Engine : General Information
Engine : 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>
Combustion chamber Pentroof type + curbed top Pentroof type + curbed top
piston piston
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>
Thermostat Type Wax pellet type with jiggle valve Wax pellet type with jiggle valve
Valve open 82 82
temperature
CONSTRUCTION DIAGRAM
Radiator
Radiator fan controller
Condense tank
Air duct
ENGINE <4G1-GDI> – Intake and Exhaust
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.
CONSTRUCTION DIAGRAM
Main muffler
Flexible tube
Pre-muffler
EXHAUST MANIFOLD
A clam-shell type exhaust manifold integrated with catalyst is adopted.
This has reduced the catalyst activation time at cold engine start.
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
ENGINE <4G1-GDI> – Fuel System
Main
CONSTRUCTION DIAGRAM
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 pressure
sensor
Fuel pressure
regulator (low
pressure)
Delivery pipe
Fuel pressure
regulator (high
pressure)
Fuel pump
(low pressure)
Fuel tank
ENGINE <4G1-GDI> – Fuel System
Main
FUEL INJECTION PARTS
Index
Structural diagram
Injectors
ENGINE <4G1-GDI> – Fuel System
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 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.
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.
CONSTRUCTION DIAGRAM
Fuel return pipe
Fuel pump module
Fuel high-pressure hose
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.
ENGINE <4G1-GDI> – Control System
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
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
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
Fuel injection mode Compression stroke fuel injection/ Air/fuel mixture ratio feedback *2 or
lean A/F *1 open loop
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
ENGINE <4G1-GDI> – Control System
Main
Compression Intake stroke Index
stroke injection injection
Group
TOC
Tumble flow
Tumble flow
Ignition switch IG
Battery
+ -
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(–)
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.
Idle correction f -
Increased acceleration/decreased f f
deceleration correction
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.
ENGINE <4G1-GDI> – Control System
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.
SYSTEM CONFIGURATION DIAGRAM
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
ENGINE <4G1-GDI> – Control System
Group
TOC
Spark plugs
Cylinder No. 1 2 3 4
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
ENGINE <4G1-GDI> – Control System
Main
Item No. Data list items Units
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 %
38 Crank angle sensor r/min
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.
ENGINE <4G1-GDI> – Control System
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
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.
CONSTRUCTION DIAGRAM
Engine mount
Transmission mount
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.
CONSTRUCTION DIAGRAM
APS
Pedal Bracket
Pedal Lever
Pedal Arm
ENGINE <4G1-GDI> – Accelerator System
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
f
A
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
MAJOR SPECIFICATIONS
Items 4G93-GDI <LANCER> 4G93-GDI <PAJERO io>
Combustion chamber Pentroof type ) curbed top Pentroof type ) curbed top
piston piston
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
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
COOLING SYSTEM Index
This system is basically the same as for 4G1-GDI engine (Refer Also).
SPECIFICATIONS Group
Items 4G93–GDI<LANCER> 4G93–GDI<PAJERO io> TOC
Thermostat Type Wax pellet type with jiggle Wax pellet type with jiggle
valve valve
NOTE
*1: M/T
*2: A/T
ENGINE <4G9-GDI> – Intake and Exhaust
Main
INTAKE AND EXHAUST Index
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.
<LANCER> <PAJERO io>
Resonator
EXHAUST SYSTEM
EXHAUST PIPE
This component is the same as for 4G1-GDI engine (Refer Also).
CONSTRUCTION DIAGRAM
Pre-muffler
Front exhaust
pipe
ENGINE <4G9-GDI> – Intake and Exhaust
Catalyst
ENGINE <4G9-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 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.
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 4G93-GDI 4G93-GDI
<LANCER> <PAJERO io>
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
ENGINE <4G9-GDI> – Fuel System
Main
CONSTRUCTION DIAGRAM
Index
Delivery pipe
FUEL ROUTE
Fuel pressure
sensor
Fuel pressure
regulator (low
Fuel pressure pressure)
regulator (high
Delivery pipe pressure)
Fuel pump
Fuel tank (low pressure)
ENGINE <4G9-GDI> – Fuel System
Main
FUEL INJECTION PARTS
Index
Structural diagram
Fuel pump (high pressure) assembly
[incorporating fuel pressure regulator Group
(high pressure)] TOC
Fuel pressure sensor
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)
ENGINE <4G9-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.
ENGINE <4G9-GDI> – Control System
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
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
Diagnosis control terminal
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
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
ENGINE <4G9-GDI> – Control System
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.
SYSTEM CONFIGURATION DIAGRAM
Group
TOC
Spark plugs
1 2 3 4
Cylinder No.
ENGINE <4G9-GDI> – Control System
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)
ENGINE <4G1-CARBURETTOR, MPI> – General Information
Main
MAJOR SPECIFICATIONS
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
Valve timing Intake Opening BTDC 12_ BTDC 12_ BTDC 14_
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> – General Information
Main
Items 4G13 16-valve MPI 4G18 16-valve MPI 4G13 12-valve MPI Index
Total displacement mL 1,299 1,584 1,299
Valve timing Intake Opening BTDC 17_ BTDC 17_ BTDC 14_
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
ENGINE <4G1-CARBURETTOR, MPI> – Base Engine
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>
ENGINE <4G1-CARBURETTOR, MPI> – Base Engine
Main
EXHAUST MANIFOLD
Index
The exhaust manifold has been reshaped.
Thermostat Type Wax pellet type with jiggle Wax pellet type with jiggle
valve valve
NOTE
*1: M/T
*2: A/T <Vehicles for General Export>
*3: A/T <Vehicles for GCC>
ENGINE <4G1-CARBURETTOR, MPI> – Cooling System
Main
CONSTRUCTION DIAGRAM
Index
<Carburettor>
Radiator
Radiator fan motor Group
TOC
Condense tank
ENGINE <4G1-CARBURETTOR, MPI> – Intake and Exhaust
Main
INTAKE AND EXHAUST Index
AIR INTAKE SYSTEM<CARBURETTOR>
AIR CLEANER Group
The air cleaner element uses a conventional screening paper. TOC
CONSTRUCTION DIAGRAM
Pre-cleaner
<Vehicles for Egypt>
Air duct
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
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
CONSTRUCTION DIAGRAM
Fuel cut-off valve assembly Fuel gauge unit
Fuel cut-off valve assembly
Fuel strainer
Fuel pump
Fuel tank
Fuel pipe assembly
Canister
ENGINE <4G1-CARBURETTOR, MPI> – Fuel System
Main
CARBURETTOR SPECIFICATIONS
Index
Items 2001 MY 2000 MY
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.
CONSTRUCTION DIAGRAM
Fuel tank
ENGINE <4G1-CARBURETTOR, MPI> – Fuel System
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
Items 2001 MY 2000 MY
CONSTRUCTION DIAGRAM
Delivery pipe
Injector
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.
CONSTRUCTION DIAGRAM
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
following improvements added.
Group
Improvements/Additions Remarks TOC
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 PWM (pulse width modulation) method of fan D Reduced fuel consumption
motor control D Reduced fan noise
D Basically the same as that used in the PAJERO
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.
D High speed engine and transmission integrated
control.
ENGINE <4G1-CARBURETTOR, MPI> – Control System
Main
SYSTEM BLOCK DIAGRAM
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
<GCC> Main
Index
Vacuum sensor No.1 injector
(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
[1] Fuel injection control No.4 injector
Engine coolant temperature sensor
[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
No.2, No.3 ignition coil
Camshaft position sensor [4] Power supply control
(Power supply to sensor,
Mixture adjusting screw actuator) Engine control relay
(Variable resister)
[5] Fuel pump relay control
A/C switch Fuel pump relay
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
L1 Oxygen sensor
Catalytic converter
L6 Crank angle sensor
ENGINE <4G1-CARBURETTOR, MPI> – Control System
L2 Vacuum sensor
(Manifold absolute
pressure sensor) L4 Throttle position sensor
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
Catalytic converter
L5 Crank angle sensor
ENGINE <4G1-CARBURETTOR, MPI> – Control System
<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 Power supply D Alternator G terminal
D Ignition switch-IG D Engine warning lamp
D Ignition switch-ST D Diagnosis output
D A/C switch
D A/C pressure sensor <CVT>
D A/C load signal
D Mixture adjusting screw
(Variable resistor)
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
L1 Vacuum sensor
(Manifold absolute
pressure sensor) L3 Throttle position sensor
L2 Intake air temperature sensor l2 Idle speed control servo
(incorporated in vacuum sensor)
Air
E P A
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
Engine-CVT-ECU <CVT>
Sensors Ignition switch-IG Detects the ON/OFF position of the ignition switch. When this signal
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.
Intake air temperature sensor Detects the temperature of the intake air by means of a thermistor. The
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 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
voltage output from this sensor.
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.
Secondary revolution sensor* Converts the secondary revolution sensor signal to the vehicle speed
<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.
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.
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.
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.
Purge control solenoid valve Controls the amount of purge air introduced to the air intake plenum
<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.
Also flashes in order to output diagnosis codes.
Engine-ECU <M/T>/
Vacuum sensor (Manifold absolute
Engine-A/T-ECU <A/T>/
pressure sensor)
Engine-CVT-ECU <CVT>
Intake air temperature sensor
Engine coolant temperature sensor
A/C switch
A/C load signal
Vehicle speed signal
From air
To intake manifold cleaner Power steering fluid pressure switch
Inhibitor switch <A/T, CVT>
Alternator FR terminal
Ignition switch-IG
Ignition switch-ST
Diagnosis control terminal
Ignition switch-ST
Vehicle speed sensor
Inhibitor switch <A/T, CVT>
Spark plug
To tachometer
Cylinder No. 4 1 2 3
ENGINE <4G1-CARBURETTOR, MPI> – Control System
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.
Code Diagnosis items Main diagnosis contents Engine
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>
ENGINE <4G1-CARBURETTOR, MPI> – Control System
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.
Rocker cover
Camshaft
Sensing cylinder
Sensing blade
ENGINE <4G1-CARBURETTOR, MPI> – Emission Control System
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
Group
TOC
Thermo sensor Idle compensator
Vacuum motor
Cool air
Delay valve
Vacuum
control
valve
Thermo valve
Distributor
Catalytic converter
ENGINE <4G1-CARBURETTOR, MPI> – Emission Control System
Thermo sensor
Group
Idle compensator
Vacuum motor TOC
Cool air
Vacuum
control
valve
Thermo valve
Distributor
ENGINE <4G1-CARBURETTOR, MPI> – Emission Control System
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
- - × Vacuum control
type
Air cleaner
Air
P
PCV valve
Canister
Purge control
solenoid valve
Oxygen sensor
Catalytic converter
ENGINE <4G1-CARBURETTOR, MPI> – Emission Control System
Air cleaner
Air Group
TOC
E P A
PCV valve
EGR valve
Canister
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
Accelerator
Accelerator Accelerator arm
pedal bracket pedal bracket
Accelerator
arm