open circuit or short-circuit in system –
related circuits
P1515 Brake vacuum sensor system Open circuit or short-circuit in sensor ON
related circuits
– Engine-CVT-ECU Abnormality in engine-CVT-ECU ON
NOTE
*1: Code No. P0190 can also be set when air gets into the high-pressure fuel line as a result of the vehicle
running dry of fuel.
*2: If there is a problem in both channels of the throttle positron sensor at the same time, the engine waring
lamp flashes.
*3: If there is a problem in both channels of the accelerator pedal position sensor at the same time, the engine
warning lamp flashes.
Data List Output
The service date output items are shown in the following table.
Item No. Data list items Units
11 Oxygen sensor mV
12 Air flow sensor Hz
13 Intake air temperature sensor _C
14 Throttle position sensor (2nd channel) mV
16 Battery voltage mV
18 Cranking signal (ignition switch–ST) ON – OFF
21 Engine coolant temperature sensor _C
Main
Index
22 Crank angle sensor r/min
24 Vehicle speed signal km/h
Group
25 Barometric pressure sensor kPa
TOC
26 Idle position switch ON – OFF
27 Power steering fluid pressure switch ON – OFF
28 A/C switch ON – OFF
31 Small lamp switch ON – OFF
34 Air flow sensor filter reset signal ON – OFF
37 Volumetric efficiency %
41 Injector ms
44 Ignition advance BTDC
49 A/C relay ON – OFF
66 Brake vacuum sensor kPa
68 EGR valve STEP
74 Fuel pressure sensor MPa
77 Accelerator pedal position sensor (2nd channel) mV
78 Accelerator pedal position sensor (1st channel) mV
79 Throttle position sensor (1st channel) mV
81* Long-term fuel compensation %
82* Short-term fuel compensation %
87* Calculation load value <General Export and China> %
99 Fuel injection mode Lean com-
pression –
Stoichio-
metric feed-
back –
Open loop
A1* Oxygen sensor V
3A* A/C pressure sensor mV
8A* Throttle position sensor (1st channel) (throttle valve opening angle) %
NOTE
*: These items are not displayed when the check mode data list is selected.
Actuator Tests Main

Index
The actuator test items are shown in the following table.
Item No. Actuator test items
01 No.1 injector: OFF Group
02 No.2 injector: OFF
TOC
07 Fuel pump (low pressure): ON
08 Purge control solenoid valve: ON
17* Basic ignition timing: 5_BTDC
21 Fan controller: Radiator fan and A/C condenser fan operate at high speed.
34 Electronic-controlled throttle valve system: Throttle valve is opened slightly
NOTE
*: Continues for 27 minutes. Can be released by pressing the CLEAR key.
OBD SYSTEM
This is a vehicle diagnosis system which is based on international standards with the aim of standardising ve-
hicle problem diagnosis.
A full range of diagnosis items has been adopted, and changes have been made to the diagnosis code assign-
ment system to correspond to the adoption of the OBD system. The assignment system used is as follows.
D A U.S. (American) format is used for communication between the MUT-II and the engine-CVT-ECU, and
as a result of this, the diagnosis code number display has been changed from a 2-digit display to a ”P”
plus four digits (U.S. format).
D DTC output by means of the flashing of the MIL has been abolished in line with standardisation of the
self-diagnosis functions.
Example: For the air flow sensor system
New system: P0100 (Old system: 12)

Specially-designated problem
Specific vehicle system
(1 and 2: Fuel/air flow measurement, 3: Ignition system, etc.)
0: Specified by U.S. regulations, 1: Specified by vehicle manufacturer
B: Vehicle body, C: Chassis, P: Power train
FREEZE-FRAME DATA
When the engine-CVT-ECU detects a problem and stores the resulting diagnosis code, the engine condition
at that time is also memorised. The MUT-II can then be used to analyze this data in order to increase the effec-
tiveness of troubleshooting. The freeze-frame data display items are shown in the following table.
Item No. Data items Unit or condition
24 Vehicle speed km/h
81 Long-term fuel compensation (long-term fuel trim) %
82 Short-term fuel compensation (short-term fuel %

trim)
87 Calculation load value %

Main
Item No. Data items Unit or condition Index
88 Fuel control condition (B1) D CL (Closed loop)*1
D OL (Open loop)*2
D OL–DRV (Open loop – drive condition)*3 Group
D OL–SYS (Open loop – system failure)*4 TOC
89*5 Fuel control condition (B2) –
NOTE
*1: Fuel control is in process by sending an oxygen sensor signal to the engine-CVT-ECU.
*2: Fuel control is in process by not sending an oxygen sensor signal to the engine-CVT-ECU as conditions
for proceeding to closed loop control are not satisfied.
*3: Being in open loop mode due to accelerating or decelerating.
*4: Being in open loop mode due to system failure.
*5: This data item is displayed, but applicable only for V-shaped engine left bank. Therefore, in-line 4-cylinder
engine is not applicable, and “–” is displayed.
ENGINE <4G1-GDI> – Emission Control System
Main
EMISSION CONTROL SYSTEM Index
EGR CONTROL
D When compression stroke injection is being carried out in the ultra-lean combustion driving range, the Group
volume of NOx emissions is lower than when driving at the theoretical air/fuel mixture ratio, but sometimes
TOC
it is not possible for the three-way catalyst to maintain reduced levels of NOx. EGR control has been
provided to ensure further reductions in NOx levels.
D The GDI engine has an extremely fast combustion speed, so that stable combustion can be maintained
with no deterioration in combustion performance even if EGR is used at ultra-lean combustion ratios. By
utilising this characteristic, large EGR volumes which were not possible with previous engines can be
introduced at ultra-lean combustion ratios. This has allowed the levels of NOx immediately after discharge
from the engine to be reduced by approximately 90% from the level for the theoretical air/fuel mixture ratio
in previous engines. This degree of performance is about the same as for vehicles which are equipped
with a three-way catalytic converter. In addition, even when driving at the theoretical air/fuel mixture ratio
in the high-output zone, introducing EGR results in a reduction in pump losses due to an increase in air
pressure inside the air intake pipe, which reduces combustion.
PURGE CONTROL
D Evaporated fuel gases which have collected inside the canister pass through the purge control solenoid
valve and into the air intake plenum due to the negative pressure inside the intake manifold, and are then
sent to the combustion chamber.
D Furthermore, when the engine coolant temperature is low (65_C or less) and when the intake air volume
is small (such as when idling), the engine-CVT-ECU turns off the purge control solenoid valve so that the
evaporated fuel gases are no longer sent to the air intake plenum. This improves driveability and stabilises
exhaust gas levels when the engine is cold and when engine loads are small.
EMISSION CONTROL SYSTEM DIAGRAM
From fuel
pump (low To fuel Fuel pump (high pressure) assembly
pressure) Throttle control servo
tank [with built-in fuel pressure regulator (high
pressure)]
EGR valve
(stepper
motor)
PCV
valve
Canister
Injectors
Oxygen sensor
Catalytic Purge control
converter solenoid valve
Catalytic converter
ENGINE <4G1-GDI> – Mount
Main
MOUNT Index
The inertia axial system based on the past achievements in COLT/LANCER has been adopted for the engine
mount system.
D Longitudinal installation type of cylindrical liquid-filled engine mount has been adopted for reduction of idle Group
vibration and improvement of ride feeling. TOC
D The liquid-filled mount system has been adopted for transmission mount to improve ride feeling by
optimizing the insulator.
D Installation of roll mount in the upper area has reduced engine rolling. Furthermore, enlargement of
insulator diameter has reduced idle vibration.
Engine mount
Transmission mount
Rear roll stopper
Front roll stopper
Crossmember
Center member
ENGINE <4G1-GDI> – Accelerator System
Main
ACCELERATOR SYSTEM Index
Instead of a conventional accelerator cable, the electronic throttle valve system has been adopted for the
accelerator.
When accelerator pedal stroke is detected by the accelerator pedal position sensor (APS) installed on the Group
pedal bracket, throttle valve angle is electrically controlled. TOC
In addition, hysteresis generating mechanism newly designed for the pedal bracket has enhanced a feeling
of maneuvering the accelerator pedal.
APS
Pedal Bracket
Pedal Lever
Hysteresis Assembly APS Lever
Pedal Arm
Main
HYSTERESIS GENERATING MECHANISM
Index
Description of Structure and Operations
Hysteresis generating mechanism consists of spring generating reaction force in pedal operation, cam
generating friction force, camshaft, housing, and cover. Group
Because the pedal arm pin and the camshaft are engaged, the camshaft rotates as the pedal is operated. TOC
As the contact surface of the camshaft and the cam is diagonally cut, the cam moves laterally according to
the camshaft rotation.
As the direction of friction force generated at this time changes, difference of the force between in depression
and release of the pedal (hysteresis) is generated resulting in lighter pedal force in release than depression
of the pedal.
Pin
Cover
Camshaft
Cam
Spring Pedal Arm
Housing
Hysteresis Generating
Mechanism
When Accelerator Pedal is Depressed:

When the accelerator pedal is depressed, the camshaft rotates in direction A, and the cam is compressing
the spring against spring force to move to the left shown in the illustration. At this time, friction force (f) occurs
on the contact surface of camshaft and cam, resulting in heavier pedal force.
Camshaft
Cam
Camshaft
Spring
f
A
Cam Travel Direction

When Accelerator Pedal is Released: Main

Index
When the accelerator pedal is released, the camshaft rotates in direction B, spring reaction force moves the
cam to the right shown in the illustration. At this time, friction force (f) is applied to the opposite direction of
pedal depressing operation, i.e. the direction to reduce the pedal force.
Group
Camshaft TOC
Cam
Camshaft
Spring
Cam Travel Direction

ENGINE <4G9-GDI> – General Information
Main
ENGINE <4G9-GDI> Index
GENERAL INFORMATION
Group
The 4G93-GDI engine for Hong Kong is adopted. TOC
Basically it is the same as the 4G93-GDI engine installed in the PAJERO io, but the following changes have
been made.
D Rocker cover
D Piston
D Intake manifold
D Exhaust manifold
Items 4G93-GDI <LANCER> 4G93-GDI <PAJERO io>
Total displacement mL 1,834 1,834
Bore stroke mm 81.0 89.0 81.0 89.0
Compression ratio 12.0 11.6
Combustion chamber Pentroof type ) curbed top Pentroof type ) curbed top
piston piston
Camshaft arrangement DOHC DOHC
Valve timing Intake Opening BTDC 15_ BTDC 15_
Intake Closing ABDC 56_ ABDC 56_
Exhaust Opening BBDC 55_ BBDC 55_
Exhaust Closing ATDC 15_ ATDC 15_
Maximum output kW/rpm 96/6,000 93/5,500
Maximum torque Nm/rpm 177/3,750 173/3,500
Fuel system Electronically controlled multi- Electronically controlled multi-

point fuel injection/Gasoline point fuel injection/Gasoline
direct injection direct injection
Rocker arm Roller type Roller type
Auto-lash adjust Equipped Equipped
Engine oil Engine oil API classifi- SG or higher SG or higher

cation
Engine oil quantity L 3.5 (Includes oil filter capacity 3.5 (Includes oil filter capacity
0.3) 0.3)
ENGINE <4G9-GDI> – Base Engine
Main
BASE ENGINE Index
ROCKER COVER
A partitioned rocker cover is adopted. Group
TOC
<LANCER> <PAJERO io>
4 mm <LANCER> PISTON
5 mm <PAJERO io> The top land height has been decreased from 5mm to 4 mm in
order to reduce the HC in the exhaust.
ENGINE <4G1-GDI> – Cooling System
Main
This system is basically the same as for 4G1-GDI engine (Refer Also).
SPECIFICATIONS Group
Items 4G93–GDI<LANCER> 4G93–GDI<PAJERO io> TOC

forced circulation with electri- forced circulation with electri-
cal fan cal fan
Performance kJ/h 151,216 152,791*1, 169,535*2
Drive method Drive belt Timing belt
Thermostat Type Wax pellet type with jiggle Wax pellet type with jiggle
valve valve
Valve open temperature 85 85
NOTE
*1: M/T
*2: A/T
Main
AIR INTAKE SYSTEM
AIR DUCT, AIR CLEANER AND AIR INTAKE HOSE Group
These components are the same as for 4G1-GDI engine (Refer Also). TOC
INTAKE MANIFOLD
A resonator integrated resin intake manifold is used.
This has led to the sharp decrease in the weight.
Resonator
EXHAUST SYSTEM
EXHAUST PIPE
This component is the same as for 4G1-GDI engine (Refer Also).
Center exhaust pipe

Catalytic converter
Flexible tube Main muffler
Pre-muffler
Front exhaust
pipe
EXHAUST MANIFOLD Main

Index
A clam-shell type exhaust manifold integrated with catalyst is adopted.
This has contributed to the reduction of the catalyst activation time at cold engine start.
<LANCER> <PAJERO io> Group
TOC
Catalyst
Main
FUEL SYSTEM Index
The fuel system consists of components such as solenoid-type fuel injectors, a delivery pipe, fuel pump (high
pressure) assembly [incorporating fuel pressure regulator (high pressure)], injector driver, fuel pressure
regulator (high pressure), fuel pump module, fuel gauge unit and fuel tank. This system has the following Group
features. TOC
D A compact and lightweight fuel pump (high pressure) assembly integrating the fuel pump (high pressure)
and fuel pressure regulator (high pressure) is adopted.
D The fuel line has been simplified by integrating the fuel pump (high pressure) and fuel pressure regulator
(high pressure).
D In order to reduce weight, the fuel pump (low pressure), fuel filter and fuel pressure regulator (low pres-
sure) have been integrated into a single fuel pump module.
SPECIFICATIONS
Items 4G93-GDI 4G93-GDI
Fuel tank capacity L 53 53
Fuel pump (high pressure) type Mechanical type Mechanical type
Fuel pump (low pressure) type Electric type Electric type
Fuel filter type Double mesh filter type Double mesh filter type
(incorporates fuel (incorporates fuel
pump module) pump module)
Fuel return system Fuel pressure Fuel pressure
regulator return regulator return
Fuel pressure regulator (high-pressure) control pressure MPa 5.0 5.0
Fuel pressure regulator (low-pressure) control pressure kPa 323 323
Injectors Type Electromagnetic type Electromagnetic type
Quantity 4 4
Evaporative emission control system Canister type Canister type
Main
Index
Fuel cut-off valve assembly Group

Fuel gauge unit TOC
Injector driver Fuel cut-off valve assembly
Fuel pump
(high-pressure)
Delivery pipe
Fuel pump module

Injector Fuel tank
Canister
FUEL ROUTE

(high pressure)]
High-pressure
feed pipe
Fuel pump (high
pressure)
Fuel pressure
sensor
Fuel pressure
regulator (low
Fuel pressure pressure)
regulator (high
Delivery pipe pressure)
Fuel pump
Fuel tank (low pressure)
Main
FUEL INJECTION PARTS
Index
Structural diagram
[incorporating fuel pressure regulator Group
(high pressure)] TOC
Delivery pipe
Injectors
FUEL TANK
The basic construction and parts configuration of
the fuel tank are the same as in the 4G1-GDI engine.
(Refer Also)
Main
CONTROL SYSTEM Index
The control system is based on the system for the 4G9-GDI engine installed in the PAJERO io, with the
Group
Adoption of a 32bit integrated ECU integrating CPUs for D Engine control performance has been improved by
engine control and transmission control high calculation speed.
control.
Main
Index
Air flow sensor (AFS) Engine-CVT-ECU No. 1 injector
Intake air temperature sensor Injector No. 2 injector
driver
No. 3 injector
Group
TOC
Engine coolant temperature sensor Fuel injection control No. 4 injector
Fuel pressure sensor No. 1 ignition coil

Ignition timing control
No. 2 ignition coil
Throttle position sensor (2nd chan-
nel) Relay control
D GDI system No. 3 ignition coil
Accelerator pedal position sensor D Fuel pump No. 4 ignition coil
(1st channel) D Throttle control system
D Injector driver Injector driver relay
Camshaft position sensor Oxygen sensor heater control Throttle control servo relay
Crank angle sensor A/C relay control Engine control relay
Oxygen sensor
Fan motor control (radiator, A/C Fuel pump relay
Secondary revolution sensor condenser) Oxygen sensor heater
A/C switch
Alternator control Tachometer
A/C pressure sensor
Air flow sensor filter reset control A/C relay
A/C load signal
Fan controller (radiator, A/C
Power steering fluid pressure switch condenser)
Engine warning lamp control
Alternator-FR terminal Alternator-G terminal
GDI ECO indicator lamp control Air flow sensor
Inhibitor switch
Engine warning lamp (check engine
Detonation sensor
EGR control lamp)
Ignition switch-IG
GDI ECO indicator lamp
Ignition switch-ST
Purge control EGR valve (stepper motor)
Power supply
Diagnosis output
Small lamp switch Purge control solenoid valve
Stop lamp switch RAM data transmission Diagnosis output terminal
Injector open circuit check signal
Diagnosis output terminal
Throttle opening angle control (for MUT-II)
Catalytic temperature sensor D Idle speed control
Throttle position sensor (1st channel)

Throttle valve controller
(2nd channel) Throttle control servo
Throttle opening angle
Feedback control
Power supply
Main
Index
L1 Oxygen sensor D Power supply
L2 Air flow sensor (AFS) D Ignition switch-IG l1 Injector driver (injectors) D Engine control relay
L3 Intake air temperature D Ignition switch-ST l2 EGR valve (stepper motor) D Fuel pump relay
sensor D Accelerator pedal position l3 Purge control solenoid valve D Injector driver relay
L4 Throttle position sensor sensor (1st channel) D Throttle control servo Group
D relay
TOC
(2nd channel) Idle position switch
L5 Camshaft position sensor D Secondary revolution sensor D A/C relay
L6 Crank angle sensor D A/C switch D Ignition coil
L7 Barometric pressure sensor D A/C pressure sensor Engine- D Fan controller (radiator,
L8 Engine coolant temperature D A/C load signal A/C condenser)
CVT-ECU D
sensor D Inhibitor switch GDI ECO indicator lamp
L9 Detonation sensor D Power steering fluid pressure D Engine warning lamp
L10 Fuel pressure sensor switch (check engine lamp)
L11 Catalytic temperature sen- D Alternator-FR signal D Diagnosis output
sor D Stop lamp switch D Alternator-G terminal
D Small lamp switch D Throttle valve controller
D Injector open circuit check signal D Oxygen sensor heater
D Throttle valve controller
L12 Throttle position sensor D Power supply l4 Throttle control servo D Engine-CVT-ECU
(1st channel) D Accelerator pedal position
sensor (2nd channel)
D Engine-CVT-ECU Throttle
valve
controller
L3 Intake air temperature

sensor
From fuel pump (low pressure)
l4 Throttle control L2 Air flow sensor (AFS)
To fuel tank servo
L10 Fuel pressure sensor
L7 Barometric
pressure sensor
l2 EGR valve L4 Throttle position sensor

(stepper
motor) (2nd channel)
(1st channel)
Fuel pump (high pressure)
assembly [with built-in fuel Canister
pressure regulator (high
pressure)] Injectors l1 Injector driver
(injectors)
L1 Oxygen sensor L8 Engine coolant
temperature sensor
l3 Purge control solenoid
L9 Detonation sensor valve
L11 Catalytic temperature

sensor

Main
Index
Name Function
ECU Engine-CVT-ECU Uses the signals input from the various sensors to control operation of
actuators in accordance with the driving conditions.
Group
TOC
Throttle valve controller Uses the target throttle valve opening angle input from the
engine-CVT-ECU to control the throttle valve opening angle.
is input to the engine-CVT-ECU, power is supplied to components
such as the injector driver, air flow sensor, throttle valve control servo
and crank angle sensor.
Ignition switch-ST Detects whether the engine is cranking. The engine-CVT-ECU
controls the fuel injection, throttle valve opening angle and ignition
timing to the appropriate settings based on this signal.
Air flow sensor (AFS) Detects the amount of intake air (volumetric capacity) by means of a
Karman vortex meter. The engine-CVT-ECU controls the basic injector
drive time based on this signal and on the engine speed.
Barometric pressure sensor Detects the barometric pressure by means of a semiconductor
diffusion-type pressure sensor. The engine-CVT-ECU detects the
vehicle’s altitude based on this signal, and uses this to correct the fuel
injection amount so that the optimum air/fuel mixture ratio is obtained
for that altitude.
Oxygen sensor Detects the concentration of oxygen in the exhaust gas by means of
zirconia and platinum electrodes. The engine-CVT-ECU judges
whether the air/fuel mixture ratio is at the optimum theoretical ratio
based on this concentration.
engine-CVT-ECU corrects the fuel injection amount to the correct
amount corresponding to the intake air temperature based on the
sensor thermistor. The engine-CVT-ECU detects how warm the engine is
based on the signal from this sensor, and uses this to control the fuel
injection amount, idle speed and ignition timing.
Throttle position sensor (1st Detects the throttle valve opening angle by means of a potentiometer.
channel) Throttle valve controller carries out drive control of the throttle valve
using this signal.
Throttle position sensor (2nd Detects the throttle valve opening angle by means of a potentiometer.
channel) The engine-CVT-ECU checks the drive state of the throttle valve using
this sensor signal. The output characteristic of the throttle position
sensor (2nd channel) is the opposite of the output characteristic of the
throttle position sensor (1st channel).
sensor (1st channel) engine-CVT-ECU carries out appropriate fuel injection and control of
the throttle valve opening angle according to the accelerator opening
angle (driver’s intention) using this sensor signal.
sensor (2nd channel) throttle valve controller checks the accelerator opening angle using
this sensor signal.
Idle position switch This is a movable contact switch which is built into the accelerator
pedal position sensor. It is used to detect when the accelerator pedal
is fully open.
signal, and uses it for engine control.

Main
Name Function Index
Sensors Camshaft position sensor Detects the No. 1 cylinder compression top dead centre position by
means of a magnetic rheostatic element.
Detonation sensor Detects the vibration of the cylinder block when knocking occurs by Group
means of a pressure transducer. The engine-CVT-ECU detects TOC
whether this vibration is only due to knocking, and controls the
retardation of ignition timing in accordance with the strength of the
knocking.
Crank angle sensor Detects the crank angle by means of a Hall element. The
engine-CVT-ECU controls the injectors based on the signal from this
sensor.
Alternator-FR terminal Detects the energising duty ratio of the alternator field coil.
Inhibitor switch* Detects the Park and Neutral positions of the A/T selector lever.
Power steering fluid pressure Detects whether there is a power steering load present by means of
Fuel pressure sensor Detects the fuel pressure applied to the fuel pump (high pressure) by
means of a metallic membrane-type pressure sensor. The
engine-CVT-ECU corrects the fuel injection amount based on this fuel
pressure.
Stop lamp switch* Detects the depression amount for the brake pedal by means of a
contact switch.
Small lamp switch Inputs electrical load information to the engine-CVT-ECU.
A/C switch Detects the ON/OFF condition of the A/C.
A/C load signal Inputs the A/C compressor drive state (low load/high load) to the
engine-CVT-ECU. The engine-CVT-ECU controls the A/C idle-up
revolution speed using this signal.
A/C pressure sensor Detects the A/C refrigerator pressure, and inputs the A/C compressor
drive state to the engine-CVT-ECU. The engine-CVT-ECU uses this
signal for controlling the fuel injection mode.
Catalytic temperature sensor Detects the catalytic temperature using a thermistor.
Injector open circuit check The engine-CVT-ECU detects open circuits in the injectors by means
signal of this signal.

Main
Name Function Index
Actuators Engine control relay Turns the engine-CVT-ECU power circuit on and off.
Throttle control servo relay Turns the throttle valve controller power supply circuit on and off.
Group
Injector driver Drives the injectors by means of drive signals from the
engine-CVT-ECU. TOC
Injector driver relay Turns the injector driver power supply circuit on and off.
Injectors Injects the fuel according to the drive signals from the injector driver.
Ignition coil (with built-in power Interrupts the ignition coil primary current in accordance with the
transistor) ignition signals from the engine-CVT-ECU, in order to generate a high
voltage for ignition.
Throttle control servo Controls the throttle valve opening angle by means of signals from the
throttle valve controller.
EGR valve (stepper motor) Controls the EGR flow volume by means of signals from the
engine-CVT-ECU.
Fuel pump relay Controls the supply of power to the fuel pump (low pressure).
Fan controller (radiator, A/C Controls the radiator and condenser fan speeds smoothly by means
condenser) of signals from the engine-CVT-ECU.
by means of signals from the engine-CVT-ECU.
Alternator-G terminal Controls the amount of power generated by the alternator by means
of signals from the engine-CVT-ECU.
Tachometer Displays the engine speed on the tachometer inside the speedometer.
GDI ECO indicator lamp Illuminates when low fuel consumption driving mode is active to notify
the driver.
Engine warning lamp (check Illuminates to notify the driver of any abnormalities when a problem
engine lamp) occurs with any of the sensors.
Main
Index
The fuel injection control is basically the same as the control method of the 4G1-GDI. Refer Also.
From fuel pump Group
(low pressure) TOC
To fuel tank
Air flow sensor

Throttle position sensor (2nd channel)
Accelerator pedal position sensor (1st
channel)
Engine- Detonation sensor
Fuel pump (high CVT-ECU
pressure) assembly Injector Camshaft position sensor
[with built-in fuel Crank angle sensor
pressure regulator
(high pressure)] Ignition switch-ST
Injector driver
Oxygen sensor
Inhibitor switch
THROTTLE OPENING ANGLE CONTROL

The throttle opening angle control is basically as the same as the control method of the 4G1-GDI. Refer Also.
Engine control relay
Battery
- +
Engine-CVT-ECU
Throttle control
servo relay 2nd channel
output Throttle valve
1st chan-
nel output Throttle control
servo
Throttle
position
Accelerator pedal sensor
position sensor
Power
supply
1st channel
2nd channel output
output
Throttle valve
Accelerator pedal controller
Main
IGNITION TIMING AND ENERGISATION TIME CONTROL
Index
The ignition timing and energisation time control are basically the same as for the 4G1-GDI. Refer Also.
Group
TOC
Ignition switch Battery

Air flow sensor
Engine coolant temperature
sensor
Camshaft position sensor Engine-CVT-
ECU
Crank angle sensor
Ignition switch-ST
Ignition coil
Detonation sensor
Inhibitor switch
Spark plugs
1 2 3 4
Cylinder No.
Main
RELAY CONTROL (ENGINE CONTROL, FUEL PUMP, THROTTLE CONTROL SYSTEM,
INJECTOR DRIVER), OXYGEN SENSOR HEATER CONTROL, A/C RELAY CONTROL, Index
AIR FLOW SENSOR FILTER RESET CONTROL, FAN MOTOR CONTROL,
ALTERNATOR CONTROL, ENGINE/TRANSMISSION TOTAL CONTROL, GDI ECO Group
INDICATION LAMP CONTROL TOC
The control methods used are basically the same as those used for the 4G9-GDI engine installed in the
PAJERO io.
DIAGNOSIS SYSTEM
D The on-vehicle system (OBD [On-Board Diagnostics] System) is adopted.
D A freeze-frame data function has been added.
D In addition,the engine-CVT-ECU is provided with the following functions to make system inspection
easier.
Refer Also.
ENGINE <4G1-CARBURETTOR, MPI> – Emission Control System
Main
EMISSION CONTROL SYSTEM Index
The emission control system basically adopts the same control method as 4G1-GDI. Refer Also.
EMISSION CONTROL SYSTEM DIAGRAM Group
From fuel
TOC
pump (low To fuel Fuel pump (high pressure) assembly
pressure) Throttle control servo
tank [with built-in fuel pressure regulator (high
pressure)]
EGR valve
(stepper
motor)
PCV
valve
Canister
Injectors
Oxygen sensor
Catalytic Purge control
converter solenoid valve
Catalytic converter
MOUNT
This component is the same as for 4G1-GDI engine (Refer Also).
ACCELERATOR SYSTEM
This system is the same as for vehicles with 4G1-GDI engine (Refer Also).
ENGINE <4G1-CARBURETTOR, MPI> – General Information
Main
ENGINE <4G1-CARBURETTOR, MPI> Index
GENERAL INFORMATION
Group
The 4G13 and 4G18 engines are the engines which modified from the conventional SOHC-12 valve engine TOC
to the SOHC-16 valve. The 4G18 engine is the 4G13 engine with increased displacement. Both the 4G13 and
4G18 engines are basically the same as the 4G13 engine installed in the LANCER, but the following changes
have been made.
<4G13 Engine>
D Changed the piston.
D Changed the camshaft.
D Changed the intake manifold.
D Changed the exhaust manifold.
D Changed the ignition distribution method from distributor method to the distributorless 2-coil method.<MPI
only>
D Added a cam position sensor for detecting with the sensing cylinder installed at the back of the
camshaft.<MPI only>
D Added a crank angle sensor for detecting with the sensing plate installed to the crankshaft.<MPI only>
<4G18 Engine>
D Changed the piston
D Changed the crankshaft
D Changed the camshaft (Same as 4G13 engine)
D Changed the intake manifold (The 4G18 carburettor is the same as 4G13 carburettor).
D Changed the exhaust manifold (Same as the 4G13 engine)
D Changed the ignition distribution method from distributor method to the distributorless 2-coil method.
(Same as the 4G13 engine)
D Added a cam position sensor for detecting with the sensing cylinder installed at the back of the camshaft.
(Same as the 4G13 engine)
D Added a crank angle sensor for detecting with the sensing plate installed to the crankshaft. (Same as the
4G13 engine)
Main
Index
Items 4G13 16-valve carbu- 4G18 16-valve carbu- 4G13 12-valve carbu-
rettor rettor rettor
Group
Total displacement mL 1,299 1,584 1,299
TOC
Bore stroke mm 71.0 82.0 76.0 87.3 71.0 82.0
Compression ratio 9.5 9.5 9.5
Combustion chamber Pentroof type Pentroof type Sem-spherical type
Camshaft arrangement SOHC SOHC SOHC
Valve timing Intake Opening BTDC 12_ BTDC 12_ BTDC 14_
Intake Closing ABDC 48_ ABDC 48_ ABDC 46_
Exhaust Opening BBDC 48_ BBDC 48_ BBDC 52_
Exhaust Closing ATDC 12_ ATDC 12_ ATDC 14_
Maximum output kW/rpm 60/6,000 70/6,000 58/6,500 (79 HP/6,500

rpm: GCC)
Maximum torque Nm/rpm 108/4,000 132/3,500 103/4,000

(10.5 kgf·m/4,000 rpm:
GCC)
Fuel system Carburettor Carburettor Carburettor
Rocker arm Roller type Roller type Roller type
Auto-lash adjuster Not equipped Not equipped Not equipped
Engine oil Engine oil API classi- SG or higher SG or higher SG or higher

fication
Engine oil quantity L 3.0 (Includes oil filter 3.0 (Includes oil filter 3.0 (Includes oil filter
capacity 0.3) capacity 0.3) capacity 0.3)
Main
Items 4G13 16-valve MPI 4G18 16-valve MPI 4G13 12-valve MPI Index
Total displacement mL 1,299 1,584 1,299
Bore stroke mm 71.0 82.0 76.0 87.3 71.0 82.0 Group

TOC
Compression ratio 9.5 9.5 (10.0: GCC) 9.5
Combustion chamber Pentroof type Pentroof type Sem-spherical type
Camshaft arrangement SOHC SOHC SOHC
Valve timing Intake Opening BTDC 17_ BTDC 17_ BTDC 14_
Intake Closing ABDC 43_ ABDC 43_ ABDC 46_
Exhaust Opening BBDC 53_ BBDC 53_ BBDC 52_
Exhaust Closing ATDC 7_ ATDC 7_ ATDC 14_
Maximum output kW/rpm 65/6,000 (90 HP/6,000 77/6,000 (122 57/6,000

rpm: GCC) HP/6,000 rpm: GCC)
Maximum torque Nm/rpm 112/4,500 138/4,500 109/3,000

(11.6 kgf·m/4,500 rpm: (15.6 kgf·m/4,500 rpm:
GCC) GCC)
Fuel system Electronically con- Electronically con- Electronically con-

trolled multipoint fuel trolled multipoint fuel trolled multipoint fuel
injection injection injection
Rocker arm Roller type Roller type Roller type
Auto-lash adjuster Not equipped Not equipped Not equipped
Engine oil Engine oil API SG or higher SG or higher SG or higher

classification
Engine oil quantity L 3.0 (Includes oil filter 3.0 (Includes oil filter 3.0 (Includes oil filter
capacity 0.3) capacity 0.3) capacity 0.3)
ENGINE <4G1-CARBURETTOR, MPI> – Base Engine
Main
BASE ENGINE Index
PISTON
The piston curbed shape has been changed due to the modification into 16-valve engine. Group
<4G13> TOC
<4G13-Carburettor>
<4G18>
<4G13-MPI>
CAMSHAFT
The camshaft has been reshaped due to the modification into 16-valve engine.
<16-valve>
404 mm
<12-valve>
399 mm
Main
CRANKSHAFT <4G18>
Index
The crankshaft has been reshaped.
Group
<4G18-S4> TOC
<4G13-S3, S4>
INTAKE MANIFOLD
The intake manifold has been reshaped.
<4G13-S4-Carburettor>
<4G18-S4-Carburettor> <4G13-S3-Carburettor>
<4G13-S4-MPI>
<4G13-S3-MPI>
<4G18-S4-MPI>
Main
EXHAUST MANIFOLD
Index
The exhaust manifold has been reshaped.
<16-valve> <12-valve> Group

TOC
ENGINE <4G1-CARBURETTOR, MPI> – Cooling System
Main
This system is basically the same as for 4G1-GDI engine (Refer Also).
SPECIFICATIONS Group
Items 2001 MY 2000 MY TOC

forced circulation with electri- forced circulation with electri-
cal fan cal fan
Perfor- General Ex- 137,736 132,700*1, 172,000*2,

mance kJ/ port 149,400*3
h 4G13–5M/T
General Ex- 151,216

port
4G13–4A/T,
4G18,
Egypt 5M/T
GCC
4G13–5M/T
Egypt 4A/T, 164,930

GCC 4G18
Drive method Drive belt Drive belt
Thermostat Type Wax pellet type with jiggle Wax pellet type with jiggle
valve valve
Valve open Carburettor 90 90

tempera-
ture MPI 95 95
NOTE
*1: M/T
*2: A/T <Vehicles for General Export>
*3: A/T <Vehicles for GCC>
ENGINE <4G1-CARBURETTOR, MPI> – Cooling System
Main
Index
<Carburettor>
Radiator
Radiator fan motor Group
TOC
Condense tank
ENGINE <4G1-CARBURETTOR, MPI> – Intake and Exhaust
Main
AIR INTAKE SYSTEM<CARBURETTOR>
AIR CLEANER Group
The air cleaner element uses a conventional screening paper. TOC
Pre-cleaner
<Vehicles for Egypt>
Air duct
AIR INTAKE SYSTEM<MPI>

AIR DUCT, AIR CLEANER AND AIR INTAKE HOSE
These components are basically the same as for 4G1-GDI engine (Refer Also).

Air intake hose
Air duct
ENGINE <4G1-CARBURETTOR, MPI> – Intake and Exhaust
Main
EXHAUST SYSTEM
Index
EXHAUST PIPE
This component is basically the same as for 4G1-GDI engine (Refer Also).
CONSTRUCTION DIAGRAM Group
TOC
Oxygen sensor
<Vehicles with EGR for
General export>
Catalytic converter
Main muffler
Center exhaust pipe
Front exhaust pipe
<Vehicles without catalytic converter>
Pre-muffler
ENGINE <4G1-CARBURETTOR, MPI> – Fuel System
Main
FUEL SYSTEM <CARBURETTOR> Index
The fuel system is composed of the variable venturi type carburettor, mechanical fuel pump (diaphragm type),
fuel hose and pipe, fuel filter and a fuel tank, etc.
The carburettor is essentially the same as that for conventional 4G1 engines. Group
TOC
SPECIFICATIONS
Items 2001 MY 2000 MY
Fuel tank capacity 50 50
Fuel filter type Cartridge (filter-paper type) Cartridge (filter-paper type)
Fuel filter type (in tank) Provided Provided
Fuel pump type Mechanical diaphragm Mechanical diaphragm
Fuel cut-off valve assembly Fuel gauge unit
Fuel strainer
Fuel pump
Fuel tank
Fuel pipe assembly
Canister
Main
CARBURETTOR SPECIFICATIONS
Index
Carburettor type Variable venturi Variable venturi
Group
Throttle bore diameter mm 42 42 TOC
Main jet diameter mm 3 3
Chock mechanism Type Automatic (wax type, without Automatic (wax type, without
chock valve) chock valve)
Breaker valve Provided Provided
Fast idle Provided Provided
Devices Unloader Provided Provided
Fuel cut solenoid valve Provided Provided
Dash pot Provided <A/T only> Provided <A/T only>
Cold mixture heater Not provided Not provided
Cold advance angle control Not provided Not provided
Idle advance angle control Provided Not provided
Deceleration advance angle control Provided Provided
ENGINE <4G1-CARBURETTOR, MPI> – Fuel System <Carburettor>
Main
FUEL TANK
Index
A steel fuel tank is located under the floor of the rear
seats to provide increased safety and increase the
amount of luggage compartment space. Group
The fuel tank has been equipped with a valve
TOC
assembly which incorporates a fuel cut-off valve to
prevent fuel from leaking out in the event of a
collision for adjusting the pressure inside the fuel
tank.
Fuel pipe assembly
Fuel gauge unit
Fuel tank
Main
FUEL SYSTEM <MPI> Index
The fuel system is composed of the fuel injector, delivery pipe, fuel pressure regulator, electric fuel pump, fuel
hose and pipe, fuel filter and a fuel tank, etc.
The system is essentially the same as that for conventional 4G1 engines. Group
TOC
SPECIFICATIONS
Fuel tank capacity 50 50
Fuel filter type Cartridge (filter-paper type) Cartridge (filter-paper type)
Fuel pump type Electric Electric
Fuel cut-off valve assembly Fuel gauge unit

Delivery pipe
Fuel pressure regulator
Injector
Fuel tank Fuel pump module
Canister
ENGINE <4G1-CARBURETTOR, MPI> – Fuel System <MPI>
Main
FUEL TANK
Index
A steel fuel tank is located under the floor of the rear D For better serviceability, the fuel tank has been
seats to provide increased safety and increase the coupled with the main line by a one-touch joint
amount of luggage compartment space. method, not the conventional double flare nut Group
D The fuel tank has been equipped with a valve method.
TOC
assembly which incorporates a fuel cut-off valve
to prevent fuel from leaking out in the event of
a collision for adjusting the pressure inside the
fuel tank.
Fuel pump module Fuel high-pressure hose
Fuel gauge unit
Fuel tank
ENGINE <4G1-CARBURETTOR, MPI> – Control System
Main
CONTROL SYSTEM <MPI> Index
The control system is based on the system for the 4G1-MPI engine installed in the COLT/LANCER, with the
Group
Adoption of direct installation-type crank angle sensor D Improved detection precision
and camshaft position sensor D Basically the same as that used in the PAJERO
io
Adoption of compact throttle position sensor D Smaller size and lighter weight
D Higher resistance to vibration
D Basically the same as that used in the PAJERO
io
Adoption of compact stepper motor for idle speed control D Smaller size and lighter weight
servo D Basically the same as that used in the PAJERO
io
Adoption of plug top-type ignition coils D Improved ignition performance

io
Adoption of PWM (pulse width modulation) method of fan D Reduced fuel consumption
motor control D Reduced fan noise
io
Vacuum sensor (manifold absolute pressure sensor) has D Simplified system components.
been mounted on the intake manifold directly. D Basically the same as that used in the PAJERO
In addition, the intake air temperature sensor has been io
integrated in this vacuum sensor.
Adoption of 32bit integrated ECU integrating CPUs for D Engine control performance has been improved by
engine control and transmission control<A/T, CVT> high calculation speed.
control.
Main
Index
<General Export – except CS3ASTJEQR>
Vacuum sensor No.1 injector
(Manifold absolute pressure sensor) Engine-ECU <M/T>/ Group
No.2 injector
Engine-A/T-ECU <A/T>/
Engine-CVT-ECU <CVT>
TOC
Intake air temperature sensor No.3 injector
[1] Fuel injection control No.4 injector

[2] Idle speed control Idle speed control servo
Throttle position sensor (TPS)
No.1, No.4 ignition coil
Crank angle sensor [3] Ignition timing control
Camshaft position sensor [4] Power supply control (Power
supply to sensor, actuator)
Oxygen sensor Engine control relay
[5] Fuel pump relay control
A/C switch Fuel pump relay
[6] Oxygen sensor heater control
A/C load signal
[7] A/C relay control Oxygen sensor heater
A/C pressure sensor <CVT>
[8] Fan motor control
Power steering fluid pressure switch (Radiator, A/C condenser) A/C relay
Ignition switch-IG [9] Alternator control Fan controller

(Radiator, A/C condenser)
Ignition switch-ST
[10] Purge control Alternator G terminal
Alternator FR terminal
[11] Engine warning lamp control Purge control solenoid valve
Power supply
[12] Self-diagnosis output Engine warning lamp
Diagnosis control terminal (Check engine lamp)
Vehicle speed sensor <M/T> or [13] RAM data transmission

output shaft speed sensor <A/T> or Diagnosis output terminal
secondary revolution sensor <CVT>
Inhibitor switch<A/T, CVT> [For scan tool (MUT-II)]
<General Export – CS3ASTJEQR and China> Main

Index
(Manifold absolute pressure sensor)
Engine-CVT-ECU <CVT> No.2 injector
Intake air temperature sensor No.3 injector
Group
TOC
[3] Ignition timing control No.1, No.4 ignition coil
Crank angle sensor
Camshaft position sensor [4] Power supply control (Power
supply to sensor, actuator)
Oxygen sensor Engine control relay
[6] Oxygen sensor heater control
A/C load signal
[7] A/C relay control Oxygen sensor heater
A/C pressure sensor
Power steering fluid pressure switch [8] Fan motor control

(Radiator, A/C condenser) A/C relay
Ignition switch-IG Fan controller

[9] Alternator control (Radiator, A/C condenser)
Ignition switch-ST
Alternator G terminal
Alternator FR terminal [10] EGR control
EGR control solenoid valve

Power supply [11] Purge control
Purge control solenoid valve
Diagnosis control terminal [12] Engine warning lamp control
Engine warning lamp
Secondary revolution sensor (Check engine lamp)
[13] Self-diagnosis output
Inhibitor switch
[14] RAM data transmission Diagnosis output terminal

[For scan tool (MUT-II)]
<GCC> Main
Index
(Manifold absolute pressure sensor) Engine-ECU <M/T>/
Engine-A/T-ECU <A/T>/ No.2 injector
Intake air temperature sensor Engine-CVT-ECU <CVT> No.3 injector
Group
TOC
Crank angle sensor [3] Ignition timing control
Camshaft position sensor [4] Power supply control
(Power supply to sensor,
Mixture adjusting screw actuator) Engine control relay
(Variable resister)
[7] A/C relay control

A/C load signal
A/C relay
A/C pressure sensor <CVT> [8] Fan motor control
(Radiator, A/C condenser)
Fan controller
Detonation sensor <4G18> (Radiator, A/C condenser)
[9] Alternator control
Power steering fluid pressure switch
Alternator G terminal
[10] EGR control
Ignition switch-IG
EGR control solenoid valve
Ignition switch-ST [11] Engine warning lamp control
Engine warning lamp
Alternator FR terminal [12] Self-diagnosis output (Check engine lamp)
Power supply [13] RAM data transmission

Vehicle speed sensor <M/T> or [For scan tool (MUT-II)]
output shaft speed sensor <A/T> or
secondary revolution sensor <CVT>
Inhibitor switch <A/T, CVT>

Main
Index
L1 Oxygen sensor l1 Injector
L2 Vacuum sensor Engine-ECU <M/T>/ l2 Idle speed control servo Group
(Manifold absolute pressure sensor) Engine-A/T-ECU <A/T>/ l3 Purge control solenoid valve
L3 Intake air temperature sensor Engine-CVT-ECU <CVT> TOC
L4 Throttle position sensor D Engine control relay
L5 Camshaft position sensor D Fuel pump relay
L6 Crank angle sensor D A/C relay
L7 Engine coolant temperature sensor D Ignition coil
D Fan controller
D Power supply D Alternator G terminal
D Ignition switch-IG D Engine warning lamp
D Ignition switch-ST D Diagnosis output
D Vehicle speed sensor
D A/C switch
D A/C pressure sensor <CVT>
D A/C load signal
D Power steering fluid pressure switch
D Alternator FR terminal
D Vehicle speed sensor <M/T> or output
shaft speed sensor <A/T> or secondary
revolution sensor<CVT>
D Inhibitor switch <A/T, CVT>
L2 Vacuum sensor
(Manifold absolute
pressure sensor) L4 Throttle position sensor
L3 Intake air temperature sensor l2 Idle speed control servo
(incorporated in vacuum
sensor)
L5 Camshaft position sensor Air cleaner
Air
P
To fuel Fuel pressure From

tank regulator fuel
pump
PCV valve
l1 Injector
L7 Engine coolant Canister

temperature sensor
l3 Purge control
solenoid valve
L1 Oxygen sensor
Catalytic converter
<General Export – CS3ASTJEQR and China> Main

Index
L1 Oxygen sensor (front) l1 Injector
L2 Vacuum sensor (Manifold absolute l2 Idle speed control servo
pressure sensor) Engine-CVT-ECU l3 EGR control solenoid valve
L3 Intake air temperature sensor l4 Purge control solenoid valve Group
L5 Camshaft position sensor D Engine control relay
TOC
L6 Crank angle sensor D Fuel pump relay
L7 Engine coolant temperature sensor D A/C relay
L8 Oxygen sensor (rear) D Ignition coil
D Fan controller
D A/C switch
D A/C pressure sensor (CVT)
D A/C load signal
D Secondary revolution sensor
D Inhibitor switch
L2 Vacuum sensor
(Manifold absolute
l2 Idle speed control servo
L3 Intake air temperature sensor
(incorporated in vacuum sensor)
Air
E P A
Air cleaner
Fuel pressure
regulator From
To fuel fuel
tank pump
PCV valve
EGR valve
l1 Injector
Canister
L7 Engine coolant
temperature sensor
l3 EGR control l4 Purge control
L1 Oxygen sensor (front) solenoid valve solenoid valve
L8 Oxygen sensor (rear)
Catalytic converter
<GCC> Main
Index
L1 Vacuum sensor l1 Injector
(Manifold absolute pressure sensor) Engine-ECU <M/T>/ l2 Idle speed control servo
L2 Intake air temperature sensor Engine-A/T-ECU <A/T>/ l3 EGR control solenoid valve
L3 Throttle position sensor Engine-CVT-ECU <CVT> Group
L4 Camshaft position sensor D Engine control relay
L5 Crank angle sensor D Fuel pump relay TOC
L6 Engine coolant temperature sensor D A/C relay
L7 Detonation sensor <4G18> D Ignition coil
D Fan controller
D A/C switch
D A/C pressure sensor <CVT>
D A/C load signal
D Mixture adjusting screw
(Variable resistor)
D Vehicle speed sensor <M/T> or output
shaft speed sensor <A/T> or secondary
revolution sensor <CVT>
D Inhibitor switch
L1 Vacuum sensor
(Manifold absolute
L2 Intake air temperature sensor l2 Idle speed control servo
(incorporated in vacuum sensor)
L4 Camshaft position sensor Air cleaner
Air
E P A
Fuel pressure From fuel

To fuel regulator pump
tank
PCV valve
EGR valve
l1 Injector
L6 Engine coolant tem- Canister

perature sensor
l3 EGR control
L7 Detonation sensor solenoid valve
<4G18>

Main
Index
Name Function
ECU Engine-ECU <M/T> Uses the signals input from the various sensors to control operation of Group
Engine-A/T-ECU <A/T> actuators in accordance with the driving conditions. TOC
is input to the ECU, power is supplied to components such as the
injectors, air flow sensor, idle speed control servo and crank angle
sensor.
Ignition switch-ST Detects whether the engine is cranking. The ECU controls the fuel
injection, throttle valve opening angle and ignition timing to the
appropriate settings based on this signal.
Vacuum sensor (Manifold Detects the pressure inside the intake manifold by means of a
absolute pressure sensor) semiconductor-type pressure sensor.
Oxygen sensor <General Detects the concentration of oxygen in the exhaust gas by means of
Export and China> zirconia and platinum electrodes. The ECU judges whether the air/fuel
mixture ratio is at the optimum theoretical ratio based on this
concentration.
ECU corrects the fuel injection amount to the correct amount
corresponding to the intake air temperature based on the voltage
output from this sensor.
sensor thermistor. The ECU detects how warm the engine is based on the
signal from this sensor, and uses this to control the fuel injection
amount, idle speed and ignition timing.
Throttle position sensor Detects the throttle valve opening angle by means of a potentiometer.
The ECU controls the throttle valve and also determines the optimum
fuel injection for the vehicle’s degree of acceleration based on the
Vehicle speed sensor <M/T> Detects the vehicle speed by means of a magnetic rheostatic element.
Output shaft speed sensor* Converts the output shaft speed sensor signal to the vehicle speed
<A/T> signal, and uses it for engine control.
<CVT> signal, and uses it for engine control.
Detonation sensor Detects cylinder block vibration when knocking is generated by the
<GCC–4G18> piezoelectric element. The ECU controls retardation of the ignition
timing according to the knocking strength.
Camshaft position sensor Detects the No. 1 cylinder compression top dead centre position by
means of a magnetic rheostat element.
Crank angle sensor Detects the crank angle by means of a Hall element. The ECU controls
the injectors based on the signal from this sensor.
Alternator FR terminal Detects the energising duty ratio of the alternator field coil.

Main
Name Function Index
Sensors Power steering fluid pressure Detects whether there is a power steering load present by means of
Group
A/C switch Detects the ON/OFF condition of the A/C. TOC
A/C load signal A/C Inputs the drive state of the compressor (low load/high load) to
the ECU. The ECU controls the A/C idle-up engine speed using this
signal.
A/C pressure sensor <CVT> A/C Detects the refrigerant pressure and inputs the drive state of the
A/C compressor to the ECU.
Inhibitor switch* <A/T, CVT> Detects the Park and Neutral positions of the A/T selector lever.
Actuators Engine control relay Turns the ECU power circuit on and off.
Injector Drives the fuel injection by means of drive signals from the ECU.
Ignition coil Interrupts the ignition coil primary current in accordance with the
(with power transistor) ignition signals from the ECU, in order to generate a high voltage for
ignition.
Idle speed control (ISC) servo The throttle valve bypass air amount during idling and deceleration is
controlled with the signal from the ECU.
EGR control solenoid valve Controls the EGR flow volume by means of signals from the ECU.
<General Export –
CS3ASTJEQR and GCC>
Fuel pump relay Controls the drive condition of the fuel pump.
Fan controller Controls the radiator and condenser fan speeds smoothly by means
of signals from the ECU.
<General Export and China> by means of signals from the ECU.
Alternator G terminal Controls the amount of power generated by the alternator by means
of signals from the ECU.
Engine warning lamp Illuminates to notify the driver of any abnormalities when a problem
occurs with any of the sensors.

Main
SENSOR
Index
THROTTLE POSITION SENSOR (TPS)
D A lightweight and compact TPS has been adopted for
excellent vibration resistance. Group
D The control logic for the main TPS signal has enabled the TOC
idle position switch to be abolished.
Furthermore, the ECU detects the idle position from the
TPS signal and outputs an idle position switch signal to the
necessary systems (such as the A/T).
The fuel injection control system is basically the same as the control system for the 4G1-MPI engine installed
in the PAJERO io.
System Configuration Diagram
Engine-ECU <M/T>/
Vacuum sensor (Manifold absolute
Engine-A/T-ECU <A/T>/
pressure sensor)
Throttle position sensor To fuel Fuel pressure From fuel

tank regulator pump
Crank angle sensor
Detonation sensor <GCC–4G18>
Ignition switch-ST Fuel Injector
Oxygen sensor <General Export and China>

Mixture adjusting screw (variable resistor)
<GCC>
Main
IDLE SPEED CONTROL (ISC)
Index
The idle speed control system is basically the same as the control system for the 4G1-MPI engine installed
in the PAJERO io.
System Configuration Diagram Group
TOC
Engine-ECU <M/T>/ Vacuum sensor (Manifold absolute
Engine-A/T-ECU <A/T>/ pressure sensor)
Engine-CVT-ECU <CVT> Intake air temperature sensor
Bimetal type limiter
Throttle position sensor
ISC servo
(stepper motor) Crank angle sensor
A/C switch
A/C load signal
From air
To intake manifold cleaner Power steering fluid pressure switch
Alternator FR terminal
Ignition switch-IG
Ignition switch-ST
Speed adjusting screw

Main
IGNITION TIMING AND DISTRIBUTION CONTROL
Index
The ignition timing and distribution control system is basically the same as the control system for the 4G1-MPI
engine installed in the PAJERO io.
System Configuration Diagram Group
TOC
Engine-ECU <M/T>/ Ignition switch
Engine-A/T-ECU <A/T>/ Battery
Vacuum sensor (Manifold absolute
pressure sensor)
Ignition Ignition
Crank angle sensor coil A coil B
Detonation sensor <GCC–4G18>
Ignition switch-ST
Vehicle speed sensor
Spark plug
To tachometer
Cylinder No. 4 1 2 3
Main
RELAY CONTROL (ENGINE CONTROL, FUEL PUMP), A/C RELAY CONTROL,
ALTERNATOR CONTROL, ENGINE/TRANSMISSION TOTAL CONTROL Index
These control systems are basically the same as the control systems for the 4G1-MPI engine which has been
installed in the COLT/LANCER. Group
OXYGEN SENSOR HEATER CONTROL, FAN MOTOR CONTROL TOC
These control systems are basically the same as the control systems for the 4G1-MPI engine installed in the
PAJERO io.
DIAGNOSIS SYSTEM
The engine-ECU <M/T>/engine-A/T-ECU <A/T>/engine-CVT-ECU <CVT> is provided with the following
functions to make system inspection easier.
Diagnosis Code and Engine Warning Lamp (Check Engine Lamp) Items
The diagnosis items and engine warning lamp illumination items are shown in the following table.
No. warning
lamp
13 Intake air temperature sensor system Open circuit or short-circuit in sensor ON
related circuits
14 Throttle position sensor system Open circuit or short-circuit in sensor ON
related circuits
21 Engine coolant temperature sensor system D Open circuit or short-circuit in sensor ON
related circuits
D Excessive connector contact resist-
ance
22 Crank angle sensor system Abnormal sensor output ON
23 Camshaft position sensor system Abnormal sensor output ON
24 Vehicle speed sensor system <M/T> Open circuit or short-circuit in sensor -
related circuits
Vehicle speed signal system <A/T, CVT> Abnormal signal input -
31 Detonation sensor system <GCC-4G18> Abnormal sensor output -
32 Vacuum sensor (manifold absolute pressure Open circuit or short-circuit in sensor ON
sensor) system related circuits
41 Injector system Open circuit in injector related circuits ON
44 Ignition coil (power transistor) system Abnormal ignition system (one of two ON
coils failed)
54 Immobilizer system <GCC> Open circuit or short-circuit in sensor -
related circuits
64 Alternator FR terminal system Open circuit or short-circuit in system -
related circuits
- Engine-ECU <M/T>, or engine-A/T-ECU Abnormality in engine-ECU <M/T>, or ON
<A/T> or engine-CVT-ECU <CVT> engine-A/T-ECU <A/T> or engine-CVT-
ECU <CVT>
Data List Output Main

Index
The service date output items are shown in the following table.
11 Oxygen sensor (front) <General Export and China> mV Group
13 Intake air temperature sensor _C
TOC
14 Throttle position sensor mV
16 Battery voltage mV
18 Cranking signal (ignition switch-ST) ON – OFF
24 Vehicle speed sensor <M/T> or vehicle speed signal <A/T, CVT> km/h
27 Power steering fluid pressure switch ON – OFF
28 A/C switch ON – OFF
32 Vacuum sensor (manifold absolute pressure sensor) kPa
41 Injector ms
44 Ignition advance BTDC
45 Idle speed control motor position STEP
49 A/C relay ON – OFF
59 Oxygen sensor (rear) <General Export – CS3ASTJEQR and China> mV
Actuator Tests Main

Index
The actuator test items are shown in the following table.
Item No. Actuator test items
01 No.1 injector: OFF Group
TOC
07 Fuel pump: ON
08 Purge control solenoid valve <General Export and China>: ON
10 EGR control solenoid valve <General Export – CS3ASTJEQR, China and GCC>: ON
17* Basic ignition timing: 5_BTDC
21 Fan controller: Radiator fan and A/C condenser fan operate at high speed.
30* Fix idle speed control servo: Fixed at reference step when SAS adjustmnt is to be made.
NOTE
*: Continues for 27 minutes. Can be released by pressing the CLEAR key.
ENGINE <4G1-CARBURETTOR, MPI> – Electric System
Main
ELECTRIC SYSTEM Index
IGNITION COIL <MPI>
The built-in distributor method has been changed to the 2-coil ignition distribution method to improve ignition Group
performance.
TOC
The wiring has been simplified and made lighter with the adoption of the plug-on type ignition coil with built-in
power transistor.
Ignition coil Ignition coil

(for cylinders No. 2 and No. 3) (for cylinders No. 1 and No. 4)
Rocker cover
Cam position sensor CAM POSITION SENSOR <MPI>

A method which detects with the sensing cylinder installed at
the back of the camshaft has been adopted.
Camshaft
Sensing cylinder
CRANK ANGLE SENSOR <MPI>

The crack angle detection accuracy has been improved for
Crank angle sensor
direct detection of the crankshaft position using the sensing
plate installed to the crankshaft.
Sensing blade
Main
EMISSION CONTROL SYSTEM <VARIABLE VENTURI Index
CARBURETTOR>
The emission control system is essentially the same as the one for the conventional 4G1 engine which has
been installed in the MIRAGE/LANCER.
Group
TOC
System Vehicles with catalytic Vehicles without catalyt- Remarks
converter ic converter
Crankcase ventilation system × × Closed type
Evaporative emission control × × Carburettor purge port

system vacuum control type
Intake air temperature control × × Vacuum control type

system
Fuel shut-off device at decel- × - Vacuum switch and engine

eration speed sensor control type
Outer vent valve × × Electronic control type

(ON-OFF type solenoid
valve with temperature
control)
Idle compensator × × Bimetal type
Catalytic converter × - Oxidizing catalyst

Main
Index
<Vehicles with catalytic converter>
Group
TOC
Thermo sensor Idle compensator
Vacuum motor
Cool air
Air control Canister

valve Warm air
No. 2 Purge
breaker control
valve valve
Dash
pot Fuel Ignition switch
No. 1 shut-off
breaker <A/T>
solenoid
valve valve
Outer vent P Engine
valve ON OFF
speed
D sensor
F Delay Vacuum OFF ON
valve switch
Delay valve
Vacuum
control
valve
Thermo valve
Distributor
Catalytic converter
<Vehicles without catalytic converter> Main

Index
Thermo sensor
Group
Idle compensator
Vacuum motor TOC
Cool air
Air control Canister

valve Warm air
Purge
control
valve
No. 2 Dash
breaker pot
valve <A/T>
No. 1
breaker
valve Outer vent P
valve
D
Delay
valve
Vacuum
control
valve
Thermo valve
Distributor
Main
EMISSION CONTROL SYSTEM <MPI> Index
The emission control system is basically the same as the control system for the 4G1-MPI engine installed in
the MIRAGE/LANCER.
Group
System General Export – General Export – GCC Remarks
TOC
except except
CS3ASTJEQR CS3ASTJEQR
Crankcase ventilation × × × Closed type

system
Evaporative emission × × - Electronic control

control system type (ON-OFF type
solenoid valve)
- - × Vacuum control
type
Exhaust gas recirculation - × × Electronic control

(EGR) system type (ON-OFF type
solenoid valve)
Air/fuel ratio closed loop × × - Oxygen sensor sig-

control system nal used
Catalytic converter × × - Three-way catalyst

Air cleaner
Air
P
PCV valve
Canister
Purge control
solenoid valve
Oxygen sensor
Catalytic converter
<General Export – CS3ASTJEQR> Main

Index
Air cleaner
Air Group
TOC
E P A
PCV valve
EGR valve
Canister
EGR control Purge control

Oxygen sensor (rear) solenoid valve solenoid valve
Oxygen sensor (rear)
Catalytic converter
<GCC>
Air cleaner
Air
E P A
PCV valve
EGR valve
Canister
EGR control
solenoid valve
ENGINE <4G1-CARBURETTOR, MPI> – Mount/Accelerator System
Main
MOUNT Index
This component is basically the same as for 4G1-GDI engine (Refer Also).
ACCELERATOR SYSTEM Group
TOC
ACCELERATOR PEDAL AND ACCELERATOR CABLE
The accelerator system is a cable and suspended vent noise and vibration when the cable and accel-
pedal combination. erator arm contact.
Plastic bushing and rubber damper have been at-
tached to the end of the accelerator cable, to pre-
Plastic bushing
Rubber
dumper
Accelerator
cable
Accelerator arm
<L.H. drive vehicles> <R.H. drive vehicles>
Accelerator cable Accelerator cable
Accelerator
Accelerator Accelerator arm
pedal bracket pedal bracket
Accelerator
arm

Engine : General Information

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ENGINE <4G1-GDI> – General Information

Total displacement mL 1,468 1,468

Bore × stroke mm 75.5 × 82.0 75.5 × 82.0

Compression ratio 11.0 10.6

Camshaft arrangement DOHC DOHC

Valve timing Intake Opening BTDC 12_ BTDC 12_

Intake Closing ABDC 44_ ABDC 44_

Exhaust Opening BBDC 48_ BBDC 48_

Exhaust Closing ATDC 12_ ATDC 12_

Maximum output kW/rpm 74/6,000 77/6,000

Maximum torque Nm/rpm 137/3,500 140/3,500

Fuel system Electronically controlled multi- Electronically controlled multi-

Rocker arm Roller type Roller type

Auto-lash adjuster Equipped Equipped

Engine oil Engine oil API SG or higher SG or higher

Cooling method Water-cooled pressurized, Water-cooled pressurized,

Radiator Type Pressurized corrugate type Pressurized corrugate type

Performance kJ/h 137,736 150,698

Water pump Type Impeller of centrifugal type Impeller of centrifugal type

Drive method Drive belt Drive belt

A/T oil cooler Performance kJ/h 5,651 6,405

Radiator fan motor

Air intake hose

Air cleaner assembly

Center exhaust pipe

Front exhaust pipe

<LANCER> <MIRAGE DINGO>

Fuel pump (high pressure) assembly

Fuel pump (high pressure) assembly Group

Fuel gauge unit

Fuel cut-off valve assembly Fuel cut-off valve assembly

Fuel pressure sensor No. 1 ignition coil

Throttle position sensor (1st

L3 Intake air temperature

L5 Camshaft position sensor

l2 EGR valve L4 Throttle position sensor

L11 Catalytic temperature

L6 Crank angle sensor

*: Refer to “Transmission” section.

*: Refer to “Transmission” section.

FUEL INJECTION MODES

Fuel injection timing Compression stroke Intake stroke

Air/fuel mixture ratio 30 – 40 Stoichiometric*2 or rich

Condition of air in mixture Layered mixture Uniform mixture

Driving conditions Low-load driving Medium or high-load driving

Air/fuel mixture ratio feedback con- No Yes *2 or no

EGR control Yes Yes

Throttle valve opening angle control Yes Yes

INJECTOR DRIVER CONTROL

Injector driver relay

Injector open circuit check output

FUEL INJECTION AMOUNT CONTROL Main

Intake air temperature correction f f

Barometric pressure correction f f

Engine warm-up correction f f

Correction immediately after f f

Air/fuel mixture ratio correction f -

Air/fuel mixture ratio feedback - f

Air/fuel mixture ratio learning f f

Air fuel ratio rich compensation f -

Waste time correction f f

Engine control relay

Performance kJ/h 151,216 152,7911, 169,5352